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Boeing commits to ambitious 737 MAX promises

Boeing pitches hard for a Qantas order for its MAX family of new tech 737s, but is anyone in the airline listening at the moment?

737 MAX family snapshot: Boeing graphic

Speaking of gauntlet throwing, it’s Boeing’s turn today with some detailed promises about where its 737 MAX program is going, and when, and while using specified lesser amounts of fuel.

In the local context, Qantas could be considered a major prospect for an order for the new technology edition of the 737 range, notwithstanding a large commitment to the competing Airbus A320 NEO family for its Jetstar franchise.

Boeing’s statement is pinned to the completion of ‘firm’ configuration of the 737 MAX 8, which corresponds most closely with the 737-800 in the NG series of the single aisle jet now in production.

The MAX 8s will kick off the Boeing family with first deliveries in the third quarter of 2017, followed by the larger MAX 9s a year later, and the smaller MAX 7s two years later.

Boeing’s challenges include being second out of the blocks with new technology engined single aisle jets, two years behind Airbus, and offering only the French-American engine option in the LEAP design  from CFM International, while Airbus offers a version of the same engine or the much talked about GTF or geared turbo fan design from Pratt & Whitney, which is too wide to fit under the MAX family wings.

This what Boeing said:

RENTON, Washington, July 23, 2013 — Boeing (NYSE: BA) has completed the firm configuration of the 737 MAX 8. This milestone marks completion of the major trade studies that define the capabilities of the 737 MAX family.

“We have defined the design requirements for the 737 MAX that provide our customers with the most value in the single-aisle market,” said Michael Teal, chief project engineer, 737 MAX, Boeing Commercial Airplanes. “We continue to follow our disciplined process to ensure that we have completed all the requirements for the development stage of the program and are ready to begin the detailed design phase.”

As detailed designs are completed and released, production can begin. Final assembly of the 737 MAX 8 is scheduled to begin in 2015 with first delivery scheduled for the third quarter of 2017.

The 737 MAX will be 13 percent more fuel-efficient than today’s most efficient single-aisle aircraft and 8 percent more fuel-efficient per seat than tomorrow’s competition. The configuration includes new LEAP-1B engines from CFM International that are optimised for the 737 MAX, a redesigned tail cone and the Boeing designed Advanced Technology Winglet to reduce fuel use. Other changes incorporated include upgrades to the flight deck displays, an electronic bleed air system and fly-by-wire spoiler flight controls.

“The 737 MAX will not only be the most fuel-efficient aircraft, it will maintain the 737′s industry-leading reliability,” said Keith Leverkuhn, vice president and program manager, 737 MAX program, Boeing Commercial Airplanes. “We are working closely with our customers and industry partners to ensure that the aircraft we deliver will perform as promised.”

Additionally the MAX will take advantage of advancements in connectivity. “As we continue to improve connectivity on the 737 platform, the 737 MAX will offer customers the capability to use real-time data to make operational decisions around maintenance on the ground during flight,” said Leverkuhn. “This will allow airlines to more efficiently manage their fleets. Enhanced connectivity also will benefit passengers as the demand for more wireless access to information and entertainment in flight continues to grow.”

The 737 MAX family includes the 737 MAX 7, 737 MAX 8 and 737 MAX 9 and will serve the 100- to over 200-seat market. The 737 MAX will extend the Next-Generation 737 range advantage with the capability to fly more than 3,500 nautical miles (6,482 km), an increase of 400-540 nmi (741-1,000 km) over the Next-Generation 737. First delivery of the 737 MAX 9 is planned for 2018 followed by first delivery of the MAX 7 in 2019.

Statements like the above from Boeing and competitor Airbus are always ‘forward looking’ meaning they say what will be, not what was. In the real world large users of the 737 and A320 lines are said to be very happy with their current choices, but always armed with dossiers that contradict some of the claims made by both Airbus and Boeing about how well those jets would have performed prior to sale contracts being signed.

No-one is going broke because they chose 737s over A320s or vice versa today, and no one is likely to suffer such a fate simply because of their choice of new technology single aisle jets in the foreseeable future.  Airlines go broke because of poor management, errors in product offerings, or because of  broader economic reasons relating to supply and demand, recessions and boom bust cycles.

The biggest immediate threat to a 737 MAX or an A320 NEO seems to be a bargain priced run-out purchase of current model 737s and A320s  in which the benefits of lower acquisition costs exceed the fuel savings and other efficiencies of the new versions purchased at a higher cost.

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  • 1
    Louis Davis
    Posted July 24, 2013 at 10:33 am | Permalink

    I expect Boeing to meet its targets (as I expect the Airbus A320 NEO to as well). Whether they announce any slight improvements against expections when the planes actually fly may actually come down to engine performance and how PW’s GTF performs aginst the LEAP.

