Sep 19, 2017, 10:25 am
Last edit by: 24left
Jan 18 2021 TC issues Airworthiness Directive for the 737 MAX
Link to post https://www.flyertalk.com/forum/32976892-post4096.html
Cabin photos
Post 976 https://www.flyertalk.com/forum/29534462-post976.html
Post 1300 https://www.flyertalk.com/forum/29780203-post1300.html
Cabin Layout
Interior Specs can be found here https://www.aircanada.com/ca/en/aco/home/fly/onboard/fleet.html
- Window seats may feel narrower to come as the armrests are placed "into" the "curvature" of the cabin.
- Seats with no windows feel even more narrower as there is no space created by the curvature of window.
- All bulkhead seats have very limited legroom.
- Seats 15A, 16A, 16F, 17A and 17F have limited windows.
- Exit rows 19 and 20 have more legroom than regular preferred seats.
Routes
The 737 MAX is designated to replace the A320-series. Based on announcements and schedule updates, the following specific routes will be operated by the 737 MAX in future:
YYZ-LAX (periodic flights)
YYZ-SNN (new route)
YUL-DUB (new route)
YYZ/YUL-KEF (replacing Rouge A319)
YYT-LHR (replacing Mainline A319)
YHZ-LHR (replacing Mainline B767)
Hawaii Routes YVR/YYC (replacing Rouge B767)
Many domestic trunk routes (YYZ, YVR, YUL, YYC) now operated by 7M8, replacing A320 family
Link to post https://www.flyertalk.com/forum/32976892-post4096.html
Cabin photos
Post 976 https://www.flyertalk.com/forum/29534462-post976.html
Post 1300 https://www.flyertalk.com/forum/29780203-post1300.html
Cabin Layout
Interior Specs can be found here https://www.aircanada.com/ca/en/aco/home/fly/onboard/fleet.html
- Window seats may feel narrower to come as the armrests are placed "into" the "curvature" of the cabin.
- Seats with no windows feel even more narrower as there is no space created by the curvature of window.
- All bulkhead seats have very limited legroom.
- Seats 15A, 16A, 16F, 17A and 17F have limited windows.
- Exit rows 19 and 20 have more legroom than regular preferred seats.
Routes
The 737 MAX is designated to replace the A320-series. Based on announcements and schedule updates, the following specific routes will be operated by the 737 MAX in future:
YYZ-LAX (periodic flights)
YYZ-SNN (new route)
YUL-DUB (new route)
YYZ/YUL-KEF (replacing Rouge A319)
YYT-LHR (replacing Mainline A319)
YHZ-LHR (replacing Mainline B767)
Hawaii Routes YVR/YYC (replacing Rouge B767)
Many domestic trunk routes (YYZ, YVR, YUL, YYC) now operated by 7M8, replacing A320 family
Air Canada Selects Boeing 737 MAX to Renew Mainline Narrowbody Fleet
Oct 11, 2019, 12:59 pm
#3286
Join Date: May 2015
Location: Vancouver
Programs: Aeroplan, Mileage Plus, WestJet Gold, AMEX Plat
Posts: 2,026
AA are planning a return to service on January 16, 2020.
Newsroom - An Update on the Boeing 737 MAX - American Airlines Group, Inc.
Ron.
Newsroom - An Update on the Boeing 737 MAX - American Airlines Group, Inc.
Ron.
What is interesting is the footnote (FAQ)..... "A flight that was not scheduled as a MAX flight might be canceled to enable our team to cover a MAX route with a different aircraft, in order to affect the smallest number of customers. In total, approximately 140 flights will be canceled per day through Jan. 15."
AA and AC have about the same number of MAX aircraft. AA having to cancel 140 per day is quite the number. My impression was AC was better able to manage the grounding within their scheduled or was that just good marketing on the part of AC.
Oct 11, 2019, 4:45 pm
#3288
FlyerTalk Evangelist
Join Date: Jun 2003
Location: YYC
Posts: 23,807
Full Joint Authorities Technical Review (JATR) report:
https://www.faa.gov/news/media/attac...A_Oct_2019.pdf
FAA has already said they would consider all the recommendations. Boeing isn't going to like it, and I would guess the Max isn't going to back any time soon.
https://www.faa.gov/news/media/attac...A_Oct_2019.pdf
FAA has already said they would consider all the recommendations. Boeing isn't going to like it, and I would guess the Max isn't going to back any time soon.
Oct 11, 2019, 5:49 pm
#3289
Join Date: Feb 2009
Location: YYC
Programs: BA bronze, Aeroplan peon
Posts: 4,746
Oct 13, 2019, 8:25 am
#3292
Join Date: Dec 2011
Location: YYZ
Programs: AC SEMM / HH Diamond
Posts: 3,167
Full Joint Authorities Technical Review (JATR) report:
https://www.faa.gov/news/media/attac...A_Oct_2019.pdf
FAA has already said they would consider all the recommendations. Boeing isn't going to like it, and I would guess the Max isn't going to back any time soon.
https://www.faa.gov/news/media/attac...A_Oct_2019.pdf
FAA has already said they would consider all the recommendations. Boeing isn't going to like it, and I would guess the Max isn't going to back any time soon.
The report includes 12 overall categories of recomendations, for everything from the cerification process to human factors and training. Of particular note, and presumably this will have a significant bearing on the return to flight schedule, is recomendation 3. Which is actually 17 recomendations, from 3.1 to 3.17. Recomendation three is not about the process, but about the MAX itself. Specifically:
Recommendation R3
Based on the JATR team’s observations and findings related to the certification of the B737 MAX flight control system and related interfaces, JATR team members recommend that the FAA review the B737 MAX compliance to 14 CFR §§ 25.1329 (Flight Guidance System), 25.1581 (Airplane Flight Manual – General), and 25.201 (Stall Demonstration) and ensure the consistent application and interpretation of regulatory guidance material for the system safety assessment, handling qualities rating method, and conformity requirements for engineering simulators and devices. Should there be a non-compliance, the root cause should be identified and measures implemented to prevent recurrence.
