The 737-8200 flies like a 737-800. Most differences are physical or in how the displays look.

Throughout this page the 737-8200 is the MAX and the 737-800 is the NG. Chapters follow the system chapters and are added over time.

• No changes to memory items or procedure flows, only minor step changes and a few non-normal checklists.
• Same handling in pitch, roll and yaw, and the same landing-minima category (CAT C).
• The LEAP-1B has thrust characteristics similar to the CFM56-7B.
• The MAX Display System shows the same information as the NG, mostly restyled, not re-engineered.

More seats and a bigger engine drive nearly every airframe difference.

RedesignWeights

The MAX seats 197 against 189 on the NG, so every certified weight is higher. Use the figures on each aircraft’s Weight Certificate.

RedesignDimensions

Practically the same length (~39.5 m) and wingspan (35.79 → 35.92 m). The number that matters is winglet ground clearance.

Key differences at a glance

• RedesignAdvanced technology winglets: taller blades with only 3.1 m clearance (vs 3.9 m), damage-prone on stand and closer to the ground in the flare. Worth ~1 to 1.8% fuel.
• RedesignLEAP-1B engine: 69-inch fan (vs 61-inch), moved up and forward; 27,000 lb thrust (+1,000), bypass ratio ~9, about 15% less fuel and CO₂.
• RedesignTaller nose gear: strut 8 inches longer to keep the bigger engine clear of the ground, hence the higher nose.
• New FeatureNose-wheel intercom: an extra interphone jack and pilot call button in the nose wheel well, because the taller nose makes the ground power hatch harder to reach.
• New FeatureExtra mid exits: one Type II mid-exit door on each side for 197 passengers, adding LEFT / RIGHT MID EXIT door lights; cabin zones shift slightly.
• RedesignAPU inlet door: three positions, ground/open (~45°), in-flight (~17°) and closed. All APU cooling air now comes through this door.
• RedesignRedesigned tailcone: no tail vortex generators, ~1% less drag, and an extra strobe and position light on each side.
• RedesignFlight deck: mostly presentation (MDS vs CDS); four circuit breakers move from the aisle stand to the P6 panel.

Engine start and handling are detailed in Engines / APU; display changes in Flight Instruments, Displays.

A new electronic bleed air system, same operation, smarter indications.

The 737-8200 uses an all-new, electronically controlled and pneumatically actuated bleed air system. It takes bleed air from the 4th and 10th compressor stages (vs the 5th and 9th on the NG), a single engine bleed can feed both packs in flight, and it detects and isolates faults on its own. What you do at the panel does not change.

Key differences at a glance

• RedesignNew FeatureBLEED light (was BLEED TRIP OFF): still lights for over-temperature or over-pressure, but now also for under-pressure or a system fault, which may not be resettable. A new BLEED non-normal checklist replaces BLEED TRIP OFF.
• New FeatureConfiguration check: both BLEED lights come on 45 seconds after flap retraction if both bleed switches are left OFF after take-off or go-around. Turning either switch ON clears a configuration light.
• RedesignNew FeaturePACK light: adds two cases, a Flow Control Valve stuck closed, and the same post-take-off configuration logic (both lights if both pack switches are OFF; either ON clears it).
• RedesignCross bleed start: extra thrust is normally not needed to reach the 30 PSI duct pressure to start the second engine, the NG needs additional thrust.
• RedesignRAM DOOR FULL OPEN lights: removed, they were not used in normal or non-normal procedures.
• New FeatureEQUIP SMOKE light: illuminates when smoke is detected in the equipment cooling system and clears 30 seconds after it is gone; the supply OFF lights move to the top of the panel, with a new non-normal checklist.

New automatic engine-core protection, and anti-ice valve lights that switch from blue to amber.

The anti-ice system now draws bleed air from the 4th and 10th compressor stages (vs the 5th and 9th on the NG), and both the engine and wing anti-ice indications change. The way you operate the switches is unchanged.

