The Boeing 737 MAX 10 is Boeing's newest single-aisle plane. It stretches the fuselage of the 737 MAX 9 and is intended to match the company's biggest thorn in its side: the Airbus A321neo. On the other side of the Atlantic, Airbus has been busy as well. It recently certified a long-range version of its largest narrowbody, dubbed the A321XLR, and the aircraft has accumulated over 500 orders to operate long-distance flights to smaller markets.
Boeing 737 MAX 10
- Launch Customer(s)
- United Airlines
- Length
- 143 ft 8 in (43.8 m)
- Wingspan
- 117 ft 10 in (35.9 m)
- Height
- 40 ft 4 in (12.3 m)
The Airbus A320 and Boeing 737 are the two most successful jet aircraft families in history, but where Boeing has struggled is in selling large narrowbodies. The 737-600 and A318 were both duds, while the 737-700 sold almost as many copies as the A319, which came out earlier. The 737-800 outsold the A320, but the A321 dramatically outsold the 737-900 and 737-900ER, a trend that continued with the NEO and MAX versions. The 737 MAX 10 is meant to be a more serious threat to the A321neo's dominance, but how does it actually compare?
What Does The 737 MAX 10 Offer
When developing the 737 MAX series, Boeing essentially took the existing 737NG models and gave them new CFM LEAP engines, along with aerodynamic and technological updates. The 737-600 was dropped, while the rest of the 737NG variants became the 737 MAX 7, MAX 8, and MAX 9. The MAX 10 is a further stretch of the MAX 9, with a larger capacity, more powerful engines, and new landing gear, to boost field performance.
The launch customer of the 737 MAX 10 is 
United Airlines, which is also the largest customer. A United 737 MAX 9 is configured to seat 179, while the carrier's new A321neo aircraft seats 200. Official MAX 10 seat maps have not been released, but it's generally reported that the plane will seat 10 more passengers than a 737 MAX 9, bringing the total to 189. As a point of comparison, Delta Air Lines also has MAX 10s on order, while flying 737-900ERs configured with 180 seats and A321neos that seat 194.
In terms of range, the A321XLR can fly a whopping 4,700 NM (8,700 KM). The 737 MAX 9, meanwhile, can travel 3,300 NM (6,100 KM). The 737 MAX 10's range is 3,100 NM (5,700 KM). For the premium that Boeing charges for the 737 MAX 10, therefore, airlines are getting more seats, but fewer than an A321neo, and it has a shorter range than a 737 MAX 9, let alone an A321XLR. When do airlines start to see something for their money?
The Bright Spots Of The 737 MAX 10
Fortunately for airlines, the 737 MAX 10 has several strong points. The fundamental problem with the 737-900ER and later MAX 9 is that although the planes burned less overall fuel, the A321 was so much bigger that it cost less to operate per seat. The stretch that created the 737 MAX 10 addresses this, with cost-per-seat metrics that should be much more competitive. Furthermore, Boeing integrated a new "telescoping" landing gear that should improve field performance, a notable weakness for previous large 737s.
The 737 MAX 10 is now competitive to the A321neo, and Boeing even claims that it has the lowest cost-per-seat figures of any aircraft in its class. What this means is that 737 operators now get an Airbus A321neo while receiving an aircraft that can be seamlessly integrated into their fleet. Although it doesn't seat quite as many passengers as the Airbus, it is very close, and it's worth pointing out that the previously mentioned United A321neo is the densest of any full-service US airline.
| Airline | 737-900ER capacity | A321neo capacity |
|---|---|---|
| American Airlines | N/A, ordered 737 MAX 10s | 196 |
| Alaska Airlines | 178 | N/A |
| Delta Air Lines | 180 | 194 |
| United Airlines | 179 | 200 |
Furthermore, while the 737 MAX 10's range is the lowest of the MAX family, it's still quite respectable. The plane can operate flights like US transcons, California to Hawaii, Europe to the Canaries, and Seoul to Singapore. It's plenty capable in its own right. The aircraft is also available sooner if current EIS targets are met, and it's cheaper too. The 737 MAX 10 is essentially the value buy in this segment, with a focus on short-haul performance and seamless integration for 737 operators.
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What Is The A321XLR?
The Airbus A321neo is now the best-selling aircraft variant of all time. It's essentially the same size as the old Boeing 757-200, however, it didn't have the range before, owing to lower weights and a smaller wing. So, for operators looking to fly long-distance routes with single-aisle aircraft, either as a new operation or with 757s, Airbus created the A321XLR.
