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BOEING 737 MAX 8
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B38M
| Aircraft | ||
|---|---|---|
| Name | 737 MAX 8 | |
| Manufacturer | BOEING | |
| Body | Narrow | |
| Wing | Fixed Wing | |
| Position | Low wing (winglets) | |
| Tail | Regular tail, mid set | |
| WTC | Medium | |
| APC | C | |
| Type code | L2J | |
| RFF Category | 7 | |
| Engine | Jet | |
| Engine count | Multi | |
| Position | Underwing mounted | |
| Landing gear | Tricycle retractable | |
| Mass group | 4 | |
|
| ||
BOEING 737 MAX 8
Description
Narrow body short to medium range airliner, based on (and intended to replace) the BOEING 737-800 with a seating capacity of 210 and range up to 3550 NM. First commercial flight in May 2017.
This is the first aircraft of the Boeing 737 MAX family which also includes the MAX 7, BOEING 737 MAX 9 and MAX 10. The MAX series features more efficient engines, a new type of winglets and some airframe modifications.
Technical Data
| Wing span | 35.9 m117.782 ft <br /> |
|---|---|
| Length | 39.5 m129.593 ft <br /> |
| Height | 12.3 m40.354 ft <br /> |
| Powerplant | 2 x CFM International LEAP-1B (130 kN) turbofans |
| Engine model | CFM International LEAP |
Performance Data
| Take-Off | Initial Climb (to 5000 ft) |
Initial Climb (to FL150) |
Initial Climb (to FL240) |
MACH Climb | Cruise | Initial Descent (to FL240) |
Descent (to FL100) |
Descent (FL100 & below) |
Approach | ||||||||||
| V2 (IAS) | kts | IAS | kts | IAS | kts | IAS | kts | MACH | TAS | kts | MACH | IAS | kts | IAS | kts | Vapp (IAS) | kts | ||
| Distance | m | ROC | ft/min | ROC | ft/min | ROC | ft/min | ROC | ft/min | MACH | 0.79 | ROD | ft/min | ROD | ft/min | MCS | kts | Distance | m |
| MTOW | 8219182,191 kg <br />82.191 tonnes <br /> kg | Ceiling | FL410 | ROD | ft/min | APC | C | ||||||||||||
| WTC | M | Range | 35503,550 nm <br />6,574,600 m <br />6,574.6 km <br />21,570,209.99 ft <br /> NM | ||||||||||||||||
Accidents & Serious Incidents involving B38M
- B38M, Helsinki Finland, 2019 (On 18 January 2019, two aircraft taxiing for departure at Helsinki were cleared to cross the landing runway between two landing aircraft. Landing clearance for the second was given once the crossing traffic had cleared as it passed 400 feet in expectation that the previous landing aircraft would also shortly be clear. However, the first landing aircraft was slower than expected clearing the runway and so the second was instructed to go-around but did not then do so because this instruction was lost in the radar height countdown below 50 feet and the runway was seen clear before touchdown.)
- B38M, en-route south east of Addis Ababa Ethiopia, 2019 (On 10 March 2019, the left angle of attack vane of a Boeing 737-MAX 8 began recording erroneous values shortly after takeoff from Addis Ababa which triggered left stick shaker activation which continued for the remainder of the flight. Immediately after flap retraction was complete, a series of automatic nose down stabiliser trim inputs began, which the pilots were eventually unable to counter after which a high speed dive led to terrain impact six minutes after takeoff. The Investigation is continuing.)
- B38M, en-route, northeast of Jakarta Indonesia, 2018 (On 29 October 2018, a Lion Air Boeing 737-MAX 8 crew had difficulty controlling the pitch of their aircraft after takeoff from Jakarta and after eventually losing control, a high speed sea impact followed. The Investigation found that similar problems had also affected the aircraft’s previous flight following installation of a faulty angle-of-attack sensor and after an incomplete post-flight defect entry, rectification had not occurred. Loss of control occurred because the faulty sensor was the only data feed to an undisclosed automatic pitch down system, MCAS, which had been installed on the 737-MAX variant without recognition of its potential implications.)