Alaska Airlines is hoping to deliver its first Boeing 737 Max 10 in the second half of 2026 or early next year, suggesting that the next-generation narrowbody jet certification could remain elusive 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.
According to Harrison, Alaska considers the next Max 10s and 787-9 Widebodies as link pins for future operations, and says it is “very committed to Boeing and Max aircraft.”
Earlier this month, United Airlines revealed that it is expected to have a first up to 10 releases after 2027, highlighting the uncertainty surrounding certification from the Federal Aviation Administration.
Boeing refuses to comment specifically on the MAX 7 and MAX 10 certification timeline ahead of next week's quarterly revenue calls, implying a potential setback to the engine's anti-ICE system work, a pace certification for both variants.
“We're matured technical solutions, including design updates,” the US Air Force 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.”
After the 2018 and 2019 dual 737 crashes, the MAX 7 and MAX 10 certifications have already been badly delayed as Boeing and the FAA received intense scrutiny about how the MAX 8 and MAX 9 certifications were handled. A total of 346 people died in the crash.
In June, Boeing's commercial plane chief Stephanie Pope told Flight Global that the development of an anti-ice system for the engine was underway, but the solution was “longer than expected.”
Boeing previously planned to use partners GE Aerospace and CFM International this month to test and analyze these systems, and then “move customers forward,” 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.”
