My understanding is that this extra "height" only comes into play at the point of rotation. I don't believe the 737-10 sits any higher off the ground than any other MAX.…
You're right, scbriml ………...
When it comes to Boeing 737 MAX 10
’s landing gear; although the engines are unchanged, the fuselage was lengthened so the main landing gear had to be modified to enable adequate clearance of the longer body for the 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 Boeing
’s aircraft 777-300ER
, 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 Boeing 737 MAX 10
’s landing gear were released in a video
in late Aug 2018, in which was explained that The Boeing Company
has ‘settled on a levered design that enables the gear to extend 9,5 in / 241,3 mm upon rotation during takeoff ’. In addition to the lever, the 737 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 737 MAX 10
’s landing gear and the existing 737 MAX
The idea of using the LEAP-1A
engines has been abandoned. The advantages of continuing with the LEAP-1B
, twin-shaft, high-bypass turbofans (fan diameter: 69,4 in / 1.762,8 mm; BPR: 9,0:1; eng. architecture: 1F+3LPC–10HPC〧
2HPT–5LPT), OPR: 43,68:1, 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
engine. Already rated at 130,41 kN / 13.298 kgf / 29.317 lbf ( LEAP-1B28
) for takeoff, it is expected to be capable of a ‘throttle push’ to over 31.000 lbf. ……...
Unlike the example where two aircraft of the same family, like .Boeing 787-9
and Boeing 787-10
, share the same MTOW (560.000 lb
/ 254.011 kg), this is not the case with Boeing 737 MAX 9
(MTOW: 194.700 lb / 88.314 kg) and Boeing 737 MAX 10
(MTOW: 197.900 lb / 89.765 kg) aircraft ………