737 MAX10 Convergence With The NMA: 757 Replacement From The Efficient 737 Production System

737 MAX9 with MAX8

Boeing is discussing two plane concepts, the so-called 737 MAX10, and the so-called NMA or New Midsize Airplane, also called MOM or Middle Of Market. After Boeing's new offering of the revised longer 737 MAX7.

The MAX10 is envisioned as a stretch of the MAX9 using the larger LEAP-1 engine developed for Airbus and COMAC. This will mean longer landing gears, redesigned wingbox, and maybe a relofted wing and more radical forward and up engine placement. The Boeing strategy here is to market fastest with minimum modifications cost at the most affordable price and seat cost, a competitor to the Airbus A-321NEO.

The so-called NMA or New Midsize Airplane will be a much longer term aircraft project that will entail massive investments from Boeing and new technological innovation requirements. Bank of America estimates a new NMA would cost $15 billion to develop and would list for around $163 million each.

I think NMA will ultimately be the basis of a 737 Replacement Program using designed-from-the-start shrinks of the NMA design covering the MAX8 to MAX10 capabilities envelope. I discussed this inBoeing 797 - The Boeing 757 and Boeing 737 Replacement at http://planetalks.blogspot.com/2014/11/boeing-797-boeing-757-and-boeing-737.html

Bank of America Boeing 7M7 concept

Merril Lynch Boeing 7M7 Oval Concept

Boeing's NMA Oval concept

The Boeing 737 MAX10 concept is the appropriate near-term solution for Boeing's not so competitive posture vis-a-vis the Airbus A-321NEO market position where they are at a 30-70 disadvantage. The NMA can later on develop the market sector and with built-in efficient shrink design be the 737 and 757 Replacement Program. Then Boeing will need a 717 Replacement to compete with the smaller Bombardier CSeries that will soon capture that sector.

Vive La Francophonie - Prospects Of A Bombardier – Dassault Cooperation

With Airbus selling its stake in Dassault Aviation, now down to less than 24% from 46%, and soon nil, Dassault has more leeway in entering cooperation with other companies.

Rafale-M from Charles de Gaulle carrier

Bombardier Aerospace on the other hand is having problems in getting its new CSeries airliners into commercial passenger service though its flight testing is now on track and showing good performance from the airliners.

Bombardier CS300 first flight

Both Dassault and Bombardier are not the top tier companies in the aircraft sectors they compete in, except for Bombardier in business jets. Their relative lower market positions may make cooperation between them attractive in order to survive and grow.

The best reason for them to cooperate may be that both are Francophones with Dassault based in France, and Bombardier based in Quebec, the French speaking and influenced part of Canada.

Another possible prospect for cooperation is if the Royal Canadian Air Force selects the excellent Rafale fighter to replace its present FA-18A/B’s.

Rafale F3 with Reco-NG, MICAs, DA

Dassault has no airliner product and with Airbus divesting its interests, the Bombardier CSeries may present opportunities to Dassault in marketing, production, support, etc. It can give Dassault more competitive advantage vis-à-vis Airbus in the European scene.

Bombardier CSeries 1st flight landing

As for the business jet sector, it will be better for them to make their bizjet lines separate for now but cooperate in R&D, design and production. For the future, they may coordinate their capacity/range spectrum.

Falcon business jets

Bombardier business jets at EBACE 2014

With China, Brazil, Russia, India, South Korea and even Indonesia getting more competitive in the aerospace industry, cooperation between these two Francophone companies may insure their survival and growth in the future.

BritAir CRJ-1000NG Strasbourg 21jan2011 F-HMLC (cn 19006)

Note:

All pictures copyright of respective owners

Boeing 797 - The Boeing 757 and Boeing 737 Replacement

The first version will be sized as a 757 replacement but designed to be capable of being efficiently shrunk as a MAX-8 replacement. As a consequence, Boeing may do a B-717NEW to efficiently cover the 100-150 passenger band that the Bombardier CSeries and Embraer E-Jets cover.

Indications are it will have a composite wing for efficiency in production, and easier wing shaping. By this time, laminar flow technology might have already matured to be utilized.

Fuselage may remain aluminum of better alloys, and wider to take into account of obesity in the population. If more robust repair procedures for composites will become economical and widespread, a composite fuselage is possible. Specially if the weight and costs are more favorable.

New engines will be used, possibly unducted fan if noise and safety issues will be satisfactorily met.

Possible telescoping seat sets for wider aisle during loading and unloading for more flights per day.

If hardware and software can be developed to a robust level, a twin pilot B-797 is possible. One Human and One Electronic - Minus the Co-Pilot. This system can be integrated into Air Traffic Management to efficiently use routes, airport slots and the aircraft. A more robust and secure telecoms system has to be developed specially for this. It cannot be based on the open and non-secure Internet IP system. 

A built-in electric taxi engine may be integrated to minimize use of main engines in moving around the airports.

More electronic entertainment and BYOD network in the cabin.