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Copyright © 2012 Boeing. All rights reserved.

The 737 MAX advantage

New engine technology, proven 737 advantages

MAX efficiency

MAX reliability

MAX passenger appeal

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A320 series

To compete with737 classic

The 737 MAX extends the Boeing advantage

• Minor interior upgrade

• Minor aerodynamics cleanup—

wing-to-body fairing

• Minor fuel-burn improvements from6 different engines

1980 85 90 95 2000 05 10 15 2020

Established market leader

737 Classic

Greater efficiency

Next-Generation 737

Winglets2001

Carbonbrakes

2008

Boeing SkyInterior

2010

Performanceimprovements

2011

6% fuel-burn reductionover 10 years

Entry into Service Date

Winglets2012

New engineoption2015

To compete withthe 737NG

737 MAX

Maximum advantage

New engine2017

A320neo

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1,000+ MAX commitments from 15 customers

100 35

201 150

• As of January 25, 2012

100

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Wing• Wing strengthening

• Strengthened main gearsupports

Fuselage• Local fuselage regauged

• Strengthened for rotor burst

Aft body• Aerodynamic improvement

• New inlet with retractable APU door

Interior• Design for security

Systems• Fly-by-wire spoilers• ECS digital bleed control• Updated systems for new engine

Main landing gear• Regauged main gear

New CFM LEAP-1B engine• 68-in fan diameter• Optimized core• New, larger composite swept fan• Higher bypass ratio• New nacelle and strut

Nose landing gear• Gear lengthened

• Changes from 737-800W with 2011 PIP, carbon brakes and short-field performance enhancement

Major trade studies• New winglet• MTOW increase

The 737 MAX is designed for maximum advantageIncreased range and maximum takeoff weight with reduced fuel burn

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Current NG winglet

Winglet trade study seeks to reduce fuel burnMultiple options to provide fuel burn improvements

New feathered winglet

Description Potential benefit

Available today Baseline

In-flight span increaseSame interface with wingbox

Same on-ground span

~1.0-1.5%*

*Upper bound includes natural laminar flow design techniques

30 in

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The 21st-century Boeing Sky Interior

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Revised tail design addresses large areas ofseparated flow on the aft body and horizontaltail

• Improves aerodynamic closeout of the fuselagevolume by extending Section 48 and bulgingthe fuselage in the area of the elevator

• Eliminates the vortex generators (VGs) presenton the 737 today

The new aft body redesign and removal of vortexgenerators reduce drag by 1%

Next-Generation 737 737 MAX

Large 737NG VGs are eliminated

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The aft body redesign reduces drag by 1%

Aerodynamic improvements in areas of separatedflow on body and horizontal tail

Redesigned tailBaseline

Approximate start oftail cone modification

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LEAP engine installation meets existing standards 737 MAX relative to 737NG

737 MAX (preliminary)

737NG CFM56-7B

Although the Leap-1B is larger than the CFM-56, its engine installation on the 737

MAX will achieve the same geometric objectives for ground clearance as areachieved on the 737NG

17” ground clearance

7” CG change

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CFM LEAP-1B: combining the best of proventechnologies

GE90-76B/85B

GE90-94B

GE90-115B

GP7000

CFM56-5C

CFM56-5B/P and -7B

CFM56 Tech Insertion

and -7BE

CFM56-5A

CFM56-3

GEnx

GE90 service

Years: 16

Engines: 1,200

EFH: 23M

GEnx maturation

Engine testing: 5 yrs

Dev. Cycles: 19,000

787 / 747-8 hrs.: 3,000

CFM56 service

Years: 30

Engines: 22,500

EFH: 550M

D&C rate: 99.98%

High-cycle

reliability anddurability

Long-range

fuel-burnperformance

LEAP

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Breguet

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Breguet range equation

D

ML

TSFC

a

W

W R

f

i 0

ln

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D

ML

TSFC

a

W

W R

f

i 0

ln

(weight) (fuel burn) (aero)

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BODIES ENGINES WINGS


TSFC

a 0 R ln

D

ML

W

W

f

ix x

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TSFC

a 0 R ln

D

ML

W

W

f

ix x

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TSFC

a 0 R ln

D

ML

W

W

f

ix x

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Length comparison737-800 and A320

