Boeing to geing planning 737 replacement?

Climb rates on narrow bodied bus’s are similar to equivalent 737’s below FL200 (where almost all the weather is).

Be carefull, airbus fans will have you beleive the A320 is the best 😉

I think the fact that its the fastest plane ever to reach 1.500 units sold speaks for itself in my opinion.

Over 4300 737’s sold and counting.

Talking purely from a passenger view – the A320 is POS. The most unpleasant and uncomfortable flights I made were in the A320 series of aircrafts. The climb rate is bad, so that you get bumped around in the weather until enough fuel is burnt. They are louder and cheaper.
But I do generally preferBoeings anyway. I only prefer the A330 over a 767s.

Also there is a misunderstanding going on here. Common type ratings are a feature common to both Airbus and Boeing. What Airbus has that Boeing doesn’t (at present or currently planned) is the CCQ (cross crew qualification) which allows a pilot of an A318 to do an abridged conversion to an A340-600. Boeing would require a full course to convert from a 737-500 to a 747-400. The Boeing conversion takes 3 to 4 times as long.

[QUOTE=Bmused55]Be carefull, airbus fans will have you beleive the A320 is the bestQUOTE]

Well that depends on what aspect you’re talking about. If I needed to climb quickly to high altitude I’d want to be in a 737NG but if the vis is down to 75 meters you ain’t landing unless you’re in a bus. Nice question but unfortunately there is no definitive answer unless you chose to be more specific.

Why a new 737 ? 737NG is still the best plane in it market segment. It is winner. Perhaps a special version for South West, but that should be enough.

Be carefull, airbus fans will have you beleive the A320 is the best 😉

I think the fact that its the fastest plane ever to reach 1.500 units sold speaks for itself in my opinion.

Over 4300 737’s sold and counting.

Why a new 737 ? 737NG is still the best plane in it market segment. It is winner. Perhaps a special version for South West, but that should be enough.

As Whiskey Delta said you’d have to stretch the gear. This will be very complicated because not only has the gear to be extended, it will have to be moved further away from the fuselage as well. The gear is already as alrge as it can be. Any larger and the two gears would hit eachother.

and that is why I followed up that comment with…..

…but that would lead to a whole other list of problems.

Don’t forget to read the whole sentence. 😉

You also have weight to factor in.

I don’t think the 2 wheel main gears would stand up to more weight.

A stretched 737 maybe, to fill the void between the 737-900 and the 7E7?

As Whiskey Delta said you’d have to stretch the gear. This will be very complicated because not only has the gear to be extended, it will have to be moved further away from the fuselage as well. The gear is already as alrge as it can be. Any larger and the two gears would hit eachother.

I don’t know if they can stretch that frame much longer, they already have issues with tail strikes on the -900’s. The only way to do that would be to raise the gear but that would lead to a whole other list of problems.

A stretched 737 maybe, to fill the void between the 737-900 and the 7E7?

Why? The 737NG is not old

A smaller 7E7? Maybe he mean the 7E7-3?

I thought the 7E7 was supposed to replace the 767 and 757 whereas the new lengthier 737’s were aimed at the 757 market too? Didn’t Boeing say something to that effect in their statement concerning the closure of the 757 production line the other day ?

The increased capabilities of Boeing’s newest 737 and its future 7E7 will fill the market now served by the 757, Boeing officials say.

There you go. 🙂

The A319/319/320/321 can be flown using one licence…

So can the 737 Classic and NG’s. Southwest, Delta and Continental are a few that operate both. Pilots are qualified to fly both with their single type rating.

no no, the 7E7 is primarily a 757 replacement.

This is is more targetted at the 737.

I thought the 7E7 was supposed to replace the 767 and 757 whereas the new lengthier 737’s were aimed at the 757 market too? Didn’t Boeing say something to that effect in their statement concerning the closure of the 757 production line the other day ?

there is no articles in airliner world september issue about southwest or a new aircraft to replace the 737.

[QUOTE=Whiskey Delta]But how successful have they been? The A318/319/320/321 series is no different than the 737-100/200/300/400/500/600/700/800/900 series. [QUOTE]

Wouldnt agree with that as the only things in the Flight Deck the same are the overhead and the pedestal area. The displaying of flight data etc on the NGs and older -100/-200/-300 etc is done on guages instead.

The A319/319/320/321 can be flown using one licence and when switching to the A330/A340 is alot less time wise than switching between the Boeing range.

I would agree that Airbus are now moving away from this good PR as the A380 has hardly anything (im told not even fcu!) the same as the rest of range. Only bits for sure to be same are the RMP and ACP

Sounds like a 757 replacement too?

no no, the 7E7 is primarily a 757 replacement.

This is is more targetted at the 737.

Sounds like a 757 replacement too?

i suppose you can only stretch so much life out of an airframe

Thats what i was pointing at Sandy