Based on the JATR team’s observations and findings related to the certification of the B737 MAX flight control system and related interfaces, JATR team members recommend that the FAA review the B737 MAX compliance to 14 CFR §§ 25.1329 (Flight Guidance System), 25.1581 (Airplane Flight Manual – General), and 25.201 (Stall Demonstration) and ensure the consistent application and interpretation of regulatory guidance material for the system safety assessment, handling qualities rating method, and conformity requirements for engineering simulators and devices. Should there be a non-compliance, the root cause should be identified and measures implemented to prevent recurrence.
Finding F3.5-B: The FAA-accepted Boeing flight test technique of freezing column deflection at the onset of EFS was perceived by the JATR team as possibly not meeting the requirements of § 25.201 for natural stall identification from nose-down pitch, not readily arrested.
Oct 13, 2019, 11:26 am
#3295
Join Date: May 2015
Location: Vancouver
Programs: Aeroplan, Mileage Plus, WestJet Gold, AMEX Plat
Posts: 2,026
I finally had a chance to read the report. Interesting stuff.
The report includes 12 overall categories of recomendations, for everything from the cerification process to human factors and training. Of particular note, and presumably this will have a significant bearing on the return to flight schedule, is recomendation 3. Which is actually 17 recomendations, from 3.1 to 3.17. Recomendation three is not about the process, but about the MAX itself. Specifically:
I imagine that even conducting those reviews could take significant additional time - because there are several current flight test techniques that are called out "as possibly not meeting the requirements"
And of course if there is a non-compliance found, using any new & presumably more stringent test processes, then finding and fixing the problem will take even more time.
The report includes 12 overall categories of recomendations, for everything from the cerification process to human factors and training. Of particular note, and presumably this will have a significant bearing on the return to flight schedule, is recomendation 3. Which is actually 17 recomendations, from 3.1 to 3.17. Recomendation three is not about the process, but about the MAX itself. Specifically:
I imagine that even conducting those reviews could take significant additional time - because there are several current flight test techniques that are called out "as possibly not meeting the requirements"
And of course if there is a non-compliance found, using any new & presumably more stringent test processes, then finding and fixing the problem will take even more time.
Oct 13, 2019, 5:57 pm
#3297
FlyerTalk Evangelist
Join Date: Jun 2003
Location: YYC
Posts: 23,807
That came up two or three days ago. Cynics claim this is totally cosmetic, since his replacement was already on the board and quite supportive. But who knows, maybe we should wait for the second shoe?
Oct 14, 2019, 5:08 pm
#3298
Join Date: May 2013
Location: YYT/YYC/TPE
Programs: AC SE, UA, National Exec Elite, Nexus, GE
Posts: 1,810
It has been almost seven months since the 737MAX aircrafts have been grounded, and aside from the first couple of months when the impacts of equipment swaps and rescheduling were felt significantly, everything seems normal now. At this point, the only entity that really needs the MAX back in the skies is Boeing. The pilots can be re-trained for other types; airlines that didn't put all their eggs in one basket have coped with the impact rather well; and passengers can't really tell the difference.
I personally don't care if the MAX flies again at all. There are more Rouge flights for YYT now, but some of us already assumed it was only a matter of time before AC rouges most domestic routes.
I personally don't care if the MAX flies again at all. There are more Rouge flights for YYT now, but some of us already assumed it was only a matter of time before AC rouges most domestic routes.
Oct 14, 2019, 5:32 pm
#3299
FlyerTalk Evangelist
Join Date: Jun 2003
Location: YYC
Posts: 23,807
It has been almost seven months since the 737MAX aircrafts have been grounded, and aside from the first couple of months when the impacts of equipment swaps and rescheduling were felt significantly, everything seems normal now. At this point, the only entity that really needs the MAX back in the skies is Boeing. The pilots can be re-trained for other types; airlines that didn't put all their eggs in one basket have coped with the impact rather well; and passengers can't really tell the difference.
I personally don't care if the MAX flies again at all. There are more Rouge flights for YYT now, but some of us already assumed it was only a matter of time before AC rouges most domestic routes.
I personally don't care if the MAX flies again at all. There are more Rouge flights for YYT now, but some of us already assumed it was only a matter of time before AC rouges most domestic routes.
Oct 14, 2019, 7:08 pm
#3300
Join Date: Jan 2014
Programs: Amtrak Guest Rewards (SE), Virgin America Elevate, Hyatt Gold Passport (Platinum), VIA Preference
Posts: 3,134
There are more Rouge flights left and right, YYC-YYZ, YYC-YUL etc. On route that were never intended to go Rouge. Using 763s, which are awful both in J and Y. But yes, that's te way AC is coping. OTOH that the A223 is starting to arrive and enters in service late January may turn out to be a very good thing for AC. Especially if, as it smells at this point, the return of the Max gets further delayed. If they really address seriously the issues raised in the JATR report, which the FAA has said they would, could easily be six months, more like over a year. If the Max does not return before the next recession, many airlines might be happy to do without at that point, very possibly including AC. Mind you, the world needs two strong competing plane makers, so we should hope Boeing redeems themselves and eventually survive in a somewhat chastized mood.
To the extent that anything saves Boeing from themselves, I would expect it to be the possibility of Airbus "sandbagging" a few Chinese order bids (if their queue gets too full) as retaliation for the hacking "thing" in Europe recently. The bigger issue, though, is that Airbus doesn't have the production capacity to totally displace Boeing.