Max-7, Max-9, Max-10 (engines, Boeing, FAA)

[PacoMartin]

The variants, both smaller and larger Max-7, Max-9, Max-10 with much lower sales figure have not been involved in an accident. The obvious working theory is that it is just statistics since so few Max-9s have been delivered and no Max-7s or Max -10s.

But are there any theories that say the variant might be a factor in this failure?

Table of lengths

737-600 |102*ft 6*in (only 69 delivered)
737-700 |110*ft 4*in
737-800 |129*ft 6*in
737-900ER|138*ft 2*in

116*ft 8 in | 737 MAX 7
129*ft 6 in |737 MAX 8 / MAX 200
138*ft 2 in |737 MAX 9
143*ft 8 in |737 MAX 10

[Des-Lab]

The -700 (both NG and MAX) are basically obsolete albatrosses. Too heavy to be practical. I'm sure Southwest regrets buying as many of them as they did.

The Classic's-the -300 and -500 were absolutely perfect for what they did: lightweight, reliable, high frequency 110-130 ± pax on flights 200-1500 miles. The -700 was a case of tampering with and fixing something that wasn't broken in the first place.

The -400, not so much. It could carry a larger load. But it couldn't go very far.

A market that Boeing willingly abandoned and now is ruled by both the E and C RJ markets. Perhaps the A220 will blossom into its own and take over that market.

[motormaker]

FBI To Investigate How Boeing 737 MAX Planes Were Certified Before Deadly Crashes.

https://start.att.net/news/read/arti...category/news+

[PacoMartin]

Originally Posted by Des-Lab

The -700 (both NG and MAX) are basically obsolete albatrosses. Too heavy to be practical. I'm sure Southwest regrets buying as many of them as they did.

Southwest has 513 B737-700s active in their fleet, while Boeing only lists them as having ordered 362 new ones in their database. So if they were unhappy, they sure bought a lot of used ones from other airlines.

-700 Next Generation Orders
362 Southwest Airlines
40 AirTran Airways (Merged with SWA
87 GECAS
81 International Lease Finance Co
42 WestJet Airlines
36 United Airlines
17 Alaska Airlines
14 Boullioun Aviation Services
12 CIT Aerospace LLC
10 Delta Air Lines
7 M&T Aviation USA Inc
7 Midway Airlines
3 ARAMCO Associated Company
2 Eastwind Airlines
1 Aviation Capital Group
721 North American orders
--------
167 East Asia
144 Europe
43 Central America and Mexico
18 Africa
14 Southeast Asia
6 South Asia
5 South America
4 Central Asia
3 Middle East
3 Oceania

Even before the crash, some analysts were saying that Boeing was wasting engineering efforts to certify the MAX-7/9/10 variants. Sales were never going to justify the investment. They should have simply built the MAX8 version and then doubled down on the B797 development.

I am wondering now if there is more dangerous length.


737-100 94 ft
737-200 100 ft 2 in

737-300 109 ft 7 in
737-400 119 ft 7 in
737-500 101 ft 9 in

737-600 102 ft 6 in (only 69 sold)

737-700 110 ft 4 in | 737 MAX 7 116 ft 8 in
737-800 129 ft 6 in | 737 MAX 8 same
737-900ER 138 ft 2 in | 737 MAX 9 same
'=============== 737 MAX 10 143 ft 8 in

[Des-Lab]

What would length of the fuselage have to do with this aside from the possibility of a tailstrike on rotation?

[PacoMartin]

Originally Posted by Des-Lab

What would length of the fuselage have to do with this aside from the possibility of a tailstrike on rotation?

I just gave the lengths for the reader to easily distinguish the different variants. I don't know what the critical factor is.

As I understand it, for the MAX design Boeing moved the engines slightly forward and raised them higher on their underwing pylons. That change made a stall more likely, so the MCAS was required by the FAA.

I just don't know if the problem affects all variants equally.

[PacoMartin]

Originally Posted by Des-Lab

What would length of the fuselage have to do with this aside from the possibility of a tailstrike on rotation?

I just gave the lengths for the reader to easily distinguish the different variants. I don't know what the critical factor is.

B737-800
MTOW 174,200 lb
Range 2,935 nmi
Fuel capacity 6,875 US gal
Thrust (× 2) 24,000–27,000 lbf
Engine dimensions Fan tip diameter: 61 in

B737-Max-8
MTOW 181,200 lb
Range 3,550 nmi
Fuel capacity 6,820 USgal
Thrust (× 2) 26,786–29,317 lbf
Engine dimensions Fan tip diameter: 69 in


As I understand it, for the MAX design Boeing moved the engines slightly forward and raised them higher on their underwing pylons. That change made a stall more likely, so the MCAS was required by the FAA.

I just don't know if the problem affects all variants equally.