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By: - 16th April 2017 at 21:37 Permalink - Edited 1st January 1970 at 01:00
Boeing completed the maiden flight of its latest 737 variant, 737 MAX 9, on 13. Apr 2017. The first 
737 MAX 9, reg. N7379E, MSN 42987 / LN 6250, powered by two 
LEAP-1B28 twin-shaft, high-bypass turbofans (fan diameter: 69,4 in / 1.762,8 mm; BPR: 9,0:1; eng. architecture: F+3LPC–10HPC〧2HPT–5LPT), OPR: 43,68:1; rated at 130,41 kN / 13.298 kgf / 29.317 lbf, took off from the Renton Municipal Airport (RNT), adjacent to Boeing 737's factory, at 10:43 a.m. (PDT), and landed on King County International Airport / Boeing Field (BFI), five miles south of downtown Seattle, at 1:26 p.m. (PDT).
The two hour, 43 minute test flight was designed to put the plane through a series of moderate tests, including shutting down and restarting the engines one at a time, checking flap setting, and cycling the landing gear. Tests over the course of the year will become more and more involved and push the airplane further, to prove to the FAA that the longest 737 MAX, so far, is safe and ready to fly passengers.
The Boeing 737 MAX 9 can carry up to 220 passengers in a single-cabin layout, but more typical first class and coach configurations will carry 180 (12F+168Y) passengers. It's capable of flying up to 3.515 nmi / 4.045 mi / 6.510 km non-stop, enabling it to fly routes such as New York to London, the company says.
The plane is the second and currently the largest installment in the company's 737 MAX family of aircraft. The 737 MAX 9 bests its older and smaller sibling, 737 MAX 8, by 8,7 ft / 2,64 m in length.
The slightly smaller 737 MAX 8, the first of Boeing's newest workhorse jets, was certified for delivery to airlines in early March. Because of its nearly nine feet increase in the length and 16 additional seats, the MAX 9 will only have to complete about 30 percent of the testing performed on the MAX 8. The engines are the same.
Boeing 737 MAX 9, reg. N7379E, MSN 42987 / LN 6250, maiden FLT BOE901 (RNT-BFI) (click on the image)
... a few articles (just click on the images)
... a few pictures from the event
... and a video of the Boeing 737 MAX 9's maiden flight
Mario
P.S. The fr24 link, I have found, incorrectly displays that the aircraft took off from the Grant County International Airport (MWH). This little confusion in their view leads me to the thought that the aircraft, prior to the first official flight, may have had a short test roundtrip RNT-MWH-RNT, far from the public eye. Maybe, just maybe ...
By: - 16th April 2017 at 23:57 Permalink - Edited 1st January 1970 at 01:00
.... took off from the Grant County International Airport (MWH), adjacent to Boeing 737's factory, at 10:43 a.m.....
Major error...
The plane took off from the Renton airfield, on which the 737 factory is located.
Grant County is 150 miles to the east (across the Cascade mountains).
I was born at Grant County when it was Larson AFB.
Grant County is home to a large Boeing test site (long runways, little traffic in a rural area area).
By: - 19th May 2017 at 14:59 Permalink - Edited 1st January 1970 at 01:00
The first Boeing 737 MAX Delivery
The first delivered 737 MAX aircraft is Boeing 737 MAX 8, MSN 42985 / LN 5948, reg. 9M-LRC (test reg. N1786B), with the cabin configuration Y180 and powered by two LEAP-1B25, twin-shaft, high-bypass turbofans (fan diameter: 69,4 in / 1.762,8 mm; BPR: 9,0:1; eng. architecture: F+3LPC–10HPC〧2HPT–5LPT), OPR: 43,68:1, each 119,15 kN / 12.150 kgf / 26.786 lbf, and that was flying on the route BFI-ANC-NRT-KUL (FLT OD1) delivered to Malindo Air on 16. May 2017. The airline's parent company Lion Air is going to re-brand Malindo Air to Batik Air Malaysia, and which will focus on the international routes while Batik Air serves domestic routes in Indonesia. The aircraft first flew on 24. Mar 2017, and it was produced at the Boeing Renton Factory.
On the 
(click on the image below)
The delivery flight was divided into three parts:
OD´s Boeing 737 MAX 8, reg. 9M-LRC - delivery FLT OD1 - part 1 (BFI-ANC) - click on the image
OD´s Boeing 737 MAX 8, reg. 9M-LRC - delivery FLT OD1 - part 2 (ANC-NRT) - click on the image
OD´s Boeing 737 MAX 8, reg. 9M-LRC - delivery FLT OD1 - part 3 (NRT-KUL) - click on the image
… a couple of images
… and two videos
Nice regards
Mario
By: - 16th February 2018 at 15:16 Permalink - Edited 1st January 1970 at 01:00
Boeing 737 MAX 9 Cleared for Commercial Service
http://www.airportsinternational.com/2018/02/boeing-737-max-9-certified-for-commercial-service/19696
It's hard to keep up with the recent string of announcements!
