tortugamon
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New 757 Replacement NMA Information - Part 1

Tue Feb 02, 2016 12:37 pm

Just a quick note that Jon Ostrower from the WSJ had this snippet about Boeing studying two different design philosophies regarding a new jet:

"Customers are pushing for an all-new jet, bigger than the Max but smaller than the Dreamliner. Boeing also is studying a less-expensive option that would be ready sooner. The design features new wings and stretches the 737's body to seat up to 245 passengers and adds taller landing gear to make room for larger engines, said people familiar with the studies."
http://www.morningstar.com/news/dow-...mers-737-max-may-arrive-early.html

I am posting the Morningstar article because the same wsj article is behind a pay wall.

I believe the piece about using the 737 MAX body is something that we haven't heard yet. Taller gear, new presumably bigger wing and larger engines on a 737 body - sounds like a 757-esque plane to me.

I presume they would need about 7 years to get it from launch to EIS so the earliest we could see this in 2023.

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parapente
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Tue Feb 02, 2016 12:52 pm

"Customers are pushing for an all-new jet, bigger than the Max but smaller than the Dreamliner.

Its called the A321 NEO (+LR if required)

"The design features new wings and stretches the 737's body to seat up to 245 passengers and adds taller landing gear to make room for larger engines."

Its called the A321 NEO (+LR if required)

Yup they gotta cover this growing market segment somehow. If they are going to keep the 737 going for 15 years from launch then it might as well be option 2.They would get their' A321' aircraft and indeed a better -9 aircraft as well.In fact (with longer landing gear) they can introduce the GTF on the -7/8 models too.

Perhaps they should graft the 757 nose on whilst they are about it.
 
columba
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Tue Feb 02, 2016 1:00 pm

Quoting parapente (Reply 1):
Perhaps they should graft the 757 nose on whilst they are about it.

Nah, keep the classic 737 nose like it was originally planned on the 757  
It will forever be a McDonnell Douglas MD 80 , Boeing MD 80 sounds so wrong
 
CX747
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Tue Feb 02, 2016 1:18 pm

Glad to hear that Boeing is moving forward with ideas on how to better capture this market. I for one would like to see an all new design and not a growth of the 737 platform. ALL NEW means not a 737 or A321!!!!
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Tue Feb 02, 2016 1:21 pm

Quoting tortugamon (Thread starter):
Boeing also is studying a less-expensive option that would be ready sooner. The design features new wings and stretches the 737's body to seat up to 245 passengers and adds taller landing gear to make room for larger engines, said people familiar with the studies.

Very interesting. It's basically repeating the process of the 777X: replace the old wing and center section and stretch the fuse. Keep the systems so that all the customers don't have to retrain pilots and so FAA treats it as just another 737.
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mat66
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New 757 Replacement NMA Information - Part 1

Tue Feb 02, 2016 1:22 pm

A 9MAX LR and 10MAX at 46-47m (757-200) length ?

VERY interesting and not easy for Airbus to answer to.
Bring it on Boeing   
 
Flaps
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Tue Feb 02, 2016 1:25 pm

I really hope they raise the window line if they use the 737 fuselage.
 
tortugamon
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Tue Feb 02, 2016 1:30 pm

Quoting parapente (Reply 1):
"Customers are pushing for an all-new jet, bigger than the Max but smaller than the Dreamliner.
Its called the A321 NEO (+LR if required)

If we take the max A321neo seating (220 I believe) this would be at least 10% larger that that.

Quoting CX747 (Reply 3):
I for one would like to see an all new design and not a growth of the 737 platform.

Me too but you can't really argue with the cost savings associated with starting with a 737. If the price for one of these 757NG is much more than 15-20% higher than the A321neo then it is going to be tough sledding and it could very well be that a clean sheet aircraft just can't get there.

Quoting mat66 (Reply 5):
A 9MAX LR and 10MAX at 46-47m (757-200) length ?

I think if they did two models they would try to get slightly above 752 size on the first and then 5-7m stretch on the second so 48-50/53-57m ish.

Quoting mat66 (Reply 5):
VERY interesting and not easy for Airbus to answer to.
Bring it on Boeing

They could always replicate with an A322. Not sure if they would.

