Boeing MAX 7/10 Nearing Certification Milestone |

For nearly a decade, Boeing’s narrowbody strategy has been a game of "missing dates." While the MAX 8 and MAX 9 have been the workhorses of Boeing's recovery, the two bookends of the family—the MAX 7 and the MAX 10—remained stuck in a regulatory and engineering limbo. That stalemate is officially ending. Following Boeing’s April 2026 update, the path is clear: 2026 is the year of the stamp, and 2027 is the year of the delivery. Engine Anti-Ice Fix The Engine Anti-Ice (EAI) fix is central to ending the stalemate. Boeing’s decision to move away from seeking a safety waiver in 2025 and instead pursue a permanent engineering solution was a gamble on time. As of 2Q26, the hardware redesign—which prevents overheating of engine inlets—has moved from lab testing to flight testing. This isn't just about safety; it’s about fleet commonality. By fixing the hardware rather than relying on pilot procedures (which required different training for the -7 and -10 versus the -8 and -9), Boeing is preserving the "single type rating" appeal that airlines like Southwest and United demand. MAX 10 - Priority #1 The MAX 10 is arguably the most important aircraft in Boeing’s portfolio. It is the only jet capable of slowing the runaway success of the Airbus A321neo. Entering Type Inspection Authorization this month marks the final phase of FAA scrutiny. United Airlines and Delta Air Lines have both signaled that 2027 will be the "floodgate" year. For Delta, the MAX 10 represents a major pivot in its narrowbody modernization strategy, filling the capacity gap left by the retirement of 757s. Moreover, both airlines are already A321 customers, and Airbus cannot deliver fast enough. MAX 7 Questions This model has, to some degree, lost momentum as the E195-E2 and A220 have gained traction. In last month's Boeing Orders and Deliveries numbers, 17 MAX 7s were canceled. Southwest is the 'anchor tenant' with 270 on order, while Allegiant has 24 on order. After these two, there are a few small orders. The odds are that Southwest canceled these aircraft, and there are 25 already built and painted. Finding a new home for these 17 is not too difficult. Airlines are desperate for new, fuel-efficient lift, and (for the right price), Allegiant could step in and capitalize on this. Unfortunately for Boeing, the MAX 7 certification has to come before the MAX 10. So, solving the 'problem' is important because 25 parked aircraft cost ~$30m in median over 1,000 days. That's $750m of capital tied up for a long time. Think Boeing is willing to do a deal on these MAX 7s? Bottom Line If the MAX 8 was about Boeing’s survival, the 2027 arrival of the MAX 7 and MAX 10 is about Boeing’s competitiveness. By the end of 2027, the "MAX" moniker will finally represent a complete family of aircraft rather than a work in progress.

US Flight Planner - US DoT On-Time Data	Airbus vs Boeing - Official OEM Data
US Airline Schedule Performance - US DoT Data	Daily OEM Production & Deliveries -

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