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Following the progress of the 737 Flight Test Program

Four 737-8s and two 737-9s are being used in the initial test and certification program, which will culminate in delivery of the first production MAX to launch customer Southwest Airlines in the third quarter of 2017.

Boeing’s test pilots said they plan nine months of aerial tests for the Max-8 and a further 8 months for the MAX-9, but have given themselves 20 months to allow for any overruns,

Additional test aircraft will be used for certification of the follow-on 737-7 and 737-10 derivatives.

Read this account of a flight test ride here

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*** Updated 08 Jun 2017 ***

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The flight test fleet is as follows:

1A001, FF 29 Jan 16, Boeing livery, N8701Q, MSN 42554, LN 5602, MAX-8

It has recently been performing stability and control test which should finish in July 2016.

The aircraft, which returned to Seattle on June 28 from California, where it underwent runway performance work at Edwards AFB, Its flight tests should be finished by Autumn 2016

The interior of the first 737 MAX test aircraft 1A001, Photo Boeing

 

1A002, FF 4 Mar 2016, “light” livery, N8702L, MSN 36989, LN 5668, MAX-8

This aircraft was mostly used for propulsion tests associated with the MAX’s CFM Leap 1B engine

This aircrafts program started with nautical air fuel mileage tests.

It then went onto high and low altitude testing. The low-altitude tests on the begin on 17 April. The tests require a minimum 80-degree F temperature. It is flown at at 1,500 feet between Sarasota-Bradenton International Airport and the Gulf,with the landing gear down throughout the test flights. From 2 May high altitude testing began at La Paz, Bolivia. The airport’s 13,300-ft. (4,050-m) altitude tested the MAX’s capability to take off and land at high altitudes, which can affect overall airplane performance.

The aircraft was also used to complete the flight-loads survey. Only the outboard wing was surveyed for flight-loads because of the winglet change, “Results were as expected. In fact, there’s been no drama, and testing has been going very well.”

In June the engine instrumentation for thrust-versus-drag calculations and schedules was removed.

The aircraft’s next exercise will be community noise testing at Glasgow, Montana.

Water spray testing at Glasgow, Montana to test the resilience of the engines and APU to withstand water ingestion sprayed up from the landing gear or reverse thrust. A great video of this test in progress is available here: https://youtu.be/hEx7Glp8Kk0

737 MAX Water spray testing

Photo Boeing

 

1A003, FF 14 Apr 2016, “light” livery, N8703J, MSN 42556, LN 5728, MAX-8

Used for:

  • systems and propulsion certification tests
  • validation of the 737’s new fly-by-wire spoilers
  • evaluation of the Leap 1B integrated drive generator
  • the autoland and head-up display systems
  • engine drainage tests

 

1A004. FF 7 May 2016, Boeing livery, N8704Q, MSN 36988, LN 5788, MAX-8

This aircraft is configured with a virtually complete passenger interior in the style of Southwest. However, some instruments remain in the aft of the cabin for environmental tests, such as smoke-penetration and including smoke and Halon detection.

The Cabin of 1A004 has a passenger interior with some flight test equipment at the rear Photo: Chris Sloan

Program Manager Mike Teal said: “In our Right at First Flight initiative, we’re working on what we call ‘fly like the airlines.’ In two days, we did eight simulated flights. We’d fly for an hour and a half, we’d land, and then we’d pretend we taxied in and then we would do all the ground checks, we’d turn the engines off, we’d fuel it, we’d do any maintenance an airline would typically do on the ground during a thirty minute turn, then we’d start the engines and take back off.”. Boeing intended to effectively de-bug the airplane with the exercise, explained Teal, thereby ensuring the airplane is customer-ready upon delivery. “That testing was very successful,” he said. “We did find a couple of, I’ll call them squawks, but that’s what you want to find and it turned out that the two that we found we already had on our list of things we had to fix.” Most of the testing is for certification, but this is aimed at making the aircraft customer-ready.

ETOPS testing and Farnborough airshow appearance.

SROV (Service Ready Operational Validation) route proving trails commenced 19 September 2016 This was done with launch customer Southwest Airlines, using the fourth prototype over a six day period. SROV uses several airports in Southwest’s route network to simulate the kind of real life things the airplane will encounter on any given day of revenue service. Southwest and Boeing pilots will fly routes from Love Field in Dallas to cities including Albuquerque, Denver, Chicago, Austin and Phoenix. Southwest’s maintenance and ground crews at each airport will get hands-on experience, doing everything from towing and fuelling the airplane, to conducting fit checks of ground support equipment and performing maintenance.