Quoting Revelation (Reply 4):
Very interesting. It's basically repeating the process of the 777X: replace the old wing and center section and stretch the fuse. Keep the systems so that all the customers don't have to retrain pilots and so FAA treats it as just another 737.

Yep that sounds about right. I think they could take a look at upgrading the systems to be similar to the 787. There will be a ton of those pilots out there by then. Just can't see overhead circuit breakers on a plane like this. And lessons learned doing that would pay dividends in the NSA which I picture coming afterward.

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Tue Feb 02, 2016 1:31 pm

Quoting CX747 (Reply 3):
ALL NEW means not a 737 or A321!!!!

Which also means more money, a longer FAA certification process, more training for airline and Boeing employees.

All of that makes it more vulnerable to Airbus just PIPing / NEOing the A320 family.

It makes me think McNearney's "No moon shots" edict has taken hold.

Sorry spotters, I'm thinking you're going to be stuck with the 737X in your lenses for a long time to come.
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kelvin933
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Tue Feb 02, 2016 1:32 pm

Quoting tortugamon (Reply 7):
If we take the max A321neo seating (220 I believe) this would be at least 10% larger that that.

The max seating for the A321ceo is 230 seats and with the spaceflex option the A321neo max seating is 240 seats
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tortugamon
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Tue Feb 02, 2016 1:40 pm

Quoting kelvin933 (Reply 9):
The max seating for the A321ceo is 230 seats and with the spaceflex option the A321neo max seating is 240 seats

Cool, thanks. 44.5m vs 48m+ should still be around 10% larger in cabin space however it is utilized.

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Tue Feb 02, 2016 1:41 pm

Quoting tortugamon (Reply 7):
Yep that sounds about right.

Let's hope they get the C of G stabilized so they don't end up with an a/c that sits on its tail! 
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Tue Feb 02, 2016 1:42 pm

Quoting Revelation (Reply 8):
Which also means more money, a longer FAA certification process, more training for airline and Boeing employees.

If you keep the 737 fuselage and replace the wings, engines, MLG and cockpit the certification costs are going to hit the same level as a new aircraft, nothing will be reusable from the 737 certificate.
Of course the resulting aircraft will not be able to use LD3-45 ULDs, it will still have 737 like ergonomics and the turnaround times for LCCs will not be competitive with the A321.
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Tue Feb 02, 2016 1:45 pm

A new wing might also have a longer life than the body it's mated to.

I've been wondering if CFRPs might find their way into landing gear construction - such a heavy part of the plane should offer great weight saving potential, particularly when sized for modern, extra-large diameter engines.
 
parapente
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Tue Feb 02, 2016 1:56 pm

As the consensus has it here,'fraid it's gotta be a 737 stretch (no moon shots) and they need it sooner than later (2030 latest I would say- post 777X development).A dash 10 (and 11?) make good commercial sense.
Guess that's it for new,new planes then.But can't complain the last decade has been a helluva ride. What with A380,B748,B787 and A350.Guess it's time to hunker down and make money (nothing wrong with that). Mind you a 350-11 is a nailed on certainty and (in the shadows) I see a 777-10 keeping the A380 to a niche position.
 
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Tue Feb 02, 2016 2:08 pm

Quoting kelvin933 (Reply 12):
If you keep the 737 fuselage and replace the wings, engines, MLG and cockpit the certification costs are going to hit the same level as a new aircraft, nothing will be reusable from the 737 certificate.

Didn't seem to be the case for 777 -> 777W -> 777X.

Quoting kelvin933 (Reply 12):
Of course the resulting aircraft will not be able to use LD3-45 ULDs, it will still have 737 like ergonomics and the turnaround times for LCCs will not be competitive with the A321.

Undeniable. But also will retain the interest of 737 loyalists whereas an 'all-new' a/c can bring costs that might drive them to A321 anyway.
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Tue Feb 02, 2016 2:10 pm

Quoting tortugamon (Thread starter):
I believe the piece about using the 737 MAX body is something that we haven't heard yet. Taller gear, new presumably bigger wing and larger engines on a 737 body - sounds like a 757-esque plane to me.

