Boeing 737 MAX 8
The Boeing 737 MAX 8, certificated as the 737-8, is the baseline passenger variant of the Boeing 737 MAX family. It is a twin-engine narrowbody airliner derived from the 737-800, using CFM International LEAP-1B engines, a revised winglet, aerodynamic changes and updated flight-deck displays. The 737-8 first flew in January 2016 and entered commercial service with Malindo Air in May 2017.[1][2]
Development and certification
Boeing developed the 737-8 from the 737-800 as the first flight-test and production member of the MAX family. The programme retained the 737 type-certificate lineage and much of the preceding generation's fuselage, landing gear and systems while introducing larger engines, new pylons, Advanced Technology winglets, an aerodynamically revised tail cone and new flight-deck displays.[3][4]
The first aircraft flew from Renton on 29 January 2016, completing a two-hour, 47-minute flight before landing at Boeing Field. Four 737-8 aircraft supported the initial flight-test programme. The FAA completed the amended type certification in March 2017.[1][3]
Boeing delivered the first aircraft to Malindo Air on 16 May 2017. The airline operated the type's first commercial service, from Kuala Lumpur to Singapore, on 22 May.[5][2]
Design
The 737-8 is 39.5 metres long, essentially matching the 737-800's fuselage length. It retains the six-abreast cabin and manually loaded lower holds but has a higher published maximum take-off weight and longer range. Boeing currently quotes 160–180 seats in two classes, a maximum of 210, and range up to 3,500 nautical miles.[6]
Engines and aerodynamics
The aircraft uses two CFM International LEAP-1B turbofans. Their larger fan diameter required the engines to be mounted farther forward and higher than the CFM56-7B installation on the 737NG. Boeing integrated new pylons and chevron-edged nacelles, revised the aft body and fitted a split-tip Advanced Technology winglet.[4][6]
The winglet has separate upper and lower elements intended to increase effective span while remaining within the 737's airport gate category. Boeing's current planning dimension is 35.9 metres across the wings.[6][7]
Flight deck and controls
The flight deck has four 15-inch displays and retains conventional control columns, hydraulically powered primary flight controls and the B-737 pilot type rating. The common rating does not eliminate differences training: the FAA specifies MAX training tasks, including simulator training introduced as part of the 2020 return-to-service requirements.[4][8]
The Maneuvering Characteristics Augmentation System, or MCAS, is a function within the speed-trim system. It was introduced to support compliant pitch handling in parts of the MAX flight envelope associated with the altered engine installation. It commands stabiliser trim under defined manual-flight conditions; it is not a general-purpose autopilot or stall-prevention system.[9][10]
737-8-200
The 737-8-200, sometimes marketed as the MAX 200, is a higher-density configuration with an additional pair of mid-aft exit doors. Boeing's airport-planning data describes single-class configurations from 200 to 202 seats, depending on the applicable interior and certification standard. The doors, evacuation provisions and associated training distinguish it from a conventional 737-8 cabin, while its dimensions and principal powerplant remain those of the -8.[7]
The FAA and EASA use the 737-8200 designation in regulatory material. Operators may use “737-8-200”, “737-8200” or a commercial fleet name, so registration-level records should preserve the certificated model and the operator's displayed designation separately.[11][12]
Specifications
| Characteristic | 737-8 |
| Length | 39.5 m |
| Wingspan | 35.9 m |
| Height | 12.3 m |
| Typical two-class seating | 160–180 |
| Maximum seating | 210 |
| Maximum take-off weight | 82,640 kg |
| Usable fuel | 25,816 L in Boeing planning data |
| Published maximum range | 3,500 nmi / 6,480 km |
| Engine | 2 × CFM International LEAP-1B |
| ICAO designator | B38M |
These are manufacturer planning values. The maximum 210-seat headline includes high-density certification capability; an airline's approved layout, operating weights, reserves, payload, weather and runway conditions determine actual capacity and range.[6][7]
Accidents and grounding
On 29 October 2018, Lion Air Flight 610, a 737-8 registered PK-LQP, crashed into the Java Sea shortly after departing Jakarta. All 189 people aboard died. Indonesia's KNKT investigation identified multiple contributing factors involving the MCAS design and certification assumptions, angle-of-attack sensor information, maintenance and flight-crew response.[13][14]
On 10 March 2019, Ethiopian Airlines Flight 302, 737-8 ET-AVJ, crashed near Ejere after departure from Addis Ababa. All 157 people aboard died. The Ethiopian investigation reported erroneous angle-of-attack input, repeated MCAS nose-down commands and the resulting loss of control, while participating investigation authorities published additional comments on the findings.[15][16]
The two accidents killed 346 people. Aviation authorities grounded the MAX worldwide in March 2019. The FAA's United States emergency order applied to the 737-8 and 737-9; other national authorities issued their own directives.[17][18]
Redesign and return to service
The FAA and other authorities reviewed the flight-control design, system safety analysis, crew procedures and training. FAA Airworthiness Directive 2020-24-02 required four principal design actions before return to service:
new flight-control computer software, including safeguards against erroneous MCAS activation;
cockpit-display software that provides an angle-of-attack disagree alert;
new and revised Airplane Flight Manual procedures; and
changed routing of horizontal-stabiliser trim wiring.
Operators also had to perform an angle-of-attack sensor-system test and an operational-readiness flight for each stored aircraft. The revised MCAS compares both angle-of-attack sensors, is limited in authority and cannot repeatedly activate for the same high-angle-of-attack event.[19][10]
The FAA rescinded its grounding order on 18 November 2020 after a 20-month review, but that action did not immediately return every aircraft to service. Each operator required approved training revisions, mandated maintenance and compliance with the airworthiness directive; other regulators made their own validation decisions and schedules.[11][18]
Production and operations
The 737-8 is the highest-volume member of the MAX family. Boeing's current family page reports approximately 7,000 firm MAX orders across all variants, while Boeing reported more than 2,300 MAX-family deliveries through June 2026. Neither figure is a 737-8-only total, and order conversions between MAX variants can change the model split.[6][20]
The type serves network, low-cost, leisure and charter airlines. Operators include Southwest Airlines, United Airlines, American Airlines, Air Canada, flydubai, GOL, Air India Express and members of the Lion Air group. The 737-8-200 has been adopted for high-density low-cost operation, including by Ryanair-group airlines. This list is illustrative rather than a dated airframe census.
Current fleet and registration records should distinguish aircraft built but not yet delivered, stored aircraft, leased aircraft and active airline service. A Boeing order or original delivery announcement does not establish present operator or status.
Related pages
Sources
Boeing 737 MAX — Boeing
FAA summary of the 737 MAX review — Federal Aviation Administration
FAA 737 MAX reading room — Federal Aviation Administration
Lion Air Flight 610 final report — Komite Nasional Keselamatan Transportasi
Ethiopian Airlines Flight 302 final report — Ethiopian Aircraft Accident Investigation Bureau