{"id":268359,"date":"2025-06-02T09:03:25","date_gmt":"2025-06-02T09:03:25","guid":{"rendered":"https:\/\/peraltafinancing.com\/airbus\/boeing-ceo-lessons-learned-are-key-to-certification-of-737-7-10-and-777x\/"},"modified":"2025-06-02T09:03:25","modified_gmt":"2025-06-02T09:03:25","slug":"boeing-ceo-lessons-learned-are-key-to-certification-of-737-7-10-and-777x","status":"publish","type":"post","link":"https:\/\/fivemor.com\/?p=268359","title":{"rendered":"Boeing CEO: Lessons learned are key to certification of 737-7\/10 and 777X"},"content":{"rendered":"


\n<\/p>\n

\n

By Karl Sinclair<\/strong><\/p>\n

Analysis<\/strong><\/p>\n

\"\"<\/a>June 2, 2025, \u00a9 Leeham News:<\/strong> Boeing CEO Kelly Ortberg believes that lessons learned from the 737 MAX crisis and subsequent in-depth oversight by the Federal Aviation Administration (FAA) are key to certifying the 737-10 MAX and the 777X.<\/p>\n

He explained why during an appearance last week at an investors conference organized by Bernstein Research.<\/p>\n

\u201cWe\u2019re watching real closely to make sure that we aren\u2019t over committing in terms of how many different seat configurations we can get certified in a certain period of time and the complexity,\u201d Ortberg said. \u201cIt\u2019s something that we\u2019ve got to watch, particularly the Dash 10s that have types of complex seat configurations.\u201d<\/p>\n

Ortberg added that the 777-9 also features complex configurations for international airlines, offering luxurious passenger accommodations.<\/p>\n

\"\"<\/a><\/p>\n

Kelly Ortberg, CEO of The Boeing Co. Credit: Getty Images.<\/strong><\/p>\n<\/div>\n

\u201cIt\u2019s going to be with us also on the 777-9 as we bring that into service, making sure we incorporate lessons learned here so that we don\u2019t have seating delays on those aircraft,\u201d he said. \u201cThose aircraft will have the most complex configurations in the front of the airplane.\u201d<\/p>\n

Certification of the 777X stalled because of the MAX certification review. There have also been some technical issues that have been and must be resolved. But at long last, flight testing with all four test aircraft has resumed.<\/p>\n

\u201cI\u2019m hopeful that we\u2019ll get through the certification flight tests by the end of the year,\u201d Ortberg told the Bernstein conference. \u201cWe may still be doing some ETOPS testing going into next year, but there is no real change to our forecast of getting that certification done so that we can start deliveries next year.<\/p>\n

\u201cIt\u2019s an airplane that has had the most flight testing done of any other aircraft we\u2019ve ever done in terms of hours. We feel pretty good about the stability and our entry into service for the airplane that we\u2019ve done enough flight testing on that it\u2019s going to be a great airplane.\u201d<\/p>\n

Increasing 787 production <\/strong><\/h5>\n

The CEO told Bernstein that 787 production will increase to 10\/mo soon. The final assembly line at Charleston (SC) was designed for 7\/mo, a number reached before the COVID pandemic began in March 2020. Production rates were reduced to a mere 0.5\/mo during the pandemic. The rate has been slow to resume due to quality control issues that were discovered during the FAA\u2019s crackdown on Boeing following the MAX crisis.<\/p>\n

\u201cWhen you look at production, going to seven [a month] soon on the 787 in Charleston, my understanding is that without a lot of capital investment, you could get to 10 there. With the demand now, particularly with these new orders, it looks like there is potentially demand pressure to go higher,\u201d Ortberg said.<\/p>\n

An analysis by LNA<\/em> years ago concluded that the plant can go to 12\/mo with some additional investment. The peak 787 production between Charleston and Everett (WA) was 14\/mo. All 787 production was consolidated to Charleston during the pandemic, and the Everett 787 space is being reallocated to the expansion of 737 MAX production.<\/p>\n

Boeing purchased more land in Charleston for expansion, presumably for the 787.<\/p>\n

\u201cOnce we get to seven, we can get to that 10 within the existing production, generally within the existing production footprint,\u201d Ortberg said. \u201cI think to go beyond that\u2019s going to require some additional investment in our facilities there. We\u2019ve authorized that, so we are investing in expansions so that we can go to rates beyond 10 a month rate.\u201d<\/p>\n