Key differences at a glance

• New FeatureEngine core anti-ice: the LEAP-1B adds core heating. The EEC directs bleed air to the engine core automatically as needed, no crew action and no indication in normal operation.
• New FeatureENG ANTI-ICE light: a new amber annunciator (none on the NG). It lights if cowl anti-ice is inhibited by a failure, or if an engine core anti-ice valve fails closed, with its own non-normal checklist.
• RedesignValve lights, blue to amber: all anti-ice valve lights are now amber, renamed (COWL VALVE OPEN → COWL VALVE; L/R VALVE OPEN → L/R VALVE). They flash amber in transit and are extinguished once the valve reaches the commanded position, open or closed.
• New FeatureDisagreement alerting: if a valve disagrees with its switch, the light stays on and MASTER CAUTION illuminates after about 6 seconds, the NG only shows a steady bright-blue light.
• RedesignWing valve lights on the ground: when the wing valves close for high thrust or a duct over-temperature, the lights are now inhibited on the ground instead of showing blue.

Full valve indications and idle logic are in the Anti-Ice, Rain system course.

New stall-protection and trim-monitoring logic in the autoflight system.

The flight control computer logic is updated (from FCC logic 11 to 12.1.2), adding several AFDS enhancements built around stick-shaker activation and stabiliser trim. “Amber bar” below means the minimum-manoeuvre-speed bar on the speed tape.

Key differences at a glance

• New FeatureAutopilot drops at the shaker: in pitch modes without minimum-speed reversion, the autopilot automatically disengages about 1 second after stick-shaker activation and cannot be re-engaged until speed is back above the amber bar.
• New FeatureFlight directors blank, then return: the FD bars are removed from the PFD at the same time and come back once speed is above the amber bar. The pitch mode may return different from the one selected (roll mode unchanged).
• New FeatureNose-up trim inhibit: the FCC inhibits autopilot nose-up stabiliser trim when the trailing-edge flaps are extended and speed is 3 knots or more into the amber bar.
• New FeatureCross FCC Trim Monitor: the two FCCs continuously cross-check each other’s trim commands (except on a dual-channel approach). A faulty FCC is locked out and the other supplies trim for the rest of the flight; SPEED TRIM FAIL may illuminate.

No differences.

Boeing lists no specific communications differences between the 737-800 and the 737-8200.

No system changes, but the generators were reshaped for the new engine.

The electrical system itself is unchanged. The only difference is hardware: the integrated drive generators (IDGs) were redesigned to fit around the LEAP-1B.

Key differences at a glance

• RedesignRedesigned IDGs: adapted to the shape of the LEAP-1B engine, with no change to how the system is operated.

A completely new engine with self-protecting controls, a longer start and several extra indications.

The 737-8200 is powered by two CFM LEAP-1B engines. The APU is the same unit as the NG, with a few indication changes. Most of the differences here are about the engine start and the new alerts you will see.

Key differences at a glance

• RedesignNew engine & ratings: LEAP-1B rated at 27K thrust, with TO-1 / TO-2 derates (10% / 20%) and temperature assumption available on all fixed thrust settings.
• New FeatureEOS & TCMA auto-shutdowns: the EEC shuts an engine down for a rotor overspeed (Electronic Overspeed), or on the ground if the engine will not follow an IDLE command (Thrust Control Malfunction Accommodation). Both show as ENG FAIL.
• New FeatureBowed Rotor Motoring: the start motors the engine at 18 to 24% N2 for 6 to 90 seconds to straighten a heat-bowed rotor, shown as MOTORING on the N2 display. This makes the overall start noticeably longer.
• New FeatureEOS / TCMA start self-test: moving the start lever to IDLE runs a test, fuel flow reads zero, the fuel shutoff valve cycles and ENG VALVE CLOSED stays bright blue (up to ~15 s) before the start continues.
• RedesignStart limits & EGT gauge: each normal start attempt is now limited to 3 minutes (was 2), the engine reaches stabilised idle more slowly, and EGT is a 4-digit gauge (vs 3-digit).
• New FeatureIcing idle: a fourth, highest idle set by the EEC in flight when engine anti-ice is ON with flaps and gear up; it ramps in between 30,400 ft and 22,000 ft.
• New FeatureTHRUST & FUEL FLOW alerts: new engine-display alerts. THRUST compares commanded and actual thrust, with an amber N1 command sector, blinking for 10 s (blinking inhibited near takeoff, landing and go-around).
• RedesignNew FeatureReverser alerts: REVERSER LIMITED replaces the NG REVERSER alert (reverse unavailable or limited to idle); new REVERSER COMMAND (reverser commanded in flight) and REVERSER AIR/GND (air-ground protection lost), each with its own checklist.
• RedesignAPU indications: same APU, but no EGT gauge and no blue MAINT light. A DOOR light replaces MAINT for the new three-position inlet door, lighting if the door is not in the commanded position after ~165 s.