I presume they would need about 7 years to get it from launch to EIS so the earliest we could see this in 2023.

A tough position for Boeing to be in. Seems like they aren't jumping on a new design for a variety of reasons as Airbus have the enviable position to counter anything they have with their own design after seeing the competition from Boeing.

Just using the 737 fuselage will not solve much, IMO. You will have to design a new wing and MLG and the costs associated with that to try and beat the A321 and a possible A322 may be too too much to overcome. But it seems like the airlines are telling them that they cannot do nothing either as they will have to buy Airbus if Boeing doesn't offer anything.

The same restrictions that the 737 has will still be there (cargo, fuselage width), you will also have more weight due to the landing gear and new wing. You lose your advantage that you have over the A320 and then it is just a fight over cost, where the A321 will undercut on every order. Tough position to be in for sure.
 
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Tue Feb 02, 2016 2:22 pm

A 10 max with new and bigger wing would probably have the A321 LR range without the fuel containers = less weight and more fish.
The 240 pax A321 is an ULCC configuration with 28" pitch, isn't it? So a bit longer with real 240 and 200 two class would make sense IMHO. Two class A321 is more 180-190.

Either way too big for WN. There is a chance of cockpit changes   
 
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Tue Feb 02, 2016 2:29 pm

Oh god not another 737.

It's a great aircraft but it has run its course, design from scratch Boeing!!!
 
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Tue Feb 02, 2016 2:29 pm

Quoting Revelation (Reply 4):
Very interesting. It's basically repeating the process of the 777

777 started out as an FBW design already.
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Tue Feb 02, 2016 2:39 pm

If you stretch the 737, add a new wing and landing gear, it is a 757. I still wonder what is wrong with a 757NEO? The fuselage design was sound, the landing gear was sound. Add a new wing and engines and you are done.
 
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Tue Feb 02, 2016 2:48 pm

Quoting seahawk (Reply 20):
If you stretch the 737, add a new wing and landing gear, it is a 757. I still wonder what is wrong with a 757NEO? The fuselage design was sound, the landing gear was sound. Add a new wing and engines and you are done.

What is wrong with it is the narrow fuselage, the lack of a standard ULD, long disembark times because of the narrow fuselage and the 757 is a heavy aircraft for the number of passengers it carries.
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Tue Feb 02, 2016 3:10 pm

Quoting tortugamon (Thread starter):
Boeing also is studying a less-expensive option that would be ready sooner. The design features new wings and stretches the 737's body to seat up to 245 passengers and adds taller landing gear to make room for larger engines, said people familiar with the studies."

Sounds like a weird and unrealistic idea. By using the 737 fuselage as is, you're reining in it's potential and seems counterproductive.

Boeing and the NLT/MoM is a growing topic, so I'm going to assume that something is going on and that something is actually taking shape. Otherwise we wouldn't be discussing this.

The point is to blow the A321neo out of the water with the MoM. Therefore, why not make it as wide? Besides, do you really expect Boeing to make the 737 forever?

NLT/MoM by 2023, NSA by 2030, I'll leave it at that!

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Tue Feb 02, 2016 3:19 pm

The current 737 MAX is about as long as you can get. The gear is too short and the money spent to do anything more with the 737 could be better spent on new narrow body aircraft that has a longer term existence. The 737 is a good aircraft, but like the DC-3 it is reaching the end of the line and point of no return.
I think the only ones that want a longer 737 is the Aneters and it is just a pipe dream.   
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Tue Feb 02, 2016 3:25 pm

Boeing recently said the 737MAX has a 15-20 year production span so it isnt really reaching the end of the line yet.
 
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Tue Feb 02, 2016 3:26 pm

How about a twin aisle oval cross section that can seat 8 abreast with 17.5 inch seats? It could be a 737-900, 757-200, 757-300, 767-200, and 767-300 replacement.
 
lostsound
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Tue Feb 02, 2016 3:26 pm

Option 2 doesn't sound like a very attractive option. Stretch the 737 even more and imo it's just going to look ridiculous. Might as well just bring back the 707! Also, count me out as a passenger, have yet to fly on a 737NG that isn't cramped on the sides and doesn't break your neck to look out the window.