By: - 28th February 2018 at 08:42 Permalink - Edited 1st January 1970 at 01:00
Boeing's 737 MAX 9 aircraft - the second variant of its upgraded 737 MAX family of single-aisle planes is finally ready for action after the American aerospace multinational corporation announced that the FAA had issued an amended type certificate for the MAX 9 on Friday, 16. Feb 2018. This will allow The Boeing Company to begin deliveries of the aircraft to the customers, including rapidly rising Southeast Asian carrier Lion Air, 737 MAX 9's launch customer, as to one of the major U.S. airlines, United.
The first Boeing 737 MAX 9 test aircraft achieved the first flight in March 2017, only two months before the 737 MAX 8 entered the service with Malindo Air. The 737 MAX 9 will be followed into the service next year by the 737 MAX 7, the first of which rolled out of Boeing's factory on 05. Feb 2018. The 737 MAX 10, featuring another landing gear extension and fuselage stretch, will begin assembly next year, with a scheduled in-service date in 2020. Boeing is also developing a the 737 MAX 200 as a sub-variant of the 737 MAX 8, with an mid-aft exit door to accommodate emergency egress requirements for up to 200 passengers.
However, the 
737 MAX 9's sale did not go well so far, and probably will not. Why? Boeing has also launched a slightly larger model last year, 737 MAX 10, to better compete with the 
A321neo. Now the 737 MAX 9 fills a tiny niche market segment between the 737 MAX 8 and 737 MAX 10, which will make it very difficult to gain additional orders.
Even though the 737 MAX is the fastest-selling plane in Boeing's history, only a small percentage of its orders the company has taken have been for the MAX 9. In fact the Airbus A321neo is out-selling the MAX 9 at a rate of five planes to one. The Boeing 737 MAX 9 is by no means a bad airplane; in fact, it is objectively an very good airplane. The MAX 9 features the latest avionics, upgraded aerodynamics and powerful new engines, and it is expected to be 25% more fuel-efficient than the Boeing 757-200. Unfortunately for the MAX 9, the Airbus A321neo has struck a nerve with customers looking for a larger aircraft without the added costs of a widebody jet. The extended-range variant of the A321neo, Airbus A321LR (Long Range) has become popular with airlines looking to replace aging Boeing 757-200 fleets and for low-cost carriers looking for an affordable way to reach long-haul markets. With further options, combining an increased MTOW of 97 t and a third Additional Centre Fuel Tank (ACT), the aircraft's range extends to 4.000nm / 7.400 km, allowing airlines to tap into new long range market opportunities. That's the reason why has Boeing moved with its larger model called the 737 MAX 10.
Boeing's previous and now outgoing generation of 737 short to medium-range twinjet narrow-body airliner, 737NG (Next Generation), came in four basic sizes: the 737-600, 737-700, 737-800 and 737-900. The smallest of them (-600) sold very poorly, with fewer than 100 orders. By contrast, the 737-800 and its variants accounted for more than 5.000 orders (as of November 2017, 4.659 737-800, 90 737-800A, and 21 737-800 BBJ2 aircraft have been delivered, with 402 unfilled orders) - roughly three-quarters of the total. The 737-700 and 737-900 size classes both sold in respectable numbers as well, with more than 1.200 orders for the former (including business jets) and nearly 600 orders for the latter. Not surprisingly, when Boeing designed an upgrade program for the 737, it dropped the smallest model. However, it left the other three model sizes unchanged, which proved to be a mistake.
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TCDS A16WE Revision 61- Boeing 737 (click on the image to see the full certification sheet)
The 737 MAX 7 attracted little interest from airlines, as its relatively small size means unit costs are higher. Boeing eventually changed the MAX 7, increasing its commonalities with the larger 737 MAX 8 to reduce development costs. Originally based on the 737-700, Boeing announced the redesign of the MAX 7, now derived from the MAX 8, at the July 2016 Farnborough Air Show, accommodating two more seat rows than the 737-700 for 138 seats, up 12 seats. The redesign uses the 737 MAX 8's wing and landing gear, a pair of overwing exits rather than the single-door configuration, a 46 in / 117 cm longer aft fuselage and a 30 in / 76 cm longer forward fuselage, structural re-gauging and strengthening, but also the systems and interior modifications to accommodate the longer length. Boeing plans to improve its range from 3.850 nmi / 4.430 mi / 7.130 km to 3.915 nmi / 4.505 mi / 7.251 km after 2021. The first 65 ft / 19,8 m wing spar for the 737 MAX 7 entered production in October 2017. Entry into the service with launch operator Southwest Airlines is expected in January 2019.