No differences.

Boeing lists no specific fire protection differences between the 737-800 and the 737-8200.

A fly-by-wire spoiler system adds several automatic protections, and MCAS augments pitch feel at high angle of attack.

The 737-8200 is designed to fly like the 737-800. The big change is that the spoilers are now fly-by-wire, controlled by a Spoiler Control Electronics (SCE) unit, which enables the new functions below. All are designed to keep the MAX handling like the NG.

Key differences at a glance

• New FeatureFly-by-wire spoilers: the SCE electrically controls the flight spoilers (ground spoilers via a Ground Spoiler Control Module). A new SPOILERS light flags an inoperative spoiler pair.
• New FeatureManeuver Load Alleviation (MLA): at high load factor and gross weight it automatically bleeds off speedbrake to cut structural loads, transparent to you, and the lever does not move.
• New FeatureLanding Attitude Modifier (LAM): auto-deploys flight spoilers on approach to keep an NG-like pitch attitude and glidepath capture; the lever does not move and mild buffet is possible.
• New FeatureEmergency Descent Speedbrake (EDS): above 30,000 ft with a cabin-altitude warning active, selecting the flight detent raises the speedbrakes higher than normal for a faster emergency descent.
• New FeatureElevator Jam Landing Assist (EJLA): a new overhead switch that uses the flight spoilers, driven by control-column inputs, to control descent rate if the pitch controls jam (flaps 1+, autopilot off, per the checklist).
• RedesignStab trim cutout switches: now labelled PRI and B/U, and each one cuts out both main-electric and autopilot trim. Checklist actions are unchanged, both go to CUTOUT.
• RedesignNew FeatureSpeedbrake lights & logic: the DO NOT ARM / ARMED / EXTENDED lights move above the inboard displays and are SCE-driven; SPEEDBRAKES EXTENDED gains thrust-lever triggers, and the SCE blocks spoiler extension past the in-flight position.
• New FeatureMCAS in the Speed Trim System: adds nose-down stabiliser trim at high AOA (flaps up, autopilot off, Mach below 0.84, from 10 s after takeoff), with FCC 12.1.2 safeguards, AOA comparison (vanes disagreeing 5.5° or more with flaps up trips SPEED TRIM FAIL and the whole system), a Maximum Command Limit and single-activation logic. If either Speed Trim function fails, both are lost for the flight.

Four large displays with a new layout, the same information, presented differently, plus new roll-awareness alerts.

The 737-8200 uses four large-format display units (two inboard, two outboard) in place of the NG’s six. Most of this chapter is about how the information is arranged; a few genuinely new alerts are the exception.

Key differences at a glance

• RedesignFour large displays: two inboard and two outboard replace the NG’s six DUs, and the compact engine display is gone. On a failure the engine display moves to the opposite inboard DU, and a failed inboard turns the PFD compass into a fixed 20 nm Mini Map.
• RedesignNew FeatureAUX area & automatic clock: the outboard DU adds an AUX area. With no physical clock, UTC time and date show there and are set automatically by GPS, and the elapsed timer runs automatically (from weight-off-wheels to weight-on-wheels plus 30 s).
• RedesignDisplay select simplified: the select switches move below the displays onto the brightness panel and become a single three-position PFD/MFD switch.
• RedesignEFIS range & VSD: range is now 0.5 to 640 nm shown on the ND (not the EFIS panel) with +/− symbols, and a dedicated VSD button replaces the old selection method.
• RedesignEngine display control panel: ENG / SYS / INFO / ENG TFR keys manage the engine, system (hydraulic quantity and pressure) and N1 / V-speed pages, the INFO page replaces the NG’s N1 and speed-reference knobs.
• New FeatureRoll-saturation & bank-angle alerts: new PFD alerts, ROLL/YAW ASYMMETRY and ROLL AUTHORITY for single-channel autopilot saturation, plus an enhanced bank-angle warning with a red ROLL COMMAND arrow and aural “ROLL LEFT / RIGHT” beyond 45°.
• New FeatureUpdated weather radar: an updated RDR-4000 with better interference rejection, convective-weather discrimination, turbulence detection extended to 60 nm, REACT attenuation arcs and hail / lightning hazard icons.