Airbus had done this before with the A321LR, but the XLR has significantly more changes. The A321LR was essentially just a standard A321neo with three auxiliary center tanks (ACT) and a higher MTOW. The A321XLR still comes with an optional fuel tank, but its main trick up its sleeve is a new integrated rear tank. It's larger than the ACTs, carries far more fuel, weighs less, and takes up less space in the cargo hold.
Along with the fuel tank, the A321XLR also has another MTOW boost, this time to 101T. To achieve this, Airbus strengthened the landing gear while introducing a simpler flaps design to help offset overall weight gains. These were enhanced with software updates to preserve field performance. All in all, it was a relatively cheap project for Airbus.
How The A321XLR And 737 MAX 10 Differ In Their Intent
The 737 MAX 10 is Boeing's response to a key weakness in its single-aisle lineup. The 737NG was an excellent aircraft family, and the 737-800 was particularly extraordinary, selling slightly more than the A320-200 despite coming out a decade later. But Airbus ran away with high-margin A321 sales, and Boeing wanted in. The 737 MAX 10 will be the most expensive MAX aircraft, and its operating economics have made it an attractive choice for airlines.
At Airbus, the A321XLR is an incremental improvement to catch more high-margin sales. It targets a market that Boeing cannot touch, and existing uses of A321LRs show that there is a place for such an aircraft. For airlines, the plane is economical, while Airbus put in a small investment that has yielded even more sales, with a premium put on the aircraft due to its market position as the only long-range narrowbody currently being sold.
| Airline | Initial A321XLR routes |
|---|---|
| Iberia | Madrid to Boston, Madrid to Washington-Dulles |
| Aer Lingus | Dublin to Nashville, Dublin to Cleveland, Dublin to Indianapolis |
The A321XLR is Airbus further milking its cash cow, while Boeing is attempting to establish itself as a major player in selling large narrowbodies. The 737 MAX 10 is shaping up to be a lucrative aircraft, and it simply doesn't compete with the A321XLR. Its target is the base A321neo, a heavier aircraft that can't fly as far without extra fuel tanks, which add weight and take up cargo space. This is without a doubt Boeing's best answer to the A321 yet.
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The Impact Of The 737 MAX 10 Versus The A321XLR
The A321XLR is ultimately a niche product. It's designed to serve a specific role with a market that some question the viability of. Although Airbus advertises that the plane can be used on short-haul flights as easily as the standard model, the fact remains that it's a heavy aircraft, which results in higher fuel burn. However, short flights are what the 737 MAX 10 is designed for.
The CFM LEAP-1B is optimized to save fuel during climbs, in particular. Additionally, the 737 MAX 10 is lighter than the Airbus A321neo, and its wing is a generation newer than the wing on the Airbus. This makes it competitive even on longer flights closer to its range limits. 557 737-900s and 737-900ERs were made, while the 737 MAX 9 has received fewer than 400 orders. Meanwhile, over 1,200 examples of 737 MAX 10s have been purchased already, despite the plane not being in service yet.
| Variant | Number ordered |
|---|---|
| A321neo | 6,991 |
| 737 MAX 9 | 324 |
| 737 MAX 10 | 1,200 + |
The 737 MAX 10 isn't as capable as the A321XLR, but it does its job incredibly well. It's a cost-effective weapon for airlines to move people across short distances. Meanwhile, over 550 A321XLRs have been ordered, a respectable number given the lower development costs, but it is not a mainstream plane. The 737 MAX 10 is a mainstream aircraft, targeting the bulk of the single-aisle market.
The Rundown Of 737 MAX 10 Versus A321
Boeing needed an answer to the A321neo, and the 737 MAX 9 wasn't cutting it. Some airlines converted MAX 9 orders to the 737 MAX 10, while the variant also attracted new customers. Although the A321neo remains more popular, the 737 MAX 10 is already proving itself to be an excellent choice for airlines that don't require insane range or short-field performance.
The A321XLR was Airbus taking advantage of an untapped market with an aircraft well-suited for the job. But it's a comparatively small market. Most of the world's flights don't require a heavy aircraft with a 4,700 NM range, but rather the standard A321neo. Now, Boeing has a serious competitor, and although the A321XLR may be operating the more exciting routes, it's the new MAX 10 that will likely see the stronger sales, leaving more of an impact on our world.
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