After customer testing the last tests are the functionality and reliability testing in autumn.

Environmental testing:

  • Cold weather testing in Yakutsk, Russia from 13 Jan 2017 for 3 days.
  • Hot weather testing in Darwin Australia from 26 Jan 2017.

Boeing spokesman Ken Morton said it was part of its certification process. The aircraft has to be subjected to a hot soak and a cold soak,” he said. “This involves going to a very cold place and a very hot place. The aircraft is left sitting on the ground for a certain period of time, and then the crew go back on board and make sure everything runs as it should do.”

Endurance testing. Including, on 11 Feb 2017, skywriting! For eight of its 9h 11mins aloft, the 737 MAX worked on its aerial penmanship writing a 997 km (619 mi) long, 277 km (172 mi) high ‘MAX’ over the states of Washington and Montana.

Graphic from Flightradar24.

 

1B001. FF 13 Apr 2017, Boeing livery, N7379E, MSN 42987, LN 6250, MAX-9

The first of two MAX-9 flight test aircraft due to participate in an 8 month flight test program. About 30% of the test points completed by the 737 Max 8 must be revisited during the campaign for the 737 Max 9, says chief project engineer Michael Teal. All of the testing is focused on how the larger size of the 737 Max 9 affects the aerodynamic characteristics and the environmental control system.

The take-off of the first flight was delayed by 90min at Renton due to a loss of telemetry communications between the aircraft on the ground with Boeing's control centre. A radio dedicated to flight test communications also failed to work properly after take-off. Despite the difficulties, Boeing Test & Evaluation engineering test pilot Christine Walsh (in command) and Chief model pilot test Ed Wilson (RHS) managed to complete a full test card,

The aircraft initially climbed to 10,000 ft. where the crew cycled the landing gear before slowly climbing to 12,000ft. Following initial handling and flying qualities tests at these lower altitudes the crew headed to Eastern Washington, reaching a maximum altitude of 24,000ft. and top speed of 240kt. before descending to 15,000ft. and slowing for most of the remainder of the sortie. The crew also shut down and relit both Leap-1B engines which are rated at 28,000 lb. thrust for the larger 737-9. A higher thrust "bump rating" is also in development by CFM, though the final thrust level option for the -9 is still to-be-determined.

The flight, concluded with a landing in a gusty 20kt crosswind at Boeing Field, Seattle, at 1:34 pm PT. “It was quite a work out,” says Walsh who adds that the aircraft flew through moderate turbulence on its final approach to Seattle. The flight also evaluated several new systems on the MAX, including the fly-by-wire spoilers. “We were able to see the operation of the landing attitude modifier (LAM) system with the flaps at 40 deg.“ says Walsh, referring to the operation of the spoilers at 30 or 40 deg. At these flap setting the spoilers partially activate to reduce lift which requires angle-of-attack to be increased. This raises the nose to increase nose gear contact margin.

Walsh said. The crew also shutdown and re-lit each of the 28,000lb-thrust CFM International Leap-1B engines in sequence. The 737 Max 9 landed around 1:40pm with only one uncompleted task: a publicity photo by the chase aircraft, which was called off because of a thick blanket of clouds around Mount Rainier.

First flight of the 737 MAX-9

First flight of the 737 MAX-9, 10:52am PT, 13 Apr 2017. Boeing Test & Evaluation engineering test pilot Christine Walsh (in command) and Chief model pilot test Ed Wilson (RHS) from Renton to Boeing Field. The flight lasted 2 hours 42 minutes.

Following the initial handling tests, Boeing expects to continue opening up the MAX-9 flight envelope later this month as it moves into initial airworthiness and flutter testing.  Stability and control work will be conducted along with runway tests, the latter involving a deployment to Southern California in coming months.

Flight tests with 1B001, the most significantly instrumented of the two MAX-9 aircraft, will replicate those of the -8 with additional emphasis on potential differences in the stability and control of the stretch version.

Testing through the second half of 2017 will focus on areas such as "performance, stability control and autoland – those things associated with the longer body of the Max 9", said Keith Leverkuhn. "We expect to finish up flight-testing in 2017, certify in the first quarter and deliver shortly after."

