|Quoting Stitch (Reply 86):|
Quoting JetBuddy (Reply 66):Developing a main landing gear with a shortening strut and linkage might sound sketchy and complicated, but it sure would be a lot less complicated than having to built an entirely new wing box and centre fuselage sectionQuoting frigatebird (Reply 72):But I wonder why Boeing didn't pursue this option in the first place with the MAX. If they develop it now, their compromise with the reduced fan diameter on the LEAP engine will look kind of silly. Because at the time they felt they didn't need to.Now they do.
. Boeing now realizes the -7MAX isn't selling, and the -9MAX can't really compete with the A321neo.
However, at the MAX launch, the 737-700 was selling very poorly already, and the -900ER was losing campaigns against the A321ceo too.
So why only now the realization by Boeing they have to do something about the -7 and the -9? Misjudgement? Arrogance? Misplaced costefficiency?
|Quoting scbriml (Reply 133):|
Quoting 2707200X (Reply 129):I like the idea of stretching the 737-7 MAX
Just a point of clarity here - Boeing is not talking about stretching the -7, but shrinking the -8. There's a subtle, but important difference.
Quoting seahawk (Reply 130): but it will lead the field in economics
How, exactly, does a simple stretch turn a mongrel into best of breed?
At least it would make an unviable variant into a more viable one, offsetting some of the disadvantages of the -7(00), by optimizing it as 149 seater for some potentially large customers. It could make it more attractive to other airlines, needing something smaller than a 737-8 but larger than a CS300 (and having to invest in a totally new aircraft type).
But I agree a shrink of the -8 may not be the best way to do it. Perhaps, if potential customers don't need the range, a stretched -7 will be developed instead of a -8 shrink. I hope Boeing doesn't play the cheap card again, thinking it will be good enough. Then they truly are not learning from past mistakes.
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