Boeing is moving toward increased production of the 737 MAX, as CEO Kelly Ortberg says 787 production is ramping up and certification of the MAX 7 nears.
Boeing CEO Kelly Ortberg took advantage of his appearance at the Bernstein Strategic Decisions Conference in New York on May 27, 2026 to lay out what may be one of the clearest snapshots yet of Boeing’s near-term commercial aircraft turnaround plan: boosting the 737 MAX line from 42 to 47 planes per month, moving the 787 Dreamliner from eight to 10 per month, and finally closing long-delayed certification work on the 737 MAX 7 and MAX 10.
For Boeing, the three are deeply connected. Higher production rates mean more deliveries. More deliveries mean more cash. But after years of scrutiny over manufacturing quality, certification delays, supply chain strain and the lingering impact of Alaska Airlines’ 737 MAX 9 door plug incident in 2024, Ortberg’s message wasn’t simply that Boeing wants to build more planes.
It’s just that Boeing believes it is willing to do it more carefully.
737 MAX production advances towards 47 per month
The most immediate update came in the 737 program, where Ortberg said Boeing completed what he called the FAA’s final review to move to 47 planes per month.
“We have passed the final review for rate 47,” Ortberg said. “So now we are in the process of operating the line at a rate of 47 per month.”
This is a significant step for Boeing’s largest commercial aircraft program. The company had moved to 42 per month last fall, and Ortberg said the ramp up to that level had gone well, and that key performance indicators remained positive. The next step, he said, is to stabilize the production system at a higher rate.
“It will probably take us a few months to stabilize there,” Ortberg said, adding that Boeing “should be there in the next few months.”
Reuters also reported on Wednesday that FAA Administrator Bryan Bedford said the agency had supported Boeing’s move from 42 to 47 planes per month and was “absolutely comfortable” with that increase. The FAA imposed a limit of 38 planes per month in January 2024 after the Alaska Airlines door plug incident, which then allowed Boeing to resume upstream production. since it demonstrated quality improvements.
Ortberg described Boeing’s rate increase process as deliberately cautious. Before the final review, Boeing had already tested the system at a rate of 47 units per month and had placed “white spaces” in the production flow. Those blank positions give the line room to recover if an area of raw materials or suppliers falls behind.
In other words, the company isn’t just sending more planes to Renton and waiting for the system to catch up.
“We’re very confident that we’re pushing the system to make sure we’re prepared to hit that pace,” Ortberg said.
Everett’s “Northern Line” will be more important at 52 and older
The next big goal is 52 planes per month, but Ortberg was careful not to put an aggressive date on it. He said Boeing has historically talked about waiting at least six months between rate increases, but also made clear that the company will act only when the production system and supply chain are ready.
That’s where Boeing’s new 737 production line in Everett, Washington comes into play.
Ortberg said the fourth 737 line, which Boeing calls the North Line, is now operational. The company plans to fly a plane through it to qualify the production system. Employees are being hired and trained in Renton before moving to Everett.
The Everett line is not necessary to move to 47 per month, Ortberg said. It becomes important after the age of 52.
“We need the Everett line to be active to go 52 and up, not 47,” he said.
The long-term ambition remains even greater. Ortberg said Boeing would like to eventually reach 63 planes per month, but acknowledged that the industry will watch the company closely before that happens.
I think everyone is looking to make sure we get to 47 and 52.
Kelly Ortberg | Boeing CEO
“I think everyone is watching to make sure we get to 47 and 52,” he said.
That line may be the most honest summary of Boeing’s situation. The demand is there. The delay is there. But after years of operational and quality crises, Boeing has to earn trust step by step in production.
MAX 7 and MAX 10 certification near final stages
Certification also remains one of Boeing’s top commercial aircraft priorities for 2026. Ortberg said the 737 MAX 7 and MAX 10 certification programs are “clearly reaching the final stages” and that the two variants have now passed just over 80 percent of certification flight testing.
He also said Boeing now has FAA authority for the entire remaining flight test regime, meaning the company does not need additional FAA and TIA approvals for those tests.
“So, it’s just a matter of getting through that flight test program,” Ortberg said.
The MAX 7 is expected to receive its type certificate before the MAX 10, although Ortberg said the two should be relatively close together. He acknowledged that the MAX 10 certification package is larger than the MAX 7 package, but said the work is being handled at the same time.
The engine anti-icing system, which has been one of the main issues related to delayed certifications, appears to be largely behind Boeing from a testing standpoint. Ortberg said the work has been completed and will first be included in the 737-8 program.
“We have completed all testing of the engine anti-icing system and that is all behind us,” Ortberg said. “We are fairly confident that we will not see any setbacks in the remaining flight test regime.”
Separately, Reuters reported that FAA Administrator Bryan Bedford said the FAA anticipates the 737 MAX 7 will be certified this summer and the MAX 10 before the end of 2026.
The long-awaited certification update is music to the ears of airlines waiting at the smaller and larger ends of the MAX family. Southwest Airlines has long been the key customer tied to the MAX 7, while the MAX 10 is important to airlines like United Airlines, which has been waiting for the higher-capacity version of the 737 MAX family.
Production of the 787 has returned to eight per month, but the seats and engines remain surveillance elements
As for the 787 Dreamliner, Ortberg said Boeing has moved to a rate of eight planes per month, with the goal of reaching 10 per month by the end of the year. But he also made it clear that the path to 10 is not without friction.
The biggest short-term challenge is not basic production of the plane. The complete aircraft is being delivered.
Ortberg said complex seat configurations, particularly in higher-end cabins, have caused delays in certification. In some cases, planes are completed but cannot be delivered to customers because seat certification procedures are incomplete.
“We have planes for customers who are no longer waiting for seat certifications,” Ortberg said.
He said Boeing is working with the FAA, EASA and seat manufacturers to improve the process, but expects the company to “fight for seats all year long.” The problem is usually not the supply of the seats themselves, he explained. The seats are installed. The planes are built. Paperwork is the bottleneck.
Boeing is also keeping an eye on engine deliveries. Ortberg said the company fell behind on engines in the first quarter and is working with GE on a turnaround plan. That recovery, he said, will be necessary before Boeing can increase the 787 production rate.
The good news for Boeing is that Ortberg doesn’t expect the seat issue to force a production slowdown. The most realistic impact is timing.
“I don’t think we’re going to do anything to stop production,” he said. “But we may not get to rate 10 as quickly as we could have if we hadn’t had the challenges.”
For Boeing, Bernstein’s message was one of progress, but not victory. The 737 is going up. The 787 is gaining momentum. The MAX 7 and MAX 10 are finally approaching the end of certification. But every milestone still depends on execution, and Ortberg seemed to know that better than anyone.
“This is an execution story,” he said. “Then focus on execution.”
A full transcript of Ortberg’s comments is available. here.