B371170

BAN0362

737-LO-2208 5-7-10-DB/LB

737-800

A320

345 + 104 in 593 in

345 + 88 in 593 in

1,025 in87.7 in longer

345 in 593 in

593 in345 in

937.3 in

Th 3 i d i ll i i i i d i

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The 737 engine and installation optimization driveslower fuel burn

Base, %

-1

-2

-3

-4

-5

-6

-7

-8

-9

-10

-11

-12

-13

-14

-15

-16

-17

-18

-19

-20

68”

Ref

68” 737 MAX 817%

Improvedaft body

–1%

A320

+2%

-12%

Integrateddrag and weight

Enginetechnology

–13.5%

+3.5%

Enginetechnology*

Integrateddrag and weight*

Fuel burn / seat 150 seats

Add larger

winglets –

3%

Removetip fences +1%

• Typical mission rules• 500 nmi trip• Two-class seating• All 737s include optional winglets

• A320neo includes winglets

6%737-800

162 seats

61”

78”

81” A320neoCFM LEAP-1Aor PW 1100G (GTF)

12%

*GTF components slightly different but have same net effect as LEAP

Th i ht f i i b l f ll d i

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The right fan size is a balance of all designconsiderations

N o i s e r e l a t i v e t o S t a g e 4 ( d B )

64 65 66 67 68 69 70 71 72 73

Fan Diameter (inches)

ExpectedStage 5Requirement

-15%

-10%

-5%

0%

3%

0

5,400

6,700

W

e i g h t ( l b )

D

r a g %

-5

-10

-15

B e t t e r

W o r s e

B e t t e r

T

S F C a n d f u e l b u r n %

Fuel burnoptimum

*

• As fan size increases, noise is reduced and thrust specific fuel consumption improves

• However, a larger fan adds weights and increases drag• Optimization finds the right solution

H ’ h MAX i ll

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A larger wing lifting a lighter aircraft requires lower thrust

737-9 MAXA320 and

A320neo

A321neo

Larger Wing (127.5 m2) Smaller Wing (122.6 m2)

Lower MTOW (187,700lbs) Higher MTOW (206,100lbs)

Lower Thrust (27-28 kips) Higher Thrust (32-33 kips)

Smaller Fan Diameter (68”) Bigger Fan Diameter (78”)

20% more thrust required results in ≥10% larger fan diameter

The A320neo pays the economic price for the A321neo’s thrust needs

Here’s why MAX requires a smaller,more efficient engine

Less Lift

More Weight

More Thrust

Larger Fan

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The 737-800 when compared to the A320

• has a higher CMV (current market value)

• has higher lease rates (appraiser consensus)

• has higher residual value ($4M)

Market consensus

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The 737 MAX weighs less

737-8 A320neo

2,200 lb heavier

(10% OEW/seat)

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The 737 MAX burns less fuel per seat

5% lower

737-8A320neo

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The 737 MAX flies fartherWith 12 more passengers

3.2 3.3 3.4 3.5

A320neo

737-8

+170 nmi

(+315 km)

Range, 1,000 nmi

+12 more passengers

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The 737 MAX costs less to operate per seat

7% lower

737-8A320neo

The 737 MAX has half as many schedule

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The 737 MAX has half as many scheduleinterruptions

99.0

99.2

99.4

99.6

99.8

100.0Schedule reliability, %

99.7%

99.4%

737NG

A320

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The 737 MAX costs less to maintain

NPV airframe maintenance cost savings $1.3 to $1.8 million

NPV engine maintenance cost savings $1.0 million

Days out of service 67 fewer

• All figures are per airplane per year

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EIS

Development schedule

Firmrequirements

definition

Firm

configuration

First

flight

Criticaldesign

review

2016 2015 2014 2013 2012 2011 2010 2017

Start ofmajor

assembly

Initial

concept

Firm

concept

Accomplishments leading to 737 MAX:

Preliminary high- and low-speed wind tunnel tests

Engine technology benchmarking study; engine selection and CFM MOU

Preliminary certification plan developed and reviewed with FAA

Baseline configuration defined

Major trade studies for further optimization identified

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The 737 MAX advantage

More seats

Better interior

Less weight

Longer range

Lower fuel burn

Higher reliability

Lower maintenance

Lower operating cost

joeo_fi_2012_ny_max

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