Ortberg echoed many of the sentiments in the visit with the staff at Aviation Week<\/em> in an in-depth interview at the Bernstein conference.<\/p>\n

There was some fresh ground covered, however, on the appearance:<\/p>\n

    \n
  • Boeing expects that China will begin taking commercial aircraft deliveries again next month;<\/li>\n
  • Commercial aviation was confirmed to be sold out through the end of the decade;<\/li>\n
  • 737 MAX production rates are quickly approaching the FAA limit of 38\/mo;<\/li>\n
  • Ortberg expects deliveries to hit 42\/mo by the end of the year, 47\/mo six months thereafter;<\/li>\n
  • The new fourth FAL at Everett will be for MAX10 production;<\/li>\n
  • The 787 program is also quickly gearing up to 7\/mo in the near term;<\/li>\n
  • Supply chain stability was \u201cin good shape;\u201d<\/li>\n
  • Spirit AeroSystems\u2019 quality has vastly improved;<\/li>\n
  • Interiors (seats) remain a sticking point; and<\/li>\n
  • Every customer is reporting a higher quality of delivered product.<\/li>\n<\/ul>\n

    All are very positive indications of the ongoing turnaround.<\/p>\n

    Annual air show Aviation Week<\/em> interview<\/strong><\/h5>\n

    Aviation Week<\/em> magazine has published interviews with the CEOs of Airbus and Boeing in advance of the Farnborough and Paris Air Shows for nearly two decades. The interview with Ortberg was published last week.<\/p>\n

    Kudos to Ortberg for openly admitting what has been known in the aviation world for some time.<\/p>\n

    Since 2018, when the first of two fatal 737 MAX crashes occurred, Boeing has either been marking time or regressing in its recovery efforts.<\/p>\n

    Some seven years later, this is a clear departure from the stance of previous leadership. Ortberg\u2019s predecessor, Dave Calhoun, had been tasked with the overhaul of Boeing and continually reassured customers and investors alike that Boeing was on its way.<\/p>\n\n

    Related Article<\/strong><\/h5>\n\n

    The company is now in a watershed period, where clarity of direction and methodology is essential.<\/p>\n

    \u201c[So] we\u2019ve got what it takes to recover this business. I\u2019m not worried that we\u2019ve lost a step and can\u2019t recover. We\u2019ve just got to execute better,\u201d Ortberg said in the Aviation Week<\/em> interview, about the beleaguered Boeing Defense, Space and Security (BDS) division \u2013 one of the problem children.<\/p>\n

    Boeing Commercial Aircraft (BCA) and Tariffs<\/strong><\/h5>\n

    Ortberg\u2019s wide-ranging and frank dialogue was part of an interview with the AW&ST editorial staff in Renton (WA), before his appearance at the Bernstein Strategic Decisions Conference.<\/p>\n

    \u201cIt\u2019s a very dynamic time. Every day is a new day with tariffs,\u201d he told the magazine.<\/p>\n

    With those few words, Ortberg perfectly (and gently) summed up the current political and economic climate in America.<\/p>\n

    Ortberg steps into the breech at a critical time in Boeing\u2019s history, where uncertainty is a daily occurrence, and what held true at 9 AM is done and dusted by 4 PM.<\/p>\n

    None of which is the company\u2019s doing, to be clear.<\/p>\n

    \u201cI\u2019m in regular contact with the administration, all the way to POTUS,\u201d he told the magazine. The cynical amongst us might quote the famous line, \u201cKeep your friends close. Keep your enemies even closer.\u201d<\/p>\n

    On the subject of items that are within the purview of Boeing, even with limited (certification) control, Ortberg had this to say:<\/p>\n

    \u201cWe\u2019re hoping to get the two variants of the 737 MAX wrapped up this year so we can start deliveries of the -7 and the -10, two airplanes that are very, very important to our customers and our backlog. And then the 777-9, which will be the largest dual-engine widebody in the market\u2026we\u2019re making great progress.\u201d<\/p>\n

    FAA oversight process adds to delays<\/strong><\/h5>\n

    Why has certification of two more derivatives of the 737 taken so long? In part, it\u2019s because the entire certification process underwent a top-to-bottom review after the 2018\/2019 MAX crashes and subsequent discoveries of design, safety protocol, and quality control defects. And, as it has turned out, the Federal Aviation Administration (FAA) kept asking more questions as new areas of concern were uncovered.<\/p>\n

