After more than 50 years, Boeing has finally announced plans to cancel the Boeing 737 program. The company is going to launch the new and long-awaited 797 aircraft to replace the 737. In a real surprise, the company says development work has been quietly underway for some time, and the aircraft should be certified relatively quickly.
Boeing has had a challenging two decades, and the downhill slide has yet to be arrested. It’s hard to know where to start this saga, so let’s start in late 2018 when the Lion Air 737 MAX crashed shortly after takeoff. Boeing blamed the pilots for the accident, and it continued to do so after an Ethiopian MAX met the same fate in March of 2019. Only later did it become apparent that the faulty design of the Maneuvering Characteristics Augmentation System (MCAS) system was at fault.
The MCAS and the Stretched 737
The MCAS was created specifically because the MAX was yet another stretch of the long-tortured 737. More than fifty years ago, the first 737-100 rolled off the line. CEO Bill Allen had launched the airplane because of his triskaphobia which prevented him from ever flying on the three-engined 727. Since that time, Boeing improved performance by stretching the aircraft and adding new, more efficient engines multiple times.
The next version, the Classic series (-300/400/500), had to have a flat-bottom nacelle since the diameter of the CFM high-bypass engines was significantly larger than the original Pratt engines. Boeing engineers had designed the airplane very low to the ground, because the so-called “Great Stair Shortage of 1965” had required rationing of air stairs. The new design worked wonders, but once the shortage passed and new engines were developed, they wouldn’t fit without that modification.
By the time the so-called Next Generation (NG) aircraft were built (-600/700/800/900), the newer and again larger-diameter engines required the gear to be jacked up so the airplane would sit higher. And when the MAX was designed, it needed more clearance for even bigger engines, so the engines were pushed forward and up in front of the wing, creating a problem with the center of gravity. MCAS was designed to quietly fix that problem, but instead, it caused two horrible accidents. The airplane was grounded worldwide by regulators who had been publicly embarrassed for allowing the airplane to fly as designed.
This set the stage for a tenuous relationship between Boeing, its suppliers, the public, and the Federal Aviation Administration (FAA).
Digging a Deeper Hole
Though the MAX is once again flying, it has not been smooth sailing. We all know about the plug door flying off Alaska 1282 due to poor workmanship. Management’s arrogance and continued failure to fix the company led the government to take drastic action. It has refused to certify the MAX 7 and MAX 10 variants until minor defects are fixed. It has also prevented Boeing from increasing production rates of the MAX, frustrating every airline that is desperately waiting for Boeing to live up to its promises.
Increasingly boxed into a corner, Boeing has finally made the long overdue decision to stop producing the MAX. Instead it has unveiled the 797 to carry the company’s flag as its premier narrowbody offering.
The Boeing 797
The airplane is touted as being a gamechanger.
The 797 delivers enhanced efficiency, improved environmental performance and increased passenger comfort to the single-aisle market. Incorporating advanced technology winglets and efficient engines, the 797 offers excellent economics, reducing fuel use and emissions by 20 percent over the NG while producing a 50 percent smaller noise footprint. Additionally, the 797 offers up to 14 percent lower airframe maintenance costs than the competition. Passengers will enjoy the Boeing Sky Interior, highlighted by modern sculpted sidewalls and window reveals, LED lighting that enhances the sense of spaciousness and larger pivoting overhead storage bins.
If this sounds impressive, it is. And just take a look at this revolutionary design.
CEO Dave Calhoun — who remains in his role until his well-earned retirement at the end of 2024 — had this to say about the 797.
Boeing has long been known for producing the best aircraft in the world. We’ve had some hiccups in dealing with the FAA on the 737 MAX, so we knew that only a cleansheet design would help repair that trust. Now, the 797 will shepherd us into the future as we say farewell to the 737.
How can the FAA not certify the airplane? The 797 has had no design or manufacturing issues. Not a single quality has escaped. With a record this perfect, the 797 should now be able to sail through the process.
Many airlines are excited to switch their orders to this aircraft despite the 15 percent increase in price over the MAX.
Southwest CEO Bob Jordan said, “we’d be happy to pay 50 percent more to get our hands on an airplane that Boeing can actually deliver. The 797-7 looks like a winner.”
United CEO Scott Kirby — known as one of the sharpest minds in the industry — had a different view. “Wait, isn’t that just a 737 with a different name painted on the side? Do they really think the FAA will fall for this? Oh, actually, nevermind. Not a bad idea. But I’m not paying 15 percent more for that.”
An anonymous Boeing employee who was not authorized to speak explained that the 15 percent price increase was essential. “Do you know how many places we’ve written 737 and MAX around the factory and in marketing materials? It’s not cheap to change that to say 797, er, I mean, develop a brand new airplane.”
The aircraft is expected to be certified this year with entry into service sometime in 2045.
And Happy April Fools’ Day to all!
