During the CAPA airline leaders’ summit last week, held in Charleston, South Carolina, it was revealed that the Federal Aviation Administration is not likely to certify the highly anticipated Boeing 777X Next Generation widebody this year. Even as the long-delayed program is approaching seven years overdue from its original launch date.
Now deliveries in early 2027 appear to be at risk again. According to Aviation Week, FAA Administrator Bryan Bedford commented last week that the 777X will be certified following the 737 MAX, which is expected to pass trials by the end of the year.
The Wait Continues: Boeing’s 777X
Boeing had hoped to achieve FAA certification for the 777X in October 2026. No details were given as to why the timeline has once again slid to the right. On top of the 777X now being at least seven years late, with 14 years passing since its official 2013 launch. Boeing has repeatedly emphasized that there are no new technical issues but rather that the certification process itself is at fault for the additional delay.
Launch customer Lufthansa anticipated its first deliveries in early 2027, but considering the new revelation, that may no longer be possible. In May 2026, the first production-standard 777-9 built for Lufthansa completed its landmark three-hour maiden flight in Everett, Washington. Unlike other testing platforms, this plane already has a fully outfitted Lufthansa cabin, with the new Allegris business class. It is currently undergoing real-world systems testing for galleys, in-flight entertainment, and Wi-Fi performance.
Last Wednesday, Boeing CEO Kelly Ortberg painted a clearer and more positive outlook when he spoke at the Bernstein annual Strategic Decisions Conference in New York, quoted as saying the following by Aviation Week:
“You should expect that we will hopefully be done with our flight test program by the end of the year, with the exception of ETOPS… But we’re building the airplanes and getting ready to start the deliveries next year.”
The Ultimate Widebody For 21st Century Flying
While there have been 30 aircraft constructed ‘at risk,’ it is expected that they will require significant rework to conform to the final certified configuration. The carriers waiting for deliveries have already indicated that they will not accept any of the modified airframes and are instead going to wait for new production planes. Borrowing heavily from the 787, the cabin features electronically dimmable windows that are 16% larger than competitors’, a lower cabin altitude for reduced jetlag, and a sculpted interior wall that carves out extra shoulder width.
The 777X combines the airframe from the original 777 with advanced technology pioneered on the 787 Dreamliner and innovative new systems like its industry-first folding wingtips. It is also powered exclusively by the General Electric GE9X, which holds the record as the largest commercial jet engine in history.
As the testing airframes were built over a timeframe stretching back to 2020, they must retroactively incorporate design updates mandated by the FAA. Exact nature of the updates varies by plane and is likely to include software and avionics updates, modifications to the fuselage and wing roots, thrust link assembly retrofits, and small changes to subsystems like wiring and pneumatic lines.
Boeing 737 MAX 7 Certified By Summer & MAX 10 By Year-End, Says FAA Chief
Boeing’s CEO said the company is “pretty confident” both variants will be certified this year.
First To Finish: The 737 MAX 7 & 10
The Boeing 737 MAX 7 and 10 are both on track for summer certification, which is not great news for 777X customers but helpful for Boeing’s business strategy to recover profitability. The company is just beginning to ramp up to the same production levels and financial stability it saw before the 737 MAX disasters. Widebody planes like the 777X cost billions to develop but sell in relatively low volumes. Cash flow from the 737 single-aisle family acts as funding that keeps the 777X program alive.
The MAX 10 is Boeing’s most heavily ordered variant with over 1,400 firm orders. Without it, airlines fleeing to the Airbus A321neo would starve Boeing of market share. The MAX 7 is vital for loyal single-type fleet operators such as launch customer Southwest Airlines, which has placed hundreds of orders alone.
