Alaska Airlines is currently hoping to deliver its first Boeing 737 Max 10 in the second half of 2026 or early next year, suggesting that the next generation narrow bodies certification will be with her for some time.
Chief Commercial Officer Andrew Harrison revealed an updated timeline during the Alaska Air Group's July 24 revenue call, saying, “We are excited to bring (up to 10) into the fleet.
Seattle-based Alaska had previously expected to deliver the first Max 10 of the year, but later suggested that in mid-2026 we could start acquiring the 737 biggest family's most stretched variant from Boeing.
Harrison says Alaska is looking at the wide body of up to 10 and 787-9 above the Lynchpin of its future business in Seattle, and is “very committed to Boeing and Max Aircraft.”
Earlier this month, United Airlines, reportedly no longer a Lauch customer of this type, revealed that it is expected to deliver the first Max 10 after 2027, highlighting the uncertainty surrounding the launch of delivery.
Boeing refuses to comment specifically on the Max 7 and Max 10 certification timeline ahead of next week's quarterly revenue calls, but implies a potential setback.
“We're matured our technical solutions, including design updates,” Airframer says. “Changes are included in the baseline authentication (up to 7) and (up to 10). Complete the analysis and present the information to the FAA.
“We will continue to strive under their strict surveillance to meet safety and regulatory requirements.”
Following the crashes of the dual 737 in 2018 and 2019, the MAX 7 and MAX 10 certifications are already awfully late. Boeing and the FAA were under intense scrutiny on how the MAX 8 and MAX 9 certifications were handled in the aftermath of the crash, killing a total of 346 people.
In June, Boeing commercial plane chief Stephanie Pope told FlightGlobal that it was ongoing with anti-ICE systems work on the engine, a Max 7 and Max 10 certified pace, but finding a solution was “more than expected.”
Boeing completed testing and analysis of its anti-ICE systems this month with its partners GE Aerospace and CFM International, and expected that it would “update customers on the road ahead,” Pope said.
Boeing also calls for FAA exemptions for stall management yawdumper systems on the MAX 7 and MAX 10, saying it doesn't meet the increased regulatory requirements, and presents another hurdle to certification.
Despite strong demand for the most stretched Max 10 variant, the US aircraft prioritizes certification for the Max 7, the smallest variant in the 737 family.
That's because, according to Pope, the Max 7 is slightly closer to achieving certification than the MAX 10 at the technical level.
“Most of the work is done,” she said. “It's all engineering. Once you get the anti-ice solution for your engine, you're hoping they'll be nearby.”