    It\u2019s the issues we all know about, one Boeing customer told LNA<\/em>. But additionally, the elapsed time is just allowing the FAA to dig further on different things. The passage of time adds more pressure to resolve these new issues now, before certification, rather than certify the aircraft and require retroactive fixes.<\/p>\n

    \u201cThe question being asked with all these delays, why don\u2019t we just get it done now? Why don\u2019t you deliver a definitive airplane rather than deliver aircraft and then have people do stuff in 18 months or two years?<\/p>\n

    It\u2019s more of this holistic approach of saying, taking advantage of the delay and doing more than just what was acceptable in the past, because these airplanes should have already been in service for a year or 18 months.<\/p>\n

    Previously, it would have been impractical to delay things to incorporate fixes, revisions, or upgrades. But now, is it impractical to delay these actions?<\/p>\n

    Proceeding with a new aircraft<\/strong><\/h5>\n

    Boeing has been under years of criticism for failing to launch a new airplane program. The last time a clean-sheet program was launched was in December 2003, with the 787. All aircraft models since then have been derivatives of the 787, 737, 747, and 777.<\/p>\n

    Ortberg told Aviation Week<\/em> and Bernstein that he does not believe the market is ready for a new aircraft.<\/p>\n

    The new technology, which would deliver the needed step-change in efficiency, is not there, Ortberg said. Notably, he clarified that the company is not yet ready to assume the financial burden of such a commitment.<\/p>\n

    Ortberg places great faith in the hope that when the MAX 10 and the 777X are certified for service, the gap between Airbus and Boeing will narrow.<\/p>\n

    The ongoing 777X certification delay is something he says he could never have imagined. He told Aviation Week<\/em>, \u201cI\u2019m still shocked. Now, it\u2019s partially driven by circumstances outside of the 777X program. The additional regulations that emerged and the entire certification process were driven more by the MAX situation than anything related to the 777X. It\u2019s remarkable that it has not been out of service for years. But it isn\u2019t, and the task at hand is to get it over the finish line.\u201d<\/p>\n

    His was a realistic assessment without dodging the question of what must be done to remedy the situation.<\/p>\n

    There is, however, a bright light at the end of the tunnel, in that regard, he told the magazine. \u201cRemember, we have half a trillion dollars of backlog, and most of that is commercial products. We have huge demand for those products, and I would say there\u2019s more focus on upgrading existing aircraft, putting new engines and capability on them.\u201d<\/p>\n

    Ortberg didn\u2019t identify which aircraft fall into this category. But in Boeing\u2019s stable, only one fits this description: the 787. The 737 and 777 received new engines and upgrades in the MAX and 777X. The 787\u2019s design roots for the airframe and engines date to the late 1990s and early 2000s. The days are approaching when the 787 will need significant upgrading, including perhaps new or substantially improved engines.<\/p>\n

    Additional reporting by Scott Hamilton.<\/em><\/p>\n

    Related<\/em><\/h3>\n<\/p>\n

    \n<\/div>\n\n","protected":false},"excerpt":{"rendered":"

    By Karl Sinclair Analysis June 2, 2025, \u00a9 Leeham News: Boeing CEO Kelly Ortberg believes that lessons learned from the 737 MAX crisis and subsequent in-depth oversight by the Federal Aviation Administration (FAA) are key to certifying the 737-10 MAX and the 777X. He explained why during an appearance last week at an investors conference […]<\/p>\n","protected":false},"author":1,"featured_media":268360,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[12027],"tags":[46523,12576,11527,17895,1088,11254,5200],"dealstore":[],"offerexpiration":[],"class_list":["post-268359","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-airbus","tag-777x","tag-boeing","tag-ceo","tag-certification","tag-key","tag-learned","tag-lessons"],"yoast_head":"\nBoeing CEO: Lessons learned are key to certification of 737-7\/10 and 777X - Som2ny Network<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/fivemor.com\/?p=268359\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Boeing CEO: Lessons learned are key to certification of 737-7\/10 and 777X - Som2ny Network\" \/>\n<meta property=\"og:description\" content=\"By Karl Sinclair Analysis June 2, 2025, \u00a9 Leeham News: Boeing CEO Kelly Ortberg believes that lessons learned from the 737 MAX crisis and subsequent in-depth oversight by the Federal Aviation Administration (FAA) are key to certifying the 737-10 MAX and the 777X. 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