Boeing will certify the Max series under an amended type certificate as part of the 737

family rather than go for a whole new type certificate.

New features:

 CFM LEAP-1B fan with 18-blade, woven carbon-fiber fan blades giving a 69.4 in diameter
compared to 61 in. for the 24-blade titanium fans of the CFM56-7. This gives 9:1 bypass ratio
versus 5.1:1 for the older engine. Rated thrust LEAP-1B28: 29,317lbs.
 New CFM LEAP-1B custom core with 11-12% reduction in fuel burn and 7% reduction in
operating cost.
 New engine nacelle and pylon will cause engines to project further forward than CFM56-7BE
on 737NG.
 Updated EEC software, fuel and pneumatic systems.
 Nose gear extension of 15-20cm to give more engine ground clearance.
 Minor changes to nose wheel well to accommodate longer nose gear strut.
 Fly-by-wire spoiler system - to improve production flow, reduce weight and improve stopping
distances.
 Maneuvering Characteristics Augmentation System (MCAS) – Applies nose down stabilizer
trim during high AoA flight when the flaps are up and the A/P is not engaged.
 Reshaped tailcone to reduce drag giving a 1% reduction in fuel burn.
 Advanced technology winglets which feature upward and downward-directed composite
airfoils
 Widespread structural strengthening (see why below).
 Onboard Network System (ONS).
 Four 15.1 inch LCD cockpit display screens in landscape orientation.
 New electronic bleed air system, allowing for increased optimization of the cabin
pressurization and ice protection systems, giving in better fuel burn
 PSEU light changed to MAINT

Differences
Weight

The MAX is approximately 3,000kg heavier than its equivalent NG. This all stems from
the LEAP1B engines each of which are 385kg heavier than the CFM56-7. This extra
weight requires stronger (and therefore heavier) engine struts, wings, fuselage and
landing gear. The upside of this strengthening is that operating weights (MTOW, MZFW
etc) have been increased by 3,175kg to compensate.

Handling

The thrust line has changed from the NG because the engines had to be moved forward
and up to accomodate the larger fan diameter. Any handling differences as a result of
this have been tuned out by Boeing in the flight control system to make the types feel
the same to crew. This was necessary for certification under the same type certificate.
Pneumatics

The pneumatic bleed air system now has an electronic controller. This allows the
aircraft to digitally tune the amount of air that is needed in whatever flight regime you’re
in. This is different to the previous "all or nothing" system which would often take more
bleed air from the engines than necessary thereby reducing performance.

BLEED TRIP OFF lights on pneumatic panel are replaced by BLEED. This is to indicate
that either a bleed has tripped off due to excessive bleed air temperature, pressure or
under-pressure, OR there is a failure in the bleed air system OR that there is an
incorrect bleed config after take-off or go-around.

One of the faults detected by the system is an underpressure. If the duct pressure drops
below 13psi with engines running, the controller closes the suspect valve to protect the
affected system.

Note that the system conducts a series of self tests after landing known as Post-Flight
Built In Tests (PFBIT). This is a controller initiated, non-interactive test sequence that
checks the capability of the PRSOV solenoid to close the valve, independent of the
torque motor. These can be observed as duct pressure splits and are normal on the
MAX.

Anti-Ice & Rain

The engine anti-ice panel has a new amber caption ENGINE ANTI-ICE. When
illuminated this indicates that the engine cowl thermal anti-ice system has been inhibited
due to a system failure or when an engine core anti-ice valve fails closed.

Electrics

Essentially the same as the NG, however on the MAX, the ground crew call horn will
sound a continuous tone 2 minutes after a battery discharge condition is detected.

Powerplant

The MAX has a CFM LEAP-1B fan with a 69.4 inch fan diameter. It will have a 11-12%
reduction in fuel burn and 7% reduction in operating cost compared to the NG. The
nacelle and pylon will cause the engines to project further forward than the CFM56-7BE
on 737NG.

There is a new Ground wind operating envelope found in Aircraft General Operating
Limitations:

 For crosswinds greater than 43 knots, limit thrust to a setting normally used for taxi.
 Except when setting takeoff thrust on the runway, limit engine thrust to idle for winds greater
than 58 knots.
There are two new crew alerts on the inboard DU of THRUST and FUEL FLOW

In simple terms THRUST will illuminate if the actual thrust is more or less than the
commanded thrust and FUEL FLOW will illuminate if the actual fuel flow is abnormally
high compared to the FMC expected fuel flow.