    I think the Max 8/9 and Airbus NEO will have a bigger impact on Australian airports and international traffic flows that what is generally appreciated (bypass is an airports biggest risk). Just as narrow body B738 and A320′s providing more frequency began replacing wide bodies across the Tasman and to Fiji during the 1990′s, I expect to see the same from SE Asia into Australia’s East Coast (the process has already well started in Perth). OOL/CBR-DPS, ADL-SIN, MEL/BNE-MNL, CNS-KIX, or even PER-CMB/BKK/SGN/MNL are all possible if the reported projection of a 3620nm range for a full loaded MAX 8 is ultimately attained.

  • 2
    patrick kilby
    Posted July 24, 2013 at 11:48 am | Permalink

    Given QF has just got a whole bunch of 737NGs I doubt they will replace them until the early to mid-2020s, and they already have huge capital order book from 2016-2020 8-10 A380s; and 15-20 (if not more) 787s or A350s. There is no need for them to place and order (and pay a deposit!!!) for quite some time.

  • 3
    Concorde
    Posted July 24, 2013 at 12:00 pm | Permalink

    The disappointing thing about all these billions of dollars spent on the development of these 2 bread & butter aircraft is that there will be little or no difference for the pax once you are on board.

    You will still be squeezed into a 3 x 3 economy seating configuration and other than possible updated IFE options a medium haul flight will be just as uncomfortable as it is now.

    Both Boeing & Airbus missed a huge opportunity to develop a game changing aircraft that introduced as many new benefits for the pax as it does for the operator.

    Sadly it will now likely be another generation before we see any of the above become a reality.

  • 4
    moa999
    Posted July 24, 2013 at 6:05 pm | Permalink

    Qantas has so many 737s that it will need a continuous replacement program.
    It still has 7 737-400s as old as 1993 and the first 737-800 arrived in 2002.

    Ignoring the 737/A320 choice for QF, I think the other question is whether it pushes for bigger/smaller aircraft – eg operating a fleeting of 737-7MAX and 9MAX to give greater flexibility domestically.

  • 5
    patrick kilby
    Posted July 25, 2013 at 7:08 am | Permalink

    moa999 QF tends to keep its planes for 20 years (must be the depreciation ‘sweet spot’). I think all of the 737-400 are all but gone (the last to go soon, to be replaced with 717s on the Canberra route); so QF still might not do much about them until the ealry 2020s, when the 20 year life starts to come around.

  • 6
    Ben Sandilands
    Posted July 25, 2013 at 7:15 am | Permalink

    In my opinion Qantas needs new management more urgently than new airliners. Among the first things that would be looked at when change comes is fleet and options and a reassessment of long term ownership in relation to lease. Not saying that ownership would or should be totally replaced by lease, but once a carrier loses its capacity to control the quality of maintenance it may be an exceedingly good idea not to hang on until a D check comes around.

    Qantas needs aside, I think the way in which the NEO and MAX projects have arisen and been pursued is an interesting airliner story, and the one with the highest stakes when it comes to total investment.

  • 7
    Malcolm Street
    Posted July 28, 2013 at 8:38 am | Permalink

    Money quote:

    “it will maintain the 737′s industry-leading reliability,” said Keith Leverkuhn, vice president and program manager, 737 MAX program, Boeing Commercial Airplanes. “We are working closely with our customers and industry partners to ensure that the aircraft we deliver will perform as promised.”

    IOW, we won’t f*** this project up the way we did the 787 and the rewinged 747.

  • 8
    keesje
    Posted July 29, 2013 at 6:03 pm | Permalink

    I think seat capacity differences play a role too.

    The 737-8 is 2 rows bigger then the A320. The 737-9 another extra few rows and the A321 another few rows.

    If CFM is allowed to provide engines, both the MAX and NEO would have the same engines, the NEO’s CFM’s having 8 inch larger fans, larger bypass ratio and related sfc.

    Are cargo containers / pallets used by QF domestically?

  • 9
    Dan Dair
    Posted July 29, 2013 at 7:43 pm | Permalink

    Slightly ‘off-topic’,
    I missed this at Paris;
    http://www.bbc.co.uk/news/business-22992654
    Lots of talk in the article about Air France’s interest, but I’m really surprised KLM aren’t jumping all over it.? After all it takes about 3 weeks to taxi into the terminals from the runway at Schipol.
    Imagine what the fuel savings there would be.?
    Perhaps all airlines flying into AMS would have aircraft dedicated to that route, with this system on board.?

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