Boeing launched it's longest version of the MAX on 19 Jun 2017, to compete with the Airbus 321 NEO and fill the gap in the market left by the 757. The MAX-10 has over 361 firm orders and commitments.
Boeings Randy Tinseth has said that the 737 Max 10 will offer the same capacity as the slightly longer Airbus A321neo, but will be 2.8 tons lighter, have lower fuel consumption and slightly greater range. He went on to say that "We aren't looking to simply build something on par with the A321neo. We're bringing a better airplane to the market - and that's our focus."
The first MAX -10 fuselage, l/n 7644, arrived at Renton in early April 2019. The first aircraft was rolled out on 19 Nov 2019. Entry into service has been delayed until 2023 to develop changes required following the MAX grounding.
The first flight was 18 Jun 2021 at 11am PDT (18:00 GMT) from Renton to Moses Lake. The airframe was N27751 (66122/7644) which was conducting taxy trials on 16 Jun.
Significant changes are the addition of synthetic AoA and a redesigned landing gear.
*** Updated 23 Nov 2020 ***
Shortly after United airlines placed an order for the MAX-10 to replace their -900 and -900ERs, Howard Attarian, the SVP Flt Ops issued a letter to pilots giving a few more details including:
Two extra fuselage barrel sections forward and aft of the mid-section will give an overall length of 43.8m / 143 feet 8 inches which is 66 inches (1.68m) or 2 seat rows longer than the MAX-9, giving it a single class passenger capacity of up to 230, or a two class capacity of 189, still 4 less than a two-class A321 NEO.
There will also be an improved body contour to reduce the risk of tail strikes.
There is to be an “improved flap design” that enables more approaches and landing at Flaps 40. Also, autoland will be certified for lower landing flap settings to improve go-around climb performance following enroute icing conditions.
The MTOW will have to be increased by at least 1,200kg to take the extra 12 pax. Plus any additional fuel/range capability that might be desired.
The idea of using the LEAP-1A or 1C has been abandoned. The advantages of continuing with the LEAP-1B are that the fan diameter remains the same and this greatly reduces development and certification time.
The quick option is using the “thrust bump” capability of the LEAP-1B. Rated at just over 29,000 lb. for takeoff, the Leap 1B28 is expected to be capable of a “throttle push” to over 31,000 lb. This would save the problems of an increased fan diameter.
Although the revised MCAS now has split vane monitor and Mid Value Select (MVS) input from the AoA probes, there are still only two probes on the aircraft so the FCCs do not know which one to trust in the event that one misbehaves. It is probably significant that this concern was raised by EASA and the Airbus has three AoA probes. EASA is not insisting upon a third probe but instead agreed to a synthetic sensor which computes AoA data from a variety of other existing sources on the aircraft. Boeing already uses synthetic airspeed on the 787 so this is achievable, albeit expensive and time-consuming. Boeing has agreed to introduce synthetic AoA with the MAX-10 and then retrofit it to the rest of the MAX fleet.
Main Landing Gear
Although the engine is unchanged, the fuselage is lengthened so the main landing gear must be modified to enable adequate clearance of the longer body for rotation on takeoff and landing and to ensure the aircraft remains stall rather than pitch-limited.
The original plan was to lengthen the MLG however since the fan diameter is unchanged an easier solution which requires no changes to the wheel well has been adopted, namely a "semi-levered" design which is more commonly known as a trailing-link, similar to that used on the 777-300ER and 787-10, that shifts the rotation point slightly aft. The gear is also telescopic and contracts during retraction to fit into the existing wheel well.
Details of the MAX -10 landing gear were released in a video by Boeing in late Aug 2018 in which the 737 MAX chief product engineer, Gary Hamatani, states that Boeing has "settled on a levered design that enables the gear to extend 241mm (9.5in) upon rotation during takeoff". In addition to the lever, the Max 10's main gear has a steel "innovating shrinking mechanism" that pulls the inner cylinder as the gear retracts, enabling it to fit in the same wheel well. From a pilot's perspective, there is absolutely nothing different from the Max 10 landing gear and the existing Max family.