I would love to see what Boeing does with an NSA. Couldn't Boeing plan their whole new narrow-body replacement fleet and just release the 757-esque aircraft in the line up first?
 
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Tue Feb 02, 2016 3:29 pm

Quoting tortugamon (Thread starter):
I believe the piece about using the 737 MAX body is something that we haven't heard yet. Taller gear, new presumably bigger wing and larger engines on a 737 body - sounds like a 757-esque plane to me.

Yet Boeing decided against those things for MAX. Why would they now do it for what would effectively be one single MAX sub-type? Doesn't make sense to me.

I'd also be intrigued to know which "bigger engines" they'd use?

Quoting seahawk (Reply 20):
I still wonder what is wrong with a 757NEO?

Boeing themselves said there was no business case for a 757neo.
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Tue Feb 02, 2016 3:44 pm

Quoting lostsound (Reply 26):
I would love to see what Boeing does with an NSA. Couldn't Boeing plan their whole new narrow-body replacement fleet and just release the 757-esque aircraft in the line up first?

Based on what's been said, the MoM/NLT, which is the 757 replacement, would be launched before a 737 replacement, which is the NSA.

A 757 replacement with 787 styling would be the best case scenario at this point   Very few modern planes would look better!

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Tue Feb 02, 2016 3:47 pm

Quoting Revelation (Reply 11):
Let's hope they get the C of G stabilized so they don't end up with an a/c that sits on its tail! 

I feel like I don't see that happen that often on narrow body aircraft. It would be a contender though especially if it was cargo capable.

Quoting mat66 (Reply 17):
Either way too big for WN. There is a chance of cockpit changes   

I would be very surprised if WN was not heavily consulted about these developments. I see this aircraft being well positioned for those airlines that operate 100% narrow body aircraft and are heavily resistent to jumping to 767s/A330s/787s WN included. Copa, B6, AS, FR and others.

Quoting seahawk (Reply 20):
If you stretch the 737, add a new wing and landing gear, it is a 757. I still wonder what is wrong with a 757NEO? The fuselage design was sound, the landing gear was sound. Add a new wing and engines and you are done.

Well I think the wing is key and the max is getting some improvements that a 757neo wouldn't necessarily have automatically. I suspect there is some benefit to starting with the MAX and go from there over pulling out old 757 designs. Could be wrong. A new wing for the long haul flying would be key.

Quoting Boeing778X (Reply 22):
The point is to blow the A321neo out of the water with the MoM. Therefore, why not make it as wide? Besides, do you really expect Boeing to make the 737 forever?

NLT/MoM by 2023, NSA by 2030, I'll leave it at that!

With low fuel prices I think airline appetite may have changed slightly. High purchase prices just to chase a couple percent of lower fuel burn may not be that appealing anymore. Not sure why the NMA needs to be as wide as an A321.

Quoting NWAROOSTER (Reply 23):
I think the only ones that want a longer 737 is the Aneters and it is just a pipe dream

Well this WSJ suggests its more than just us.

Quoting kelvin933 (Reply 12):
it will still have 737 like ergonomics and the turnaround times for LCCs will not be competitive with the A321.

Its very plausible to move 2L sufficiently aft that there will be even fewer rows to walk down than entering 1L on an A321. I don't think turnaround time is a deal breaker especially on what will be longer trips.

Quoting scbriml (Reply 27):
Yet Boeing decided against those things for MAX. Why would they now do it for what would effectively be one single MAX sub-type? Doesn't make sense to me.

Not sure it would be just one sub type but a new family not unlike the 757 was from the 737. Longer gear and a new wing would have been a liability vs the A320 at the 737Max size but are essential at the 757+ size.

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Tue Feb 02, 2016 3:56 pm

Quoting enzo011 (Reply 16):
Seems like they aren't jumping on a new design

To be fair, the article points out both a new design and a "737X" are being considered.

Quoting mat66 (Reply 17):
A 10 max with new and bigger wing would probably have the A321 LR range without the fuel containers = less weight and more fish.

Finally, someone who understands!  
Quoting WIederling (Reply 19):
777 started out as an FBW design already.

And the 737MAX already has FBW spoilers yet is still certified as a 737-100 derivative, so I'm not sure what point you are trying to make.