Demand for the 737 MAX 9 was a little better, but still underwhelming. Boeing doesn't provide an official breakdown of its 737 MAX orders by variant, but one third-party analysis pegged the number of MAX 9 orders at approximately 410 as of a year ago. For comparison, Airbus currently has 1.920 orders for its competing, but somewhat larger, A321neo.
At last year's Paris Air Show, 
launched the 737 MAX 10, a model that can fit 12 more seats than the MAX 9. The MAX 10 has roughly the same capacity as Airbus' largest narrow-body, single-aisle airliner, A321neo and will likely have the similar unit costs. Not surprisingly, airlines and aircraft leasing companies responded much more positively to the 737 MAX 10 than to the MAX 9. Boeing garnered 361 orders and commitments for the 737 MAX 10 in the span of a week during the PAS-17. In theory, it might have made sense for Boeing to scrap the 737 MAX 9 in favor of the MAX 10, just as it had abandoned the original 737 MAX 7 concept. Unfortunately, by the time it made the decision to go ahead with the 737 MAX 10, the MAX 9 was less than a year away from entering service. In other words, it was too late to completely change the course. This has left the MAX 9 in a nobody's land where it isn't likely to get more orders. In fact, the size gap between the 737 MAX 8 and 737 MAX 10 is less than the gap between the 
models A320neo and A321neo. Most airlines prefer the 737 MAX 8 which hits a sweet spot in terms of the trade-offs between size, unit costs and performance. Meanwhile, airlines that want to minimize unit costs will move all the way up to the 737 MAX 10, bypassing the MAX 9.
The tough outlook for the 737 MAX 9 can be seen from the evolution of United Airlines' fleet plan. Back in 2012, the carrier ordered 100 737 MAX 9s, making it one of the two primary customers for that variant, along with Indonesia's Lion Air. However, United converted 39 of those orders to the 737 MAX 10 last June, along with another 61 737 MAX orders that didn't previously have a variant specified. United Airlines will still add the 737 MAX 9 to its fleet starting this year, but that's probably just because the 737 MAX 10 won't be available until 2020. Going forward, the MAX 8 and MAX 10 look like better fits for the carrier's needs.
Lion Air has also ordered some 737 MAX 10s. While it did so as a new order rather than a conversion, this suggests that it won't have as much need for the 737 MAX 9 in its long-term fleet plan as previously expected. Many other Boeing customers converted smaller numbers of the existing MAX 737's orders to the MAX 10 last year, further reducing the 737 MAX 9 backlog. Once 737 MAX 10 production ramps up in the next few years, the 737 MAX 9 will probably loose most of its appeal. As a result, its production run could come to a premature end within the next five years or so.
Boeing 737 MAX 10's configuration was firmed up by February 2018. Its modified landing gear will require additional flight-testing. To fit the 9 in / 22,9 cm taller main landing gear in the same wheel well, at the lower end the semi-levered gear includes an additional shock absorber strut to keep the wheels on the ground as the aircraft rotates and move the pivot point aft, and at the upper end a shrinking, translating mechanical linkage enables it to be drawn in and shortened while being retracted, inspired from carrier aircraft designs. The MAX 10 takes the existing MAX 9 and stretches the fuselage by 64 in / 162,6 cm (143 ft 8 in / 43,8 m). It weighs 5.500 lb / 2,500 kg less than the Airbus A321neo, which has 7.000 lb / 3.200 kg more takeoff mass and 5.000 lbf / 22 kN more thrust to fly the same mission.
.........................................................................(click on the image for reading the article)
Like the already existent and to the several customers delivered, 737 MAX 8, the newly certified 737 MAX 9 aircraft is powered by the same models of 
LEAP-1B, twin-shaft, high-bypass, turbofan engines (fan diameter: 69,4 in / 1.762,8 mm; BPR: 9,0:1; eng. architecture: F+3LPC–10HPC〧2HPT–5LPT), OPR: 43,68:1. Considering that from the existing design of the engine is drawn almost its maximum, it will be interesting to see how much more thrust the engineers will be able to pull out of it for the needs of the larger and heavier Boeing 737 MAX 10 aircraft ....
