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
Aug 3, 2020, 6:14 pm
#3931
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Looks like a total redesign of the computer systems is being required - buh-bye to a return to service in 2020
https://www.faa.gov/news/media/attac...-R3-8-3-20.pdf
https://www.faa.gov/news/media/attac...-R3-8-3-20.pdf
Aug 4, 2020, 5:41 am
#3932
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Looks like a total redesign of the computer systems is being required - buh-bye to a return to service in 2020
https://www.faa.gov/news/media/attac...-R3-8-3-20.pdf
https://www.faa.gov/news/media/attac...-R3-8-3-20.pdf
This is estimated to be $14000 per aircraft. Southwest, which has the largest number in their fleet, calculates this to be less than $500K. For AC, this would be a total of roughly $336K.
https://www.flyertalk.com/articles/b...&utm_campaign=
That does not seem like a total redesign by any imagination. The public has 45 day to comment on the proposed changes once it is published - the date of publication not yet being announced.
Aug 4, 2020, 9:11 am
#3933
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Slight exaggeration:This proposed AD would require installing new flight control computer (FCC) software, revising the existing Airplane Flight Manual (AFM) to incorporate new and revised flightcrew procedures, installing new MAX display system (MDS) software, changing the horizontal stabilizer trim wire routing installations, completing an angle of attack sensor system test, and performing an operational readiness flight.
This is estimated to be $14000 per aircraft. Southwest, which has the largest number in their fleet, calculates this to be less than $500K. For AC, this would be a total of roughly $336K.
https://www.flyertalk.com/articles/b...&utm_campaign=
That does not seem like a total redesign by any imagination. The public has 45 day to comment on the proposed changes once it is published - the date of publication not yet being announced.
This is estimated to be $14000 per aircraft. Southwest, which has the largest number in their fleet, calculates this to be less than $500K. For AC, this would be a total of roughly $336K.
https://www.flyertalk.com/articles/b...&utm_campaign=
That does not seem like a total redesign by any imagination. The public has 45 day to comment on the proposed changes once it is published - the date of publication not yet being announced.
Arguably this remains merely a better though of bandaid solution. To the satisfaction of Boeing , some US operators, but who else?
Aug 4, 2020, 10:59 am
#3934
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Are you suggesting that AC is in bed with TC and will be lobbying TC to make return-to-service requirements stricter than the FAA in an effort to glean more concessions from Boeing and/or cancel (sell back) the -MAX fleet?
Aug 4, 2020, 11:48 am
#3935
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Slight exaggeration:This proposed AD would require installing new flight control computer (FCC) software, revising the existing Airplane Flight Manual (AFM) to incorporate new and revised flightcrew procedures, installing new MAX display system (MDS) software, changing the horizontal stabilizer trim wire routing installations, completing an angle of attack sensor system test, and performing an operational readiness flight.
This is estimated to be $14000 per aircraft. Southwest, which has the largest number in their fleet, calculates this to be less than $500K. For AC, this would be a total of roughly $336K.
https://www.flyertalk.com/articles/b...&utm_campaign=
That does not seem like a total redesign by any imagination. The public has 45 day to comment on the proposed changes once it is published - the date of publication not yet being announced.
This is estimated to be $14000 per aircraft. Southwest, which has the largest number in their fleet, calculates this to be less than $500K. For AC, this would be a total of roughly $336K.
https://www.flyertalk.com/articles/b...&utm_campaign=
That does not seem like a total redesign by any imagination. The public has 45 day to comment on the proposed changes once it is published - the date of publication not yet being announced.
Aug 4, 2020, 1:27 pm
#3936
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Join Date: Jun 2003
Location: YYC
Posts: 23,791
But just like the FAA surely could not totally ignore that the future of Boeing might be at stake hence not quite going as far as they might have wished, Canadian authorities might not be totally immune to the implications of their decisions. And be more willing to go as far as the FAA might have wished. :-)
And AC might be praying for that... :-)
Aug 4, 2020, 2:00 pm
#3937
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Implementation of the fixes that were likely tested on the recertification flights, the cost of which has been incurred by Boeing during the redesign phase. Boeing will also likely be picking up the cost of retrofitting existing and to be delivered aircraft. Boeing continues to account for these charges in their quarterly results (as required). As to whether all of this is completed before 2021 is debatable, but it seems likely the aircraft is returning to service in the not too distant future (at least in the US).
Aug 4, 2020, 7:18 pm
#3938
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A better way of looking at it is TC has am obligation to consult with Canadian industry that may be impacted by its decisions. That would be WS, AC and SW. I could see the Canadian airlines making it clear they don't see any urgency and would be happier with a proper longer term decision rather that a short term stop gap.
Aug 5, 2020, 12:55 pm
#3939
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Aug 5, 2020, 6:04 pm
#3941
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Meanwhile, EASA "has no firm date."
https://www.reuters.com/article/us-b...-idUSKCN2501LC
Plus, article also mentions Canada:
https://www.reuters.com/article/us-b...-idUSKCN2501LC
Plus, article also mentions Canada:
EASA reiterated it would only return the aircraft to service once it felt it was safe.
“In general, good progress has been made but there is still some work which Boeing needs to complete,” the spokeswoman said.
“In the light of this position, and in common with the FAA, we cannot yet predict a firm schedule for the return to service and the ungrounding of the aircraft in Europe.”
EASA scrutiny is one of a number of hurdles to a widespread return to service, including getting Canadian approval and a public comment period of 45 days on the FAA’s proposed changes, as well as finalising a new set of pilot-training procedures.
“In general, good progress has been made but there is still some work which Boeing needs to complete,” the spokeswoman said.
“In the light of this position, and in common with the FAA, we cannot yet predict a firm schedule for the return to service and the ungrounding of the aircraft in Europe.”
EASA scrutiny is one of a number of hurdles to a widespread return to service, including getting Canadian approval and a public comment period of 45 days on the FAA’s proposed changes, as well as finalising a new set of pilot-training procedures.
Aug 5, 2020, 7:11 pm
#3943
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Aug 7, 2020, 5:03 pm
#3944
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The new software has already been developed. What do you think was installed in the aircraft that was used for the certification flights? The per-aircraft costs are documented in the FAA NPRM.
Aug 8, 2020, 12:21 am
#3945
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There is still data that likely needs to be analyzed from those flights - the end is nowhere near.