Quoting lostsound (Reply 26):
Stretch the 737 even more and imo it's just going to look ridiculous. Might as well just bring back the 707!

If you haven't noticed, airlines don't really care if it ends up looking like a 707 as long as it meets the contracted guarantees.

Quoting lostsound (Reply 26):
Also, count me out as a passenger, have yet to fly on a 737NG that isn't cramped on the sides and doesn't break your neck to look out the window.

As we see, most pax will put up with amazing amounts of such torture if the ticket price is cheap enough.

Quoting scbriml (Reply 27):
Why would they now do it for what would effectively be one single MAX sub-type?

Because they needed to get MAX-8 and MAX-9 onto the market as quickly as possible, I suppose.

Many here cry that Boeing has to do "something" to compete with A321, yet won't accept a "737X". I think we need to wait to see more details.
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Tue Feb 02, 2016 3:56 pm

Quoting tortugamon (Thread starter):
The design features new wings and stretches the 737's body to seat up to 245 passengers and adds taller landing gear to make room for larger engines,

Sounds like a 757 neo to me.

Quoting columba (Reply 2):
keep the classic 737 nose like it was originally planned on the 757

The 757 nose was to fit a 767 cockpit (the reason it sits lower in the fuselage than on the 737) to allow dual certification for 757 / 767 pilots - no longer relevant so 737 nose should be fine.
 
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Tue Feb 02, 2016 3:58 pm

Quoting kelvin933 (Reply 21):

What is wrong with it is the narrow fuselage, the lack of a standard ULD, long disembark times because of the narrow fuselage and the 757 is a heavy aircraft for the number of passengers it carries.

And in what way would a stretched 737 fuselage be better?

Quoting tortugamon (Reply 29):
Well I think the wing is key and the max is getting some improvements that a 757neo wouldn't necessarily have automatically. I suspect there is some benefit to starting with the MAX and go from there over pulling out old 757 designs. Could be wrong. A new wing for the long haul flying would be key.

Probably or they hope for a common type certificate and use some grandfather rights from the 737 so that stretching and strengthening the 737 might end up lighter than taking out weight on the 757.
 
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Tue Feb 02, 2016 4:00 pm

Quoting scbriml (Reply 27):
Yet Boeing decided against those things for MAX. Why would they now do it for what would effectively be one single MAX sub-type? Doesn't make sense to me.

More time to develop it.

Quoting tortugamon (Reply 29):
I would be very surprised if WN was not heavily consulted about these developments. I see this aircraft being well positioned for those airlines that operate 100% narrow body aircraft and are heavily resistent to jumping to 767s/A330s/787s WN included.

Ya, it would definitely be a plus for them to have the same pilot capable of flying any aircraft in their fleet, even intercontinental.

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texl1649
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Tue Feb 02, 2016 4:00 pm

Seems like a feigning interest in offering such a bird. Maybe it will help them on a few max sales campaigns this year.
 
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kelvin933
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Tue Feb 02, 2016 4:25 pm

Quoting seahawk (Reply 32):
And in what way would a stretched 737 fuselage be better?

It is not better, Boeing needs to enter the 21st century with their narrow body fuselage and leave the 1950s behind.
So 707, 720, 727, 737, 757 fuselage width is out and something that can at least accommodate an LD3-45 ULD in the belly is needed.
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Tue Feb 02, 2016 4:28 pm

So, if it goes the 737 way again, then 737 manufacturing could well outlast my living days…I was born a few months after the first one left the shop.
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Tue Feb 02, 2016 4:33 pm

Quoting seahawk (Reply 20):
I still wonder what is wrong with a 757NEO?

This has been hashed around a lot on here over the past several years, and it always comes back to the simplest reason of all: The tooling is gone. They'd basically be resurrecting something that is dead, and if you are going to do that, why not either go with the 737 instead or just do a clean sheet?

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MAX’d out on MAX threads. If you are starting a thread, and it’s about the MAX - stop. There’s already a thread that covers it.
 
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Tue Feb 02, 2016 4:37 pm

Quoting texl1649 (Reply 34):
Seems like a feigning interest in offering such a bird.