 

1B002. FF May 2017, Lion Air livery, N739EX, MSN 42989, LN 6308, MAX-9

Assembly of the second 737-9 test aircraft is almost complete with first flight expected around late May. Painted in the colors of Lion Air, the Indonesia-based LCC that launched the model with an order for 201 in February 2012, the second aircraft will have a light instrumentation suite similar to that installed on 1A004, the fourth 737-8 certification aircraft which was used primarily for functionality and reliability testing.

 

Other tests:

Now flying with CFM Leap-1B compliance engines, airplanes two, three and four will eventually get fitted with final delivery engines that have new low-pressure compressors (LPC). Those engines, which Teal said would start arriving around August 2016, will require what he characterized as some minor additional testing. Last year CFM discovered the need to modify the LPC to improve stall margin. With the original engines, Boeing has to use suboptimum bleed schedules, leaving the bleeds open more than desired for the best possible fuel efficiency. “We want the bleeds closed for better fuel mileage,” explained Teal. “We could have certified and delivered these engines, but we wanted the best engines. So in the ones we’re flying now the bleeds are opened a little bit more than we desire, but when the final Block 2s come in and we get the final bleed schedules, and that will determine the final configuration.”

Further evaluations will be conducted late in the program on the delivery-standard Leap 1B engine with an improved low-pressure (LP) compressor configuration. The current fleet is powered by compliance versions of the -1B engine, and Boeing expects to receive the upgraded powerplants, “in the August time frame,” says Teal. “We plan on putting them on Aircraft Two, Three and Four. We won’t put them on Aircraft One because that airplane essentially [will be] done with its [test] life.” Testing will include natural icing and other minor evaluations, he adds. Improvements were made to the LP compressor after testing indicated it was necessary for bleed valves to remain open for longer than expected to maintain adequate stall margin. “They didn’t have to be open all the time. The bleed schedules open and close the valves, so to improve stall margin, we want the bleeds closed for better fuel mileage,” Teal explains. “CFM could have certified the existing engines, and they did, but we wanted the best engines. The bleeds are open a little more than desired on the engines that are flying now, but when the final Block 2s come in, we will get the final bleed schedules that will determine the final configuration.”

29 Jan 2016 - The First Ever MAX Flight

The first flight of the 737 MAX took place at 9:48 am (17:48 GMT) on 29th Jan 2016 from Runway 34 at Renton Municipal Airport. At the controls were Capt Ed Wilson, chief pilot 737 Program, and Craig Bomben, vice president of flight testing. Bomben said that "other then deteriorating weather at Renton, we had no butterflies or jitters in our stomachs. We did get out of Renton in the nick of time."

The departure time was brought forward slightly due to worsening weather conditions. Probably much to the relief of the 4,000 Boeing employees, media members and invitees who attended the event.

The aircraft, registration N8701Q (MSN 42554, /LN 5602), named Spirit of Renton, flew for 2 hrs 47 mins mostly to the East of Seattle using callsign BOE1, It landed at Boeing Field runway 13 at 12:35pm. The aircraft stayed below 250 knots for the whole flight, which is normal on first flights. It initially climbed to 15,000 feet, and later climbed to 25,000 feet. Unusually for a first flight, the landing gear was retracted. This was achievable because of the maturity of the basic platform.

Plot of the first flight from Flight Radar 24

Ed Wilson said after the flight. "We were amazed at how quiet the cabin was, I took a walk mid-flight through the cabin and was impressed.". He went on to say “It flew beautifully, we had no issues.”

Test pilots

(Photo Guy Norris)

Test pilots Craig Bomben (left) and Ed Wilson (right) emerge from IA001 to be greeted by Boeing Commercial Airplanes president Ray Conner.

The second MAX aircraft built will be incorporated into the test program within a month. The third and fourth MAX's are in varying stages of completion on Renton's "Go Slow" Surge Final Assembly Line. According to Boeing's chief project engineer Michael Teal, the aircraft's test fleet will wrap up the campaign by the end of the year. After type certification, the aircraft will go to launch customer Southwest Airlines.

Boeing’s test pilots said they plan nine months of aerial tests for the Max, but have given themselves 20 months, the same as the 787, despite that plane’s bigger technological leap. “I don’t want to cut [the allotted testing time to the bone and have to add days on to the end, and unfortunately we have done that in the past,” said Keith Leverkuhn, Boeing’s program manager for the 737 Max.

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