Note that the entire block will blink for 10 seconds then remain steady amber for as long
as the condition exists.

Engine starting

The LEAP-1B engine start sequence is slightly different to the old CFM-56. After the
engine start switch is moved to GND, the EEC performs Bowed Rotor Motoring (BRM).
This is to straighten the N1 and N2 shafts which may have bowed due to thermal
buildup after the previous shutdown. BRM will be active from 6 to 90 seconds and
MOTORING will be displayed on the N2 gauge between 18-24%.

At 25% N2 or max motoring when you move the start lever to idle the EEC then
performs a test of the Thrust Control Malfunction Accommodation (TCMA) and
Electronic Overspeed System (EOS) functions. This manifests itself as the fuel flow
indicating zero, the engine fuel shut off valve opening and closing repeatedly and the
ENG VALVE CLOSED light illuminating bright blue until the test has finished whereupon
the start sequence continues.

It certainly takes longer to start the engine on a MAX than an NG

Engine Panel

The MAX engline panel, located on the aft overhead panel, has now got three new
amber caution lights to replace the old REVERSER amber caution lights.
For more details of the new MAX engine panel click here

APU

The MAX APU is still a Honeywell 131-9[B] but is updated to series 41 which has
various minor improvements such as improved starting reliability.

Externally, the tailcone has been extended 43 inches for streamlining, this has enabled
the aft body vortex generators to be removed and gives an overall reduction in fuel burn
of 1%. The eductor inlet has moved to the right side of the tailcone and the air inlet door
has been redesigned with the removal of the NACA duct and vortex generator. The inlet
door is hinged at the aft end and opens outward into the airstream, it has three
positions: Closed, Ground position (45deg) and Flight position (17deg). Normal door
transitions take 40 to 120 seconds between positions. You can despatch with the door
locked in the flight position at a 1% fuel burn penalty.
737 MAX APU air inlet closed

737 MAX APU air inlet open

The APU fire bottle contains HALON and Nitrogen. There is a customer option for an
automatic APU fire extinguisher discharge whereby the APU fire extinguisher will
discharge automatically 10 seconds after an APU fire warning is detected on the ground
when main engines are not operating.
The EGT gauge has been removed from the APU panel on the overhead panel and the
blue MAINT light has been changed to an amber DOOR light. Illumination of the DOOR
light simply means that the door did not reach the commanded position within 165
seconds. The APU can continue to be used but some buffeting may be experienced and
a fuel burn penalty of 2.4% should be applied.

There are three new status messages to replace the MAINT light as follows:

 APU GENERATOR - Means that the APU Generator has a shorted rotating diode
 APU OIL QTY - The oil quantity is low but there is sufficient oil for 30 to 50 hours of operation
at the maximum oil consumption rate before a low oil pressure shutdown occurs.
 APU DOOR - The APU inlet door did not reached commanded position in 165 seconds. The
DOOR light will also illuminate.

Flightdeck

The big difference is the 4 new 15.1 inch displays. In the central 4 inch gap between
display 3 & 4 has been squeezed a smaller gear lever along with a lock override button,
nosewheel steering selector, gear indication lights and placard speeds. The ISFD is
above the gear panel. The flap position indicator is now part of the electronic displays.
The autobrake and MFD selectors and brake pressure gauge have moved down to in
between the FMCs. The PFD/MFD transfer switches are on the lighting panels in front
of the control column. Even the clock has been integrated into the DUs.
The EFIS control panel now has a +/- range selector. VSD is selected from the centre
button.

For a full list of MAX flightdeck differences with photos click here

Fuel

There are 4 new FMC driven crew alerts on the Engine Display:

FUEL DISAGREE - Displays if FQIS (totalizer) and FMC calculated fuel totals differ by
more than 2000lbs, for more than 5 continuous minutes.

USING RSV FUEL - Logic changed to display if total fuel minus reserves entered is less
than predicted fuel burn at destination.

INSUFFICIENT FUEL - Same logic but can now chaeck against execution of a mod
flight plan.

FUEL FLOW 1/2 - FUEL FLOW (engine #) is displayed on the Engine Display if the
engine fuel flow exceeds the FMC expected [based on aero performance Engine
Performance Monitor (EPM) logic, and supporting MEDB data] by a 15%, for more than
5 continuous minutes.
Maximum fuel capacity very slightly less than NG due to wing strengthening. Capacities:
3,869 + 12,990 + 3,869 = 20,729kg

Landing Gear

Nose gear strut is 8 in. longer.

