Boeing 737 MAX Surpasses 2,000 Orders

Finally, what’s the difference between either and the Embraer 170…what design and engineering differences make one a “RJ”?

From my own point of view, it would seem to be the airline’s contracts with their pilots!

In terms of efficiency though, the A318 and the 737-600 have shown that a fuselage that fits 3+3 just doesn’t scale well down below ~140 seats (single class). Too much tail volume, fuselage weight and wetted area for what your getting back; although the oversized wings aren’t helping.

It’ll be interesting to see how the 3+2 arrangement goes in the CSeries,c we’ll see if that niche between 100-150 seats large enough for a full dedicated program.

Since I let my subscription to Aviation Week lapse, I haven’t followed the race.
It was rather like keeping track of sports standings…

So I looked at Wiki…and see it’s roughly 2660 for Airbus and 2000 for Boeing….that’s a lot of jets.

I’d love to know what prompts an airline to buy one over the other, for years it was said Airbus had better financing, especially for startup and small operators, for others firms its fleet commonality, for others…I’m sure its politics and the pressure to buy “local”.

As far as age of designs, the basic 737 s 50 years old, but the 320 family isn’t that much younger.
I’d imagine both firms have fixed any trouble issues and done things to improve reliability/dispatch rates…if not lower operating costs.

Finally, what’s the difference between either and the Embraer 170…what design and engineering differences make one a “RJ”?

The success of the Max is really sticking in the craw of some avid Bus fans on the internet.

Given the posts in this thread, I’ll assume that is directed at me and will respond as such.

How small, insecure and paranoid you must feel if you think any questioning of information is a direct attack on Boeing.

“how the Max, a 60 year old design, can garner so many orders” is a result of great engineers thinking of excellent innovations then having the skill to execute their vision, as well as being able to refine existing concepts to a highly optimal state.

Great engineering is great engineering, regardless of whether it is done in Seattle, Saint Louis, Everett, Toulouse, Filton, Hamburg, Beijing, Shanghai or Moscow.

If anyone here is deluded enough to think the sun shines out Airbus’ ar$€, then they are complete fools. The corporate levels of Airbus are borderline inept at times, with some of the engineering quality of similar standard.

The success of the Max is really sticking in the craw of some avid Bus fans on the internet. They cannot make sense of “how the Max, a 60 year old design, can garner so many orders when the A320 NEO is clearly superior.” :stupid:

I just roll my eyes and skip post those posts. :rolleyes:

There is a list of customers on Wikipedia : https://en.wikipedia.org/wiki/List_of_Boeing_737_MAX_orders

There are a load of NG orders that surely will not be built now. So, how many of these are actually replacement orders for the NG’s that as it stood would have been delivered after the Max was in service.

The article is very brief but I would imagine firm orders.

Is that orders, commitments or options?

Kinda hard to keep track of all the legalese used these days.