Increased 737 MAX production is underway as the 787, MAX 7 certification milestone approaches.

Boeing is looking to ramp up 737 MAX production, with CEO Kelly Ortberg saying 787 production is ramping up and MAX 7 certification is getting closer.

Boeing CEO Kelly Ortberg attended the Bernstein Strategy Decision Meeting in New York on May 27, 2026, providing one of the clearest snapshots of Boeing’s near-term commercial aircraft recovery plan. That means increasing the 737 MAX line from 42 to 47 per month, moving the 787 Dreamliner from 8 to 10 per month, and finally ending certification work on the long-delayed 737 MAX 7. And up to 10.

In the case of Boeing, all three are deeply connected. The higher the production rate, the higher the delivery volume. More deliveries mean more cash. But after years of research into manufacturing quality, certification delays, supply chain tensions and the ongoing impact of the 2024 Alaska Airlines 737 MAX 9 door plug accident, Ortberg’s message isn’t simply that Boeing wants to build more planes.

Boeing believed it was prepared to do so more cautiously.

737 MAX production is moving toward 47 units per month.

The most immediate update was on the 737 program, where Ortberg said Boeing had completed what it called the FAA’s final review to move to 47 aircraft per month.

“We passed final review at rate 47,” Ortberg said. “So we are currently running the line at a rate of $47 per month.”

This is a significant step for Boeing’s most important commercial aircraft program. The company moved to 42 per month last fall, and Ortberg said the rise to that level was well underway and key performance indicators remained positive. He said the next step is to stabilize the production system at higher rates.

“Stabilization will take several months,” Ortberg said, adding that Boeing will “get there in the next few months.”

Reuters reported on Wednesday that FAA Administrator Bryan Bedford had approved Boeing moving its fleet from 42 to 47 aircraft per month and said he was “absolutely pleased” with the increase. FAA A monthly limit of 38 aircraft was imposed in January 2024 following the Alaska Airlines door plug incident, after which Boeing was allowed to increase production. Because it has proven quality improvement.

Ortberg described Boeing’s rate increase process as intentionally cautious. Prior to the final review, Boeing had already been testing the system 47 times per month and had “gaps” in its production flow. These gap positions give the line room to recover if a product or supplier area falls behind.

That means the company isn’t simply pushing more aircraft through Renton and hoping the system will catch up.

“We are confident that we will put the system in operation to make sure we are ready to reach that speed,” Ortberg said.

Everett’s “North Line” Will Become More Important After Age 52

The next major target is 52 aircraft per month, but Ortberg is careful not to set an aggressive date. He said Boeing has historically talked about waiting at least six months between rate increases, but has made clear the company will only move if its production systems and supply chain are ready.

Boeing’s new 737 production line in Everett, Washington is located right here.

Ortberg said a fourth 737 line, which Boeing calls the North Line, is already in place. The company plans to fly a plane through it to validate the production system’s qualifications. Employees are recruited and trained in Renton before moving to Everett.

Ortberg said the Everett line is not needed to move to 47 per month. It becomes important over age 52.

“If you want to go above 52 instead of 47, you have to activate the Everett line,” he said.

Long-term ambitions are higher still. Ortberg said Boeing eventually wants to get to 63 aircraft per month, but the industry will be watching the company closely before that happens.

“I think the whole world is watching us trying to get to 47 and 52,” he said.

This line may be the most honest summary of Boeing’s position. There is demand. There is a backlog. But after years of operational and quality crises, Boeing had to gain confidence one production step at a time.

MAX 7 and MAX 10 certification near final

Certification also remains one of Boeing’s biggest commercial aircraft priorities for 2026. Ortberg said the 737 MAX 7 and MAX 10 certification programs are “clearly reaching their final stages,” with both variants now just over 80% through certification flight testing.

He also said Boeing now has FAA authority over the entire remaining flight test regime. This means the company does not need additional FAA TIA approval for these tests.

“So the challenge is getting it through the flight test program,” Ortberg said.

The MAX 7 is expected to receive type certification before the MAX 10, but Ortberg said the two should be relatively close. He acknowledged that the MAX 10 certification package is larger than the MAX 7 package, but said they are working on it in parallel.

The engine anti-icing system, which was one of the key issues associated with the certification delay, appears to have lagged significantly behind Boeing from a testing perspective. Ortberg said the work is complete and will first be included in the 737-8 program.

“We’ve done all the testing for engine anti-icing, and now it’s all done,” Ortberg said. “We are confident that there will be no problems for the remainder of the flight test regime.”

Separately, Reuters reported that FAA Administrator Bryan Bedford said the agency expects the 737 MAX 7 to 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 awaiting smaller and larger versions of the MAX family. Southwest Airlines has long been a major customer associated with the MAX 7, and the MAX 10 is important for airlines such as United Airlines, which has been waiting for the highest-capacity version of the 737 MAX family.

787 output is back to 8 per month, but seats and engines are still a concern.

Ortberg said that with the 787 Dreamliner, Boeing has moved to a rate of eight aircraft per month and aims to reach 10 per month by the end of the year. But he also made it clear that the road to 10 is not free from friction.

The biggest near-term challenge is not basic production of the aircraft. We are taking delivery of the completed aircraft.

Ortberg said certification is being delayed due to complex seating configurations, especially in luxury cabins. There are cases where the airplane is completed but cannot be delivered to the customer due to insufficient seat authentication documents.

“We have prepared flights for customers who are fully awaiting seat certification,” Ortberg said.

He said Boeing is working with the FAA, EASA and seat manufacturers to improve the process, but that the company expects to have a “seat fight all year long.” The problem, he explained, is generally not the supply of the seats themselves. Seats are provided. The airplane was built. Paperwork is the bottleneck.

Boeing is also watching engine deliveries. Ortberg said the company lagged in the engine segment in the first quarter and is working with GE on a recovery plan. He said such recovery would be needed before Boeing could increase production rates for the 787.

The good news for Boeing is that Ortberg doesn’t expect production to slow down due to the seating issues. A more realistic impact is timing.

“I don’t think we’re going to do anything to slow down production,” he said. “But if we hadn’t struggled, we might not have gotten to level 10 as quickly as we could.”

For Boeing, Bernstein’s message was one of progress, but not a moment of triumph. The 737 is moving higher. The 787 is gaining momentum. MAX 7 and MAX 10 are finally approaching the end of certification. But each milestone still hinges on execution, and Ortberg seems to know that better than anyone.

“This is an execution story,” he said. “So just focus on execution.”

Ortberg’s full comments can be found here.