Boeing is in the final stages of certifying the two remaining variants of the 737 MAX family, the 737 MAX 7 and 737 MAX 10, following a lengthy and repeatedly delayed regulatory process. According to Aviation Week, Boeing CEO Kelly Ortberg said that more than 80 percent of the flight test campaign for both models has now been completed.
Speaking on May 27 at the Bernstein Strategic Decisions Conference in New York, Ortberg said Boeing now sees “light at the end of the tunnel” and that the certification programs have reached a stage where no additional approvals from the U.S. Federal Aviation Administration, FAA, are required for individual parts of the flight test campaign. According to him, Boeing has received authorization to carry out the entire remaining test program.
This means the process is now focused on completing the remaining flights and related checks. Aviation Week reports that on May 27, two 737 MAX 10 development aircraft, 1G001 and 1G002, were scheduled to conduct stability and control tests and avionics tests, respectively, while the sole 737 MAX 7 test aircraft, 1E001, was due to perform a functional check flight.
Certification of the MAX 7 could come slightly earlier than that of the larger MAX 10, as the smaller model required a more limited package of additional work. Still, Ortberg expects both processes to be completed by the end of the year, allowing Boeing to support planned deliveries next year. This is particularly important for the MAX 10, which Boeing is already producing but cannot deliver to customers before certification is completed.
One of the key obstacles in the final phase of certification was the redesign of the engine anti-ice system. According to Ortberg, flight testing of that system has now been completed, while the remaining activities were described as standard checks carried out at the end of a flight test program. He added that Boeing does not expect major difficulties in the remaining part of the process.
In parallel with certification of the new variants, Boeing continues to increase production of the 737 family. The company has completed a capstone review with the FAA of its plan to raise the production rate from the current 42 to 47 aircraft per month. Boeing is already practicing operating the production line at the higher rate, including by inserting “blanks” into the line rhythm to provide additional margin in case of parts delays or delays in individual assembly stages.
Ortberg said the line is now being operationally prepared for a rate of 47 aircraft per month and that stabilization is expected in the next few months. The next step, increasing production to 52 aircraft per month, was described as more demanding because of the greater pressure it would place on inventory and the wider production system.
A key element in further production increases will be the new production line in Everett, Washington, known as the “North line.” Boeing is preparing it as a copy of the Renton production system, with new employees first undergoing training in Renton before moving to Everett. The line is not necessary for the 47 aircraft per month rate, but it will be important for increasing production to 52 aircraft per month and beyond.
According to Aviation Week, Boeing expects production at 47 aircraft per month to stabilize during the summer, roughly six months after stabilizing at 42 aircraft per month. The next production increase could follow after a similar period, although Ortberg warned that this step may take somewhat longer.