The MAX landing gear handle is a two-position handle (UP/DOWN). The center “OFF”
position that removed hydraulic pressure from the actuators has been removed as the
depressurization function is automated through a proximity switch system.

Navigation

FMC Update 13 was designed for the MAX and has been used as 13.0 on the test fleet.
U13 software brings the baseline of U11 and U12 to the 737MAX and does not include
any new functionality for the 737NG.

A few things unique to the MAX:

 Percent De-rates & Variable Takeoff Ratings:
The 737-8 airframe allows selection of Percentage Takeoff Derates on the N1
LIMITS page based on existing function of Fixed Derates.

Engine Logic – EPM/TRM & Takeoff Speeds

New Engine Performance Model (EPM) and Thrust Rating Model (TRM) is required
for 737-8.

Displays- Data output on Ethernet to MDS

The 737-8 includes large format display to the 737 flight deck.

For more details of the FMC Update 13 click here

Flight Controls
FBW Spoiler System

The MAX has a new fly-by-wire spoiler system. This is officially to improve production
flow, reduce weight and improve stopping distances.The spoiler mixer unit has been
replaced by a Spoiler Control Electronics (SCE) unit and the ground spoiler control
valve is replaced by a Ground Spoiler Control Module (GSCM).

Here are some of the new features that system brings.

 Spoilers light
 Elevator Jam Landing Assist
 Landing Attitude Modifier
 Emergency Descent Speedbrakes
For more details of the MAX FBW Spoiler system click here

Maneuvering Characteristics Augmentation System (MCAS)

MCAS (Maneuvering Characteristics Augmentation System) is implemented on the 737

MAX to enhance pitch characteristics with flaps UP and at elevated angles of attack.
The MCAS function commands nose down stabilizer to enhance pitch characteristics
during steep turns with elevated load factors and during flaps up flight at airspeeds
approaching stall. MCAS is activated without pilot input and only operates in manual,
flaps up flight. The system is designed to allow the flight crew to use column trim switch
or stabilizer aislestand cutout switches to override MCAS input. The function is
commanded by the Flight Control computer using input data from sensors and other
airplane systems.
The MCAS function becomes active when the airplane Angle of Attack exceeds a
threshold based on airspeed and altitude. Stabilizer incremental commands are limited
to 2.5 degrees and are provided at a rate of 0.27 degrees per second. The magnitude of
the stabilizer input is lower at high Mach number and greater at low Mach numbers. The
function is reset once angle of attack falls below the Angle of Attack threshold or if
manual stabilizer commands are provided by the flight crew. If the original elevated
AOA condition persists, the MCAS function commands another incremental stabilizer
nose down command according to current aircraft Mach number at actuation.

Stab Trim Switches

MAIN ELEC and AUTO PILOT are now named PRI and B/U

Warning Systems

The PSEU light has been changed to MAINT. Its function is similar to the PSEU light.

More details here

Onboard Maintenance System

The Onboard Network System (ONS) monitors the aircraft systems hardware and
software for faults and health monitoring and sends alerts to pilots and maintenance
staff via the enhanced digital flight data acquisition unit (eDFDAU). It can store over 75
flight hours of data and analyse and trend that data in-flight on its data file server.

Its big advantage over previous systems is that it collects and sends data from all
monitored systems for viewing by pilots or maint crews either on the flightdeck display
systems and/or at maintenance base, rather than maintenance crews having to locate
and interrogate or BITE check each individual system component many of which were
located in the E&E bay.

The ONS and MAX display system integrate airplane data collected during flight with a
new Onboard Maintenance Function (OMF) that consolidates maintenance data for
view on the flight deck displays and on portable maintenance devices, such as tablets
(there is an iPad app called Boeing ONS Maintenance that anybody can download from
iTunes). OMF began with more than 1,700 requirements from Boeing and took two and
a half years to develop, programmed in just 32,000 lines of Clojure code. The OMF can
report over 6000 error codes but it also takes specific conditions and sequences,
combines rules and events, manages dependencies, and aggregates fault conditions.
The Onboard Maintenance Function can be seen on the inboard halves of the Inboard
Display Units by using the Engine Display Control Panel Selectors (located near the
autobrake selector).