.....
The LEAP-1B has been selected by Boeing as the exclusive powerplant for the new 737 MAX single-aisle jetliner. It offers 737 MAX operators advance technical, economic and environmental performance, with a 15% reduction in fuel consumption and CO2 emissions versus current 
CFM56-7B engines, a 50% cut in NOx emissions, and compliance with the most stringent noise standards (the ICAO's Chapter 14 regulations).
By selecting of the LEAP-1B engines, Boeing in 2011 continues a long-established partnership between CFM International, a joint venture between GE Aviation, a division of General Electric of the United States and Safran Aircraft Engines (formerly known as Snecma), a division of Safran of France. The joint venture was formed to build and support the CFM56 series of turbofan engines. This trust was shown to be well-founded in June 2014 when ground testing of the LEAP-1B started three days ahead of the original schedule at Safran Aircraft Engines' Villaroche facility. In May 2016, the LEAP-1B engine was simultaneously awarded Type Certificates by both the European Aviation Safety Agency (EASA) and the U.S. Federal Aviation Administration (FAA). The engine has entered commercial service in May 2017 with Malindo Air's Boeing 737 MAX 8 aircraft.
With its MAX 9 model, Boeing has not been able to compete with the Airbus A321 notably, but it will surely help the factory to satisfy most of its traditional customers until the apeearance of the Boeing 737 MAX 10 ...
....Mario
By: - 28th February 2018 at 09:15 Permalink - Edited 10th April 2020 at 19:36
I saw this one at Niamey, Niger. Quite an expenditure for an underdeveloped country. Written on the fuselage is "1st Boeing 737MAX".
[ATTACH=CONFIG]259234[/ATTACH]
By: - 25th March 2018 at 16:59 Permalink - Edited 1st January 1970 at 01:00
The first delivered 737 MAX 9, MSN 42991/LN 6771, reg. HS-LSH (test reg. N1786B), with the cabin configuration Y215 and powered by two LEAP-1B28, twin-shaft, high-bypass turbofans (fan diameter: 69,4 in / 1.762,8 mm; BPR: 9,0:1; eng. architecture: F+3LPC–10HPC〧2HPT–5LPT), OPR: 43,68:1, each 130,41 kN / 13.298 kgf / 29.317 lbf, flying on the route BFI-HNL-GUM-DMK (FLT SL1), was delivered to Thai Lion Air on 21. Mar 2018. The aircraft first flew on 09. Mar 2018, and it was produced at the Boeing Renton Factory.
Indonesia-based Lion Air Group took possession of its first Boeing 737 MAX 9 plane this week during a ceremony held in Renton, Washington. This is the first Boeing 737 MAX 9 to be released for use to the industry. Lion Air Group has also recently launched the first Boeing 737 MAX 8 plane under its discount carrier Batik Air Malaysia (known previously as Malindo Air).
The new Boeing 737 MAX 9 is the latest in the long history of the 737 jet. For over 50 years, the Boeing 737 has been the most popular jet made by Boeing. The aircraft manufacturing company recently celebrated the completion of its 10.000th completed plane under this classification.
The Boeing 737 MAX 9 is a single-aisle plane that can carry up to 220 passengers. It has a range of 3.550 mi / 5.713 km and has been a preferred plane for many airlines for short- and medium- haul flights. The 737 MAX 9 is very fuel efficient and is easily customizable to meet the needs of airlines.
The Lion Air Group has already ordered 200 of the MAX family of airplanes and has stated that it will commit to at least 50 of the Boeing 737 MAX 10 jets. The Lion Air Group has created most of its fleets strictly using these Boeing jets.
....... a few articles (please click on the images for reading)
The delivery flight was divided into three parts:
SL's Boeing 737 MAX 9, reg. HS-LSH - delivery FLT SL1 - part 1 (BFI-HNL) - click on the image
SL's Boeing 737 MAX 9, reg. HS-LSH - delivery FLT SL1 - part 2 (HNL-GUM) - click on the image
SL's Boeing 737 MAX 9, reg. HS-LSH - delivery FLT SL1 - part 3 (GUM-DMK) - click on the image
...a couple of images of the aircraft
Nice regards
Mario
By: Anonymous (not verified) - 12th April 2017 at 15:11 - Edited 10th April 2020 at 19:45
You are invited to a special LIVE webcast of the 737 MAX 9 First Flight taking place in Renton, Washington USA. The flight is scheduled for Thursday, April 13th and is subject to weather and other factors.
You can watch the live webcast and learn more about the 737 MAX 9 here.