Will 737 MAX Improvements Trickle Down To The NG

Aside from re-engining the Boeing 737NG with the GE LEAP engine, Boeing has mentioned adding the following features

1. Adding chevrons to the rear of the engine nacelles to reduce the noise footprint, as initially introduced to the B787 Dreamliner and B747-8 jumbo jet.

2. A revised tail cone design similar to the B787 Dreamliner for better aerodynamics.

3. A natural laminar flow nacelle for better aerodynamics.

4. A hybrid laminar flow vertical stabiliser for better aerodynamics.

Boeing 737 MAX LEAP

All of these can be integrated to the 737NG structure. The advantages in doing these are:

1. Unified design and production methods.

2. Premium pricing on the 737NG's that will have these options.

As Boeing will do continuous incremental improvements on the 737NG, we will see convergence between the 2 models as it moves forward.

What I would like to see Boeing do with the 737MAX LEAP are:

1. Slimmer, lighter and more space-efficient seats.

2. Thinner and more space-efficient cabin walls.

3. More space-efficient seating configurations.

Boeing 737NEXt (New Engine eXtra) Production Plans

Based on the present configuration of Boeing 737NG production capacity, and if Boeing decides on a major revamp of the design it may do:

1. New aluminum alloys and additional composites on the fuselage to leverage present Spirit AeroSystems production capacity.
2. Aerodynamic reprofiling to reduce drag
3. Optimized composite wings to compensate higher engine weight and drag. Composite outer skin may provide better wing shaping and better laminar flow while staying with present wing structures
4. New gate-to-gate trip optimization avionics
5. More spacious cabin through better seating configuration, seat design, and cabin wall optimization at shoulder and knee level

Possible new production lines for the re-engined Boeing 737NG that I call the Boeing 737NEXt (New Engine eXtra), aside from the current Renton, Washington production lines are

1. Near the Spirit AeroSystems plant in Wichita, Kansas where present Boeing 737NG fuselages are assembled

2. The C-17 plant in Long Beach, California where Boeing is winding down its C-17 production, that was originally the main plant of McDonnel Douglas and where the Boeing 717 was also assembled

3. Near the new 787 North Charleston, South Carolina assembly plant

Aside from financial and logistical considerations, Boeing should add into consideration force majeure probability considerations. This will include the Japanese earthquake and consequent tsunami lessons, hurricane threat, flooding, political upheavals, etc.

Boeing's production capacity is highly concentrated in Washington state and Kansas to some extent. It may be a prudent move to locate other Boeing 737NEXt plants in other areas as enumerated above, and other safe areas.

Naming the Re-engined Boeing 737NG

From Boeing 737NG - New Generation

To

Boeing 737NGE - New Generation Engine/Enhanced, or

Boeing 737NEW - New Engine, Wider, or

Boeing 737NEX - New Engine eXtra

The Boeing 737NG re-engining should be simple and budgeted at $1 billion maximum to fund for the Boeing 797 introduction in 2020.

Other design criteria

1. Minimal Boeing 737NG production line disturbances
2. Maximum Boeing 737NG commonality
3. 15% operating cost advantage over Boeing 737NG
4. Wider cabin with better wall interior fittings
5. Better more spacious seats and seating configuration, similar to Air New Zealand concept

It should come out before the A320NEO at the -800 version size in 2014, then the -900 version in 2015. If the costs are right, these can be assembled in the Long Beach C-17 plant that is winding down production. And/Or in the area of the new 787 plant in South Carolina.

The -700 and -600 versions should transition directly to the new Boeing 797 to cover the CSeries and new Embraer competitors.