Possibly, and if so, it's a well-done feign because it's quite plausible.
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Tue Feb 02, 2016 4:48 pm

Quoting JerseyFlyer (Reply 31):
nose was to fit a 767 cockpit (the reason it sits lower in the fuselage than on the 737) to allow dual certification for 757 / 767 pilots - no longer relevant so 737 nose should be fine.

God I hope not. The sooner that loud, cramped 1950s cockpit goes away, the better.
It is always darkest before the sun comes up.
 
Amiga500
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New 757 Replacement NMA Information - Part 1

Tue Feb 02, 2016 5:03 pm

Boeings problems:

- A321 is vastly superior to 737-9 on any flight of significant distance.
- A321 tooling is all paid off, its cheap to produce.
- Fuel prices are low.


Boeings options:
#1 All new MoM
Adv: Better efficiency than A321, but not markedly so where they would directly compete. Could lay groundwork for NSA.
Disadv: Will cost a lot more than A321 to build initially, airlines unlikely to pay premium, meaning many years assembly line losses never mind R&D.

#2 737upgrade
Adv: Marginally cheaper than #1, probably still more efficient than A321 in direct competition. Might lay some groundwork for NSA.
Disadv: Reduced efficiency advantage to A321, doesn't necessarily lay groundwork for NSA, still more expensive than A321 to produce meaning assembly line losses (albeit reduced relative to #1)

#3 Do nothing
Adv: No money burned.
Disadv: Very much ceding the 200+ market to A321 till NSA comes in 10-15 years, how big is that 200+ market going to be? What stops Airbus releasing a neo2, which then risks ceding the 150-200 market if 737-8 can't fit the engine?


---------------------------------------
If it were me:

1. Develop out of autoclave processes (as per MC-21).
2. Develop CNF infused resins.

Once 1 & 2 are at a maturity sufficient for production and if it becomes clear propfans won't make it pre-2035:

3. Make a new wing (which has TE extensions) and undercarriage for stretched 737-10 and for 737-9LR. The wingbox of the new wing must be capable of taking a fuselage not just of 737 diameter (3.76m), but up to 4.2m. Depending on timeframes, new engine offerings can be made (and/or CFM can be beat silly to pay for continued exclusivity).

Longer term:
4. Downsize the wing (remove TE extensions) for 737-8 and 737-9SR.

5. Build new 4m diameter fuselage for NSA which should go straight onto the existing wingsets. Engines should also have sufficient room under the new wing. The fuselage should also have option of airstairs at front and back for embarking/debarking.
 
highflier92660
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New 757 Replacement NMA Information - Part 1

Tue Feb 02, 2016 5:03 pm

One can interpret the article's description of a new stretched and re-winged Boeing 737 sitting on taller gear as euphemistic wording of a more efficient Boeing 757-200.

I wonder if keeping the same fuselage diameter from the 1950s has more to do with keeping manufacturing costs low? And could they be dreaming of having pilots certificated in the new Boeing737/757 with the same type rating and differences training?
 
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Revelation
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New 757 Replacement NMA Information - Part 1

Tue Feb 02, 2016 5:21 pm

Quoting Amiga500 (Reply 40):
#1 All new MoM
Adv: Better efficiency than A321, but not markedly so where they would directly compete. Could lay groundwork for NSA.
Disadv: Will cost a lot more than A321 to build initially, airlines unlikely to pay premium, meaning many years assembly line losses never mind R&D.

Disadvantage: Not going to be a 737 family member so airlines will need to re-train pilots, FAs and mechanics and write off 737 spares.
Disadvantage: No longer the incumbent so easier to lose out to competitors.
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Amiga500
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New 757 Replacement NMA Information - Part 1

Tue Feb 02, 2016 5:26 pm

Quoting Revelation (Reply 42):
Disadvantage: Not going to be a 737 family member so airlines will need to re-train pilots, FAs and mechanics and write off 737 spares.
Disadvantage: No longer the incumbent so easier to lose out to competitors.

A: Unless the airline already operates A32X, then it doesn't matter as they will have to retrain personnel anyway and furthermore, retrain costs when talking about the kind of numbers in the SA market are largely irrelevant. The 737 spares could be sold into the market, its not as if its a niche aircraft that will disappear.

