The US airline has placed the largest aircraft order in its history, giving Boeing a much-needed boost at a sensitive time while subtly reshaping competitive dynamics on major transpacific and domestic US routes.
Alaska’s historic purchase brings Boeing back into focus
Alaska Airlines has finalized an order for 105 Boeing 737-10 aircraft, the biggest model in the 737 MAX lineup, with options for an additional 35 jets. This represents the airline’s most significant single aircraft commitment to date.
Alongside the narrowbody deal, Alaska is also acquiring five additional Boeing 787 Dreamliners, long-range widebody aircraft built for intercontinental routes to Europe and Asia.
The firm portion of the agreement is estimated at €6–6.85 billion, with the total value potentially exceeding €8.5 billion if all options are exercised.
As is standard practice, neither Boeing nor Alaska disclosed official pricing. Based on catalogue values and typical large-customer discounts, analysts estimate the confirmed order at roughly $7–8 billion, or around €6 billion at minimum.
Why the deal matters for Boeing’s rivalry with Airbus
In theory, Alaska could have split its fleet expansion between Boeing and Airbus, or even shifted entirely to Airbus, whose A321neo family dominates high-capacity single-aisle sales worldwide.
Instead, the airline has reinforced its commitment to Boeing at a moment when the US manufacturer faces intense scrutiny over safety issues, certification delays, and stiff competition from its European rival.
Within the narrowbody segment, the Boeing 737-10 competes directly with the Airbus A321neo, which has accumulated roughly five times more global orders.
While this agreement does not erase that gap, it sends a clear message: for some carriers, fleet commonality and long-standing industrial relationships still outweigh headline performance figures or shifting public sentiment.
- These are the two ages when love is hardest to find
- Greenland declares an emergency after orcas approach melting ice shelves
- Officials confirm pension cuts next year as seniors push back
- A simple Sunday habit keeps my bathroom clean all week
- An illegal electrical hookup inspection triggered overnight
- The overlooked kitchen liquid that restores grimy cabinets
- If you’re 60+, this social habit strongly affects mood
- Psychology links clean-as-you-cook habits to eight key traits
A single-fleet approach: Alaska’s confidence in the 737
Alaska currently operates 248 Boeing 737 aircraft and already had 174 737 MAX jets on order before this latest agreement.
Adding the 737-10 reinforces a single-type fleet strategy. Pilots train within the same cockpit philosophy, maintenance crews work with familiar systems, and spare parts can be shared efficiently.
- Common pilot type ratings across most aircraft
- Unified maintenance procedures and tooling
- Simplified scheduling and aircraft swaps
- Lower training and inventory expenses
The 737-10 is expected to replace older aircraft on high-density domestic routes, while also enabling new services with more seats per flight and a lower cost per passenger.
As US regulators tighten safety and environmental standards, operating a newer, more efficient narrowbody fleet helps cut fuel burn and emissions, directly supporting long-term profitability.
The Dreamliner adds a subtle long-haul shift
The more understated strategic change lies in long-haul operations. By expanding its 787 Dreamliner fleet to ten aircraft, Alaska is quietly laying the groundwork for a meaningful widebody presence.
The 787 is built for long, thinner routes, allowing point-to-point flights between mid-sized cities without routing passengers through major hubs.
A fleet of ten Dreamliners gives Alaska sufficient scale to maintain regular services to Europe and Asia from the US West Coast, while retaining flexibility to adjust capacity as demand evolves.
For passengers, this can translate into more nonstop international flights, fewer connections, and a modern onboard experience featuring higher cabin humidity and larger windows, both signature elements of the 787 design.
Breaking down the roughly €6 billion price tag
Although aircraft pricing is rarely transparent, the financial structure of this deal can be estimated with reasonable accuracy.
- Boeing 737-10: 105 aircraft at approximately $60 million each, totaling about $6.3 billion
- Boeing 787 Dreamliner: 5 aircraft at roughly $140–150 million each, totaling around $700–750 million
- Total firm order: Approximately $7–8 billion
Converted at current exchange rates, this equals roughly €6–6.85 billion for confirmed aircraft.
If Alaska exercises all 35 optional 737-10s, the value could rise by another $2–2.5 billion (around €1.7–2.1 billion), pushing the full package well beyond €8.5 billion.
Six decades of partnership and a signal to investors
The order aligns with the 60th anniversary of the Boeing–Alaska Airlines relationship, which dates back to the era of the Boeing 727.
Both companies share deep roots in the US Pacific Northwest and have grown from regional players into global operators within the same industrial ecosystem.
For Boeing, the agreement acts as a vote of confidence at a time when large orders are critical for investor sentiment and production planning.
For Alaska, it reflects a calculated decision to continue working with a manufacturer it understands thoroughly, from technical support to fleet transition management.
Boeing executives have described the deal as historic for Alaska, highlighting the airline’s financial strength and long-term growth ambitions.
How the order compares with Airbus offerings
The contrast with Airbus is most pronounced in the high-capacity narrowbody market.
- The Airbus A321neo family has secured about 5,700 firm orders globally.
- The Boeing 737-10 has around 1,100 orders and is still awaiting final certification.
- The A321XLR offers extended range for quasi long-haul missions, with no direct Boeing equivalent.
In widebody aircraft, competition is more balanced. Boeing has logged roughly 1,650 orders for the 787, while Airbus has sold about 1,100 A350s, despite the latter entering service four years later.
While Airbus is often viewed as having an edge in narrowbody performance metrics, Boeing remains competitive when airlines prioritise fleet simplicity, internal expertise, and established supplier relationships.
Environmental and regulatory considerations
Both the 737-10 and the 787 were engineered to deliver lower fuel burn per seat than the aircraft they replace, using new-generation engines, lighter materials, and refined aerodynamics.
For Alaska, this means reduced operating costs and a smaller environmental footprint as governments tighten rules on emissions, noise, and airport capacity.
Newer aircraft also support compliance with voluntary sustainability targets and help airlines avoid future penalties that could affect older, less efficient jets.
Investing in the latest models effectively buys time in a more restrictive regulatory environment, limiting the need for expensive retrofits.
Implications for passengers and competitors
For travellers, fleet renewal typically brings quieter flights, updated cabins, and a broader selection of routes as airlines test new markets with lower risk.
Alaska could deploy the 737-10 to add capacity on busy West Coast–Hawaii or transcontinental routes, while using the 787 for nonstop services from cities like Seattle or Portland to secondary European destinations.
Competitors will be watching closely. A denser, more efficient fleet allows Alaska to pressure rivals on pricing or increase frequencies, squeezing margins for airlines still flying older aircraft.
Key concepts and scenarios to monitor
The agreement also underscores several industry factors that often receive little attention.
- Options: The 35 optional 737-10s provide flexibility without committing to immediate purchases.
- Certification: The 737-10 still awaits final approval from the US Federal Aviation Administration, and further delays could affect deliveries.
- Fleet harmonisation: Relying on one aircraft family reduces complexity but increases exposure to supplier-specific issues.
Over the next decade, outcomes could vary. Sustained growth on domestic and transpacific routes may see Alaska exercise most options and add more widebodies. Slower demand or higher fuel prices would still allow the airline to adjust deliveries.
There are risks. A past grounding of the 737 MAX caused widespread disruption, and a similar event would disproportionately affect a carrier with such a concentrated fleet.
Conversely, if Boeing delivers on schedule and regulators clear the 737-10, Alaska stands to gain from lower unit costs, a stable training pipeline, and the flexibility to redeploy aircraft quickly as market conditions shift.
