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Guppy Maximus
The Boeing 737 MAX: Guppy or Sardine?
PHOTOS COURTESY OF BOEING
Almost two years, several flight physicals and a few check rides ago, I reluctantly transitioned fromtheleftseatoftheMadDogtotheleftseatoftheGuppy(see“GuppySchool,” T&TJan., 2017 and “In the Groove,” T & T Jun., 2017). The latest iteration of the long-lived line of the
B-737 Guppy is called the MAX and you’ll likely not hear it called the “Guppy” anymore. The original 737-100’s signature, short and plump “guppy” namesake no longer describes its profile.
The length is now proportional to the girth as the MAX is the longest bodied variant of the venerable airliner to date. It can be recognized by downward projecting winglets called scimitars (sim-it-tars; for better aerodynamic efficiency), the not-as-flat on the bottom, large diameter Leap 1B engine inlets (for 15% better fuel efficiency), the scalloped trailing edges of the engine cowls (for noise reduction), a longer tail cone as well as the longer fuselage. While these are all great improvements for pilots and profitability, some contend that it’s not so nice for passenger comfort – more on this in a bit.
The Airframe
According to Boeing, the new 737 MAX scimitar winglets are the most efficient ever designed for a production airplane. The combination of advanced design and manufacturing techniques allow for natural laminar flow and delivers the greatest contribution to improved fuel efficiency of any winglet. The fly-by-wire spoilers incorporate automated maneuver load alleviation for certain flight conditions, emergency descent speed brake assist logic that allows extension beyond the normal in-flight range and an automated landing attitude modifier program for flight deck perceptions similar to previous 737’s; including tail strike prevention during takeoff and landing. There are also new struts and nacelles for the heavier engines, a beefier main landing gear and supporting structure and thicker fuselage skins; all resulting in a 6,500-pound increase in the MAX 8’s EOW (empty operating weight).
Any handling differences due to engine thrust line and airframe changes are tuned out by the flight control system in order to maintain the same type certificate. There were no major modifications for the 737 MAX flight deck as Boeing wanted to maintain commonality with the 737 NG family. The main avionics change is the addition of four 15.1-inch landscape liquid crystal displays supplied by Rockwell Collins, as used on the 787 Dreamliner and the HUD uses a new software version which is also being retrofitted on earlier versions of the NG. Sticker price: $110 million.
From the Flight Deck
by Kevin R. Dingman
October 2018
TWIN & TURBINE • 33