B: Being the incumbent means more than just the model being sold. Personal relationships, familiarity with approaches, MRO considerations and other not-exactly-non-tangibles-but-not-straight-tangibles-either come into play.
 
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DocLightning
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New 757 Replacement NMA Information - Part 1

Tue Feb 02, 2016 5:28 pm

Quoting tortugamon (Thread starter):

I believe the piece about using the 737 MAX body is something that we haven't heard yet. Taller gear, new presumably bigger wing and larger engines on a 737 body - sounds like a 757-esque plane to me.

Given that the 737 and 757 have similar fuselages, why not use the 757 fuselage and nose? The wing and empennage can be changed to offer superior efficiency. As compared to the 737, the 757 offers a bit more belly space and a more ergonomic cockpit and nose design. It would have the benefit of offering the same type rating as the 757. Another option would be to design an entirely new nose that would give the same cockpit as the 787, much as the 757 did for the 767.

The trouble is capacity. As single-aisle aircraft get much longer than the 752 turn times become an issue. That is one of the major limitations of the 753.

Now, if they are going to go 100% clean-sheet, then they need to match the A320 cargo hold and allow containerized loading.

Quoting lostsound (Reply 26):
Also, count me out as a passenger, have yet to fly on a 737NG that isn't cramped on the sides and doesn't break your neck to look out the window.

As we have repeatedly established on this site, the cabin cross-section of the 737 is 100% identical to that of the 757. This is not an opinion, it is a fact. Boeing has the measurements publicly available.
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kelvin933
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New 757 Replacement NMA Information - Part 1

Tue Feb 02, 2016 5:43 pm

Quoting DocLightning (Reply 44):
As we have repeatedly established on this site, the cabin cross-section of the 737 is 100% identical to that of the 757. This is not an opinion, it is a fact. Boeing has the measurements publicly available.

Yes they are equal in width but the floor of the cabin is placed differently inside the tube, the result is that the window seats on the 737 are cramped compared to the 757.
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DocLightning
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New 757 Replacement NMA Information - Part 1

Tue Feb 02, 2016 5:50 pm

Quoting kelvin933 (Reply 45):

Yes they are equal in width but the floor of the cabin is placed differently inside the tube, the result is that the window seats on the 737 are cramped compared to the 757.

No it is not. I'm tired of posting links to the Boeing Airplane Characteristics manuals.

They. Are. Identical.
-Doc Lightning-

"The sky calls to us. If we do not destroy ourselves, we will one day venture to the stars."
-Carl Sagan
 
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Devilfish
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New 757 Replacement NMA Information - Part 1

Tue Feb 02, 2016 6:16 pm

5,500 views in 5.5 hours! Nothing stirs up A.net more than a new thread about a potential 757 replacement!   

Now the inevitable question: how is it for fish?   

[Edited 2016-02-02 10:36:35]
"Everyone is entitled to my opinion." - Garfield
 
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Revelation
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New 757 Replacement NMA Information - Part 1

Tue Feb 02, 2016 6:25 pm

Quoting tortugamon (Reply 29):
Quoting Revelation (Reply 11):
Let's hope they get the C of G stabilized so they don't end up with an a/c that sits on its tail!

I feel like I don't see that happen that often on narrow body aircraft.

"Often" is in the eye of the beholder:

Tipping Problems On Tail-Heavy UA 739s (by kgaiflyer Jan 31 2016 in Civil Aviation)

Largely filled with people venting their general dislike of the 739 as opposed to discussing the tipping issue...
Wake up to find out that you are the eyes of the world
The heart has its beaches, its homeland and thoughts of its own
Wake now, discover that you are the song that the morning brings
The heart has its seasons, its evenings and songs of its own
 
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AirlineCritic
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New 757 Replacement NMA Information - Part 1

Tue Feb 02, 2016 6:42 pm

Wow, interesting development (if true).

Quoting Amiga500 (Reply 40):
Boeings options:

  

and thanks!

Quoting Devilfish (Reply 47):
Now the inevitable question: how is it for fish?   

No LDs, hence you have to throw the fish to the cargo space on their own. Could be smelly...

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