100 days of MAX

I can still remember standing in the room as we introduced the 737 MAX to the media for the very first time. 100 days later, the excitement around this airplane has reached a fever pitch.


The unveiling of the 737 MAX in August.

Since we launched the MAX back in August, firm commitments have grown from 496 with five customers to almost 800 commitments from 12 customers. American, Lion Air and ACG have already gone public with their commitments while the rest of our customers wish to remain unidentified. Before the end of this year, we’re also expecting our first firm order.


I thought it would be interesting to take a look at how initial reaction to the 737 MAX compared to the introduction of the A320neo. During the same amount of time that we’ve seen nearly 800 commitments, our competitor had reached just 300 commitments and orders.

As for where the program stands right now, we’re on schedule with internal configuration milestones and we continue to work with our customers and partners to optimize the engine core architecture.


With the huge news that the 737 MAX will now definitely be built in Renton, our MAX team is now based at the Renton site, working hand-in-hand with leaders of the Next-Generation 737 program. It’s an exciting time for all of us—and I can’t wait to see what the next 100 days will bring.

Comments (6)

Simon (Nairobi, Kenya):

Lets see if the coming 100 days are enough to catch up on the 600 airframes Airbus is still ahead with the NEo, with many undecided airlines this is very possible. All depends on the large NBA single type operators decide to do..

Jozsef Meszaros (Gyomro, Hungary):

Transaero of Russia have recently agreed to purchase 4 Boeing 747-8 Intercontinentals according to Wikipedia (next to their orders for the Airbus A380)... I think peaceful Transaero and the Boeing 747-8 Intercontinental also deserved some celebration...

Kevin (Los Angles, CA):

Somewhat off topic, I wish Boeing could improve the 767 as it has done with the 737. The 787-8 is larger and heavier than the 763. Besides many experts believe -9 would be the definitive model. Hence, a 767 NG/Max could find a sizable market. It might be ideal for a global LCC like the 737 was for Southwest Airlines in the US.

Norman (Long Beach, CA):

With the possibility of Southwest Airlines ordering the 737 MAX if they have not already, it can be said that the 737 MAX is rapidly catching up to the A320neo series in orders. I suspect that by the time the fourth generation 737 takes to the air for the first time, the number of orders will exceed well beyond 1,000 units.

Arno (Gremany):

Randy, the 800 comittments for the Max are a success in itself. So congratulations and the plane for sure deserves it and will make its way to more comittments and also orders. No doubts!

However why is it necessary to turn this clear success into a 'my is bigger then yours' comparing it with the NEO at this point.

The comparison lacks in my opinion and adds to much of unnecessary salt to the cake. Even if comittments are impressive, they are not orders as the max is still in configuration stage and it seems that your performance comittment isn't yet achieved, by lacking the final engine core definition/ comfirmation.

The NEO itself also has an increadible track record of real orders and you at your Boeing desk may not know Airbus MOUs and comittements during the first 100 days.
If the actual order income can finally meet or beat the order income of the NEO its time enough to point that out! Until then when you can compare apple to apple I would probably prefer that you let the MAX speak for itself only and let the NEO be NEO. No need for this game right now with streched comparisons.

My $ 0,02



George M (Long Island, USA):

Arno: With all due respect, you need to direct your comments to Mr. Leahy of Airbus, who can't seem to open his mouth without taking a cheap shot at Boeing. Mr. Leahy appears to have a compulsive need to drag Boeing down in order to boost Airbus up; perhaps this is his way of diverting attention to the fact that the A320neo is equipped with "sharklets" which bear a startling resemblance to the PATENTED Blended Winglets, which have proven very successful in reducing fuel burn and increasing range on Boeing aircraft. The only hitch is that Airbus has apparently adopted the winglet technology without the permission of the patent holder, Aviation Partners Boeing. In what appears to be typical Airbus fashion, they have responded to their own misdeed by filing suit in an attempt to challenge the validity of the patent on the grounds that: 1.) Airbus was the first manufacturer to employ "winglets" (which bear no resemblance whatsoever to those intended for use on the A320neo) on the A300 line, and 2.) Having flown a prototype equipped with the purloined design, Airbus MUST have it so as to not be placed at a competitive disadvantage. The audacity of this claim is breathtaking; it brings to mind the story of the kid who murdered his parents and appealed to the court for mercy on the grounds that he was an orphan. I hope the courts firmly reject Airbus's ludicrous claim. Furthermore, I hope that in retaliation for Airbus's brazen attempt to co-opt someone else's technology, Aviation Partners Boeing refuses to license Airbus to use the Blended Winglets at all. Let's see what happens to the A320neo then!

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