Alaska Airlines has committed to 110 Boeing aircraft, anchoring an order with 105 737 MAX 10s and five 787-10s in what stands as one of the largest narrowbody commitments in the carrier's history.

The figure, reported by One Mile at a Time, places the Seattle-based carrier at the center of a Boeing order book that mixes domestic-scale narrowbody lift with limited widebody expansion. The 105 MAX 10s represent a substantial bet on the largest variant of the 737 family. The five 787-10s mark Alaska's first direct Boeing widebody commitment.

What does the MAX 10 portion mean for Alaska's fleet?

The 105-aircraft MAX 10 tranche would expand Alaska's all-Boeing 737 mainline fleet and eventually replace older 737-800s and 737-900ERs as they reach retirement age. The MAX 10 remains uncertified, with Boeing and the Federal Aviation Administration working through flight testing and documentation requirements before the type can enter revenue service.

Boeing's certification schedule for the MAX 10 has slipped repeatedly from earlier targets, leaving Alaska to absorb any further delivery delays and to consider how the new aircraft fit alongside its just-completed acquisition of Hawaiian Airlines.

For Alaska, accepting deliveries of a type that is not yet flying commercially introduces scheduling risk. Alaska has not publicly disclosed a target delivery timeline, and any slip in MAX 10 certification would push entry into service later than originally planned.

Why is the 787-10 tranche significant?

The five 787-10s are the smaller portion by count but carry strategic weight. Alaska has historically operated an all-narrowbody mainline fleet, with widebody long-haul flying handled through partner carriers. Adding the 787-10, the largest member of the 787 family, signals a shift toward point-to-point widebody operations on selected international or transcontinental routes.

The 787-10 entered service in 2018 and now flies with United Airlines, Singapore Airlines, and Etihad Airways, among others. Its 61-meter fuselage is Boeing's longest twin-aisle product, with capacity up to roughly 330 passengers in a typical two-class configuration.

Deliveries to Alaska would not face the same certification hurdle as the MAX 10, though slot availability at Boeing's North Charleston final assembly facility will determine timing.

What are the cost and capacity implications?

At standard list pricing — roughly $135 million per 737 MAX 10 and $339 million per 787-10 — the combined commitment would carry a theoretical value near $16 billion. Airlines typically negotiate discounts of 30-50% from those figures, suggesting real-world pricing in the high single-digit to low double-digit billions.

Capacity-wise, the MAX 10 offers seating in the low 200s, providing Alaska with higher-density lift for domestic and short-haul international markets.

The 787-10 seats roughly 330 passengers in a typical two-class layout, giving the carrier a step-change in long-haul seat count compared with smaller 787 variants.

The order also lines Alaska up against the Airbus A321neo, the MAX 10's principal narrowbody competitor.

What comes next?

Boeing has not yet listed the order as a firm contract in its order and delivery summary, and the companies have not publicly disclosed financial terms. Alaska's fleet plan, integration timelines, and any associated financing or lease structures will determine how quickly the new aircraft enter the carrier's network.

Until the MAX 10 receives its type certificate and Alaska posts a firm contract, the 110-aircraft commitment functions as a placeholder for one of the more consequential fleet decisions in the airline's 90-plus-year history.