KSUpilot
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Airbus aims to thwart Boeing’s narrowbody plans with upgraded 'A320 Enhanced'
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KSUpilot
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While it may seem a bit early for Airbus to make such announcements, it has been said that Boeing may launch a 737 replacement as early as 2008 after the 787 enters service. "Boeing may have a 737 replacement in service as early as 2012, which would imply a development-program launch in 2008 or 2009." On March 2, 2006 Boeing named Mike Cave, vice president for airplane programs, as the head of all work on a 737 replacement. The project team also includes:
The project team includes:
"Carolyn Brandsema, director of engineering for the 737/MMA program, who will head the study of the airplane and the production system used to build it. It's expected that the replacement jet will have a carbon fiber-based plastic fuselage like the 787, and will use the innovative, flexible manufacturing methods that will be introduced for the larger jet next year. Also like the 787, the new program will likely require orchestration of a global supply chain, with major overseas partners contributing large sections of the aircraft.
• Kent Fisher, a marketing vice president in the commercial-airplane division, will head business development. His job will be to ensure that whatever Boeing comes up with is what the airlines want.
• Don Moon, now on the 787 program-management team, will consider how best to manage the project.
• Rod Wheeler, director of finance estimating and planning in the commercial-airplanes division, will work out what it will all cost."
It looks like things are going to be starting up again soon. We have Airbus who appears to working on an update to the A-320, and Boeing who is building an entirely new aircraft.
The project team includes:
"Carolyn Brandsema, director of engineering for the 737/MMA program, who will head the study of the airplane and the production system used to build it. It's expected that the replacement jet will have a carbon fiber-based plastic fuselage like the 787, and will use the innovative, flexible manufacturing methods that will be introduced for the larger jet next year. Also like the 787, the new program will likely require orchestration of a global supply chain, with major overseas partners contributing large sections of the aircraft.
• Kent Fisher, a marketing vice president in the commercial-airplane division, will head business development. His job will be to ensure that whatever Boeing comes up with is what the airlines want.
• Don Moon, now on the 787 program-management team, will consider how best to manage the project.
• Rod Wheeler, director of finance estimating and planning in the commercial-airplanes division, will work out what it will all cost."
It looks like things are going to be starting up again soon. We have Airbus who appears to working on an update to the A-320, and Boeing who is building an entirely new aircraft.
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KSUpilot
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Since there has been a lot of speculation about what approach Boeing will take with the new 737, I thought we could speculate and throw some ideas around in this thread.
There has been talk of rear-mounted engines, and at first you might not see why Boeing would want to receate the 717 or the MD-80. While these are great aircraft, from a political standpoint it may look like Boeing is reinventing the wheel. However, the airlines did like the 717, but the cockpit was different from other Boeing aircraft. The airlines still approve of rear-mounted planes, Air Tran uses mostly 717s, and look how well the EMB-145 is doing. It seems every regional has that aircraft in its fleet. I believe a composite 717/737 mix wouldn't be such a bad idea. You could also say that it would fill in for the 727 as well.
While I do like the shorter 737-300, I believe the fuselage should be based upon the longer 737-900. This would put the length of the new 737 at 138 feet. This puts the new 737 right inbetween the 124 foot 717 and the 153 foot 727. With the engines being rear-mounted I would use the GEnx engine to power the new 737. It is a larger engine and would not clear the ground on the current 737, hence the reason for the rear mounted design.
Here is a quick image I put together in MS Paint using 3 view drawings of the 737-900 and 717:
I believe the airlines would approve of this design. It combines fuselage of the 737-900 with the composites and efficient engines of the 787, along with the rear mounted engine design that allows for the larger GEnx engine. Airlines like Air Tran who like the 717 would buy this aircraft, as well as airlines looking to buy EMB-145 aircraft. While it may look like the EMB-145, the new 737 would be larger, more fuel efficient and use lighter matierals, as well as having a common cockpit with the other Boeing aircraft in that airlines fleet.
There has been talk of rear-mounted engines, and at first you might not see why Boeing would want to receate the 717 or the MD-80. While these are great aircraft, from a political standpoint it may look like Boeing is reinventing the wheel. However, the airlines did like the 717, but the cockpit was different from other Boeing aircraft. The airlines still approve of rear-mounted planes, Air Tran uses mostly 717s, and look how well the EMB-145 is doing. It seems every regional has that aircraft in its fleet. I believe a composite 717/737 mix wouldn't be such a bad idea. You could also say that it would fill in for the 727 as well.
While I do like the shorter 737-300, I believe the fuselage should be based upon the longer 737-900. This would put the length of the new 737 at 138 feet. This puts the new 737 right inbetween the 124 foot 717 and the 153 foot 727. With the engines being rear-mounted I would use the GEnx engine to power the new 737. It is a larger engine and would not clear the ground on the current 737, hence the reason for the rear mounted design.
Here is a quick image I put together in MS Paint using 3 view drawings of the 737-900 and 717:
I believe the airlines would approve of this design. It combines fuselage of the 737-900 with the composites and efficient engines of the 787, along with the rear mounted engine design that allows for the larger GEnx engine. Airlines like Air Tran who like the 717 would buy this aircraft, as well as airlines looking to buy EMB-145 aircraft. While it may look like the EMB-145, the new 737 would be larger, more fuel efficient and use lighter matierals, as well as having a common cockpit with the other Boeing aircraft in that airlines fleet.
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