New ways to source fuel figures, and updated thrust ratings.

Key differences at a glance

• New FeatureFUEL PROGRESS page: a new progress page 5/5 lets you use TOTALIZER (default) or FMC CALCULATED fuel for the FMC’s calculations and shows APU FUEL USED.
• RedesignFuel source on PERF INIT: PERF INIT shows the fuel source, SENS (totalizer), CALC or MAN, replacing the NG’s PLAN FUEL entry.
• RedesignN1 Limit page: full thrust is 27K with TO-1 (10%) and TO-2 (20%) derates and temperature assumption on all fixed settings, versus the NG’s 26K / 24K / 22K.

A higher LOW threshold and several new fuel alerts.

Key differences at a glance

• RedesignLOW fuel threshold: appears at 590 kg and clears at 737 kg, versus 453 / 567 kg on the NG.
• New FeatureFUEL DISAGREE: new alert when the totalizer and FMC-calculated fuel quantities disagree (engine display and CDU), with its own checklist.
• New FeatureFUEL FLOW: new leak-detection alert when actual and FMC-expected fuel flow differ beyond a threshold for 5 continuous minutes.
• RedesignFILTER BYPASS logic: the two lights are now linked, if both illuminate they stay on until engine shutdown on the ground, and the light covers impending or actual bypass.
• RedesignPrediction messages on the display: USING RSV FUEL and INSUFFICIENT FUEL now also appear on the engine display, each with a new checklist.

The full fuel system is covered in the Fuel system course.

No differences.

Boeing lists no specific hydraulics differences between the 737-800 and the 737-8200.

A two-position gear lever, relocated controls and carbon brakes.

Key differences at a glance

• RedesignTwo-position gear lever: UP / DOWN only, the OFF position is gone. The lever electrically controls the hydraulics, and pressure is removed automatically 10 s after the gear is up and locked. Do not move the lever after selecting UP, or the gear may extend.
• RedesignRelocated controls: the gear lever sits centrally between the inboard displays, with LOCK OVRD beside it and NOSE WHEEL STEER moved next to it; the AUTO BRAKE switch and brake-pressure indicator move to the forward aisle stand, adjust your scan for the DISARM / ANTI SKID INOP lights.
• RedesignCarbon brakes: Messier-Bugatti carbon brakes save ~300 kg with better energy absorption and faster cool-down. Wear depends on the number of applications, so use firm, steady applications and avoid riding the brakes (autobrake 2 or 3 optimises wear and stopping).
• RedesignFlaps 40 speed: placard raised to 166 kt (was 162 kt).

A broader MAINT light, and Boeing’s runway-safety suite in place of the NG’s.

Key differences at a glance

• RedesignMAINT replaces PSEU: the MAINT light covers all former PSEU faults plus additional detectable ones. It works on the ground until first engine start and is inhibited until 30 s after landing. If it lights, do not take off and run the checklist.
• New FeatureRSAT suite: Boeing’s Runway Situation Awareness Tools replace the NG’s Honeywell RAAS, Boeing RAAS plus overrun and speedbrake warnings (some Honeywell callouts are dropped, covered by other warnings).
• New FeatureSPEEDBRAKE warning: a time-critical visual and aural alert if the speedbrakes are not up on landing or a rejected takeoff above 80 kt.
• New FeatureIn-air overrun warning: a GO AROUND alert with “OVERRUN, GO AROUND”, armed from 500 ft to touchdown when the predicted landing distance exceeds the runway.
• New FeatureOn-ground overrun warning: a MAX REVERSE alert with “MAX BRAKES, MAX REVERSE” when maximum effort is needed to stop by the runway end.