Boeing Debuts 737 MAX 10


Boeing debuted the first of its 737 MAX 10 aircraft at the company’s facility in Renton, Washington, on Friday. According to Boeing, it currently has more than 550 orders and commitments for the aircraft. The MAX 10 is the largest of the MAX family, which also includes the MAX 7, 8 and 9.

“Today is not just about a new airplane,” said Boeing Vice President and General Manager of the 737 program Mark Jenks. “It’s about the people who design, build and support it. This team’s relentless focus on safety and quality shows the commitment we have to our airline customers and every person who flies on a Boeing airplane.”

The 737 MAX 10 is expected to fly for the first time next year. The CFM International LEAP-1B powered aircraft has a range of 3,300 NM and can seat up to 230 passengers. Boeing says it will offer the lowest seat-mile cost of any single-aisle airplane yet produced.

Kate O'Connor
Kate O’Connor works as AVweb's Editor-in-Chief. She is a private pilot, certificated aircraft dispatcher, and graduate of Embry-Riddle Aeronautical University.

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  1. Well, aviation has it’s “fat” Part 103 ultralights, “fat” LSA’s, and now a “fat” MAX. The circle is now complete.

  2. Just what we need, another sardine can with 150kt+ landing speeds. The 737-900 is bad enough as far as passenger comfort is concerned, I loathe the day I have to ride in this “new” plane!

    • So funny thing about the “grounding”. The airplanes can still be flown. The airlines were able to move them to storage facilities during the “grounding” and Boeing was able to continue producing and “moving” the airplanes (via the process of flight) during the “grounding”. The -7 version has been flying the whole time as Boeing tries to certify their new software. This -10 version is no different. It will fly for the test program.
      So it seems they are only grounded from making revenue flights.

  3. ALL of the variants of the MAX include the MCAS system.
    It’s not a safety thing; it’s a certification thing (pounds of pull on the yoke versus rate-of-change-of-pitch).
    I’ve heard no talk about changing the cert rules, to permit lighter stick forces in the MAX. Short of adopting fly-by-wire, and barring some other aerodynamic legerdemain, that’s what it would take to yield an MCAS-free MAX.