Aircraft Orders & Deliveries
WestJet Places Largest Boeing Order to Expand Canadian Fleet
WestJet orders 67 Boeing jets, including 737-10 MAX and 787-9 Dreamliners, marking Canada’s biggest aircraft purchase and fleet expansion.
In September 2025, WestJet and Boeing announced a landmark deal that will see the Canadian airline acquire 67 new aircraft, its largest-ever single order. This strategic move, comprising 60 Boeing 737-10 MAX jets (with options for 25 more) and seven 787-9 Dreamliners (with options for four more), brings WestJet’s firm order book to 123 aircraft. The decision is significant for several reasons: it signals WestJet’s ambition to become a dominant force in Canadian and international aviation, demonstrates optimism about post-pandemic recovery, and underlines the airline’s commitment to fleet modernization and operational efficiency.
The timing of this order is particularly notable, coming at a period when the global aviation industry faces supply chain constraints, certification delays (especially for the 737 MAX 10), and a rapidly evolving competitive landscape. WestJet’s bold step not only positions it as Canada’s most aggressive growth story but also challenges the traditional dominance of Air Canada, setting the stage for a new era in Canadian air travel.
This article explores the background and details of WestJet’s historic order, analyzes the aircraft involved, examines the strategic and financial implications, and places the deal in the broader context of the Canadian airline industry and global aviation trends.
WestJet’s journey began in 1996 with just three Boeing 737s, 220 employees, and a handful of routes in Western Canada. Founded on the principles of low-cost, efficient, and friendly service, the airline quickly gained a reputation as a disruptor in the Canadian market, offering affordable alternatives to incumbent carriers. Over the next two decades, WestJet steadily expanded its network across Canada, leveraging the operational commonality and cost benefits of an all-Boeing 737 fleet.
The 2000s saw WestJet expand eastward, and by 2014, the company announced plans to acquire wide-body aircraft for international service. Its initial foray into long-haul operations involved leased Boeing 767-300ERs, but reliability issues prompted a shift to more modern equipment. The arrival of the Boeing 787-9 Dreamliner in 2017 marked a turning point, enabling WestJet to offer direct, premium service from Canada to Europe, Asia, and Latin America.
Today, WestJet operates nearly 150 Boeing 737s and a growing fleet of Dreamliners, with an average fleet age of about 10 years, making it one of the youngest among North American legacy carriers. This foundation of operational efficiency and fleet commonality has been central to WestJet’s growth strategy and its ability to offer affordable travel options.
The latest Boeing order is a clear signal of WestJet’s intent to solidify its place as Canada’s leading challenger airline. With this deal, WestJet not only doubles its Dreamliner fleet but also secures the largest aircraft order book in Canada. CEO Alexis von Hoensbroech highlighted the importance of this expansion, linking it to both affordable travel for Canadians and new career opportunities for WestJet employees.
The scale of this order also provides WestJet with the flexibility to adjust to market conditions, expand into new international markets, and increase frequency on high-demand domestic routes. The addition of more 737-10s and Dreamliners ensures WestJet can efficiently serve both short-haul and long-haul markets, leveraging the operational advantages of fleet commonality. These moves are especially significant given the competitive dynamics of the Canadian market, which is dominated by two major carriers. WestJet’s aggressive fleet expansion is poised to intensify competition, potentially leading to more choices and better prices for Canadian travelers.
“With the addition of these aircraft, WestJet has the largest order book of any airline in Canada, and will double our fleet of Dreamliners, underpinning our growth plans and our commitment to affordable travel options for Canadians and exciting career paths for our people.”, Alexis von Hoensbroech, WestJet CEO
Central to WestJet’s order are two of Boeing’s most advanced aircraft: the 737-10 MAX and the 787-9 Dreamliner. The 737-10 is the largest variant of the MAX family, offering seating for around 230 passengers in a typical two-class configuration. It is designed for maximum fuel efficiency and the lowest cost per seat in the single-aisle market. Its operational commonality with WestJet’s existing 737 fleet means minimal retraining for pilots and maintenance crews, further reducing costs.
The 787-9 Dreamliner, on the other hand, is a long-haul wide-body aircraft capable of flying up to 7,635 nautical miles with a typical two-class capacity of 290 passengers. It features a composite fuselage, advanced aerodynamics, and next-generation engines, resulting in approximately 20% better fuel efficiency compared to previous-generation wide-bodies. The Dreamliner’s passenger experience is enhanced by improved cabin pressurization, higher humidity, and larger windows, making it attractive for international travelers.
Both aircraft types are crucial to WestJet’s growth plans. The 737-10 will serve high-density domestic and transcontinental routes, while the expanded Dreamliner fleet opens up new opportunities in the lucrative transatlantic and transpacific markets. These aircraft also support WestJet’s sustainability goals by reducing fuel burn and emissions.
Despite the technological advancements, Boeing faces ongoing certification challenges with the 737-10 MAX. The aircraft remains uncertified by the Federal Aviation Administration (FAA) as of late 2025, mainly due to technical issues with the engine anti-ice system and evolving regulatory standards. Boeing has sought multiple exemptions and continues to work on compliance solutions, pushing expected certification into 2026.
These delays impact WestJet’s fleet planning and capacity deployment, as the airline is positioned to be the launch customer for the 737-10. While Boeing’s large backlog provides some insulation, supply chain constraints and regulatory scrutiny have stretched delivery timelines for all manufacturers, not just Boeing.
The Dreamliner program, while more mature, has also faced production slowdowns due to quality control issues and pandemic-related disruptions. However, both Boeing and WestJet remain optimistic about meeting long-term delivery schedules, with the order spread out through 2034 to allow for operational flexibility.
“We are honored that WestJet has once again placed its trust in Boeing with a major investment that builds on our three decades of partnership and solidifies their fleet for the decades ahead.”, Stephanie Pope, President and CEO, Boeing Commercial Airplanes
The financial magnitude of WestJet’s order is substantial, with industry analysts estimating the deal’s value in the multi-billion dollar range. While list prices for the 737-10 and 787-9 are publicly available, actual transaction values are typically lower due to negotiated discounts. The commitment nonetheless represents a significant capital allocation for WestJet, whose 2019 operating revenue was about $3.8 billion CAD. The extended delivery timeline through 2034 allows WestJet to phase in new aircraft, retire older models, and align capacity with market demand. Financing is expected to involve a mix of operating leases, finance leases, and direct purchases, supported by the airline’s private equity ownership under Onex Corporation since 2019. This ownership structure provides the financial stability and long-term perspective needed for such a major investment.
In terms of market dynamics, WestJet’s move is set to intensify competition with Air Canada, which currently holds the largest market share in both domestic and international segments. The order also sends a message to smaller competitors like Porter and Flair, as well as international carriers, that WestJet intends to be a formidable presence on both North American and global routes.
The ripple effects of WestJet’s order extend well beyond the airline itself. Boeing’s relationship with Canadian suppliers generates an estimated $4 billion in annual economic benefit for Canada and supports thousands of jobs in aerospace manufacturing, engineering, and related sectors. Alberta, home to WestJet’s headquarters, is poised to benefit from increased activity and investment in aviation.
The expansion will also create new employment opportunities within WestJet and across airport operations, maintenance, and support services. As WestJet ramps up its international network, Canadian tourism and business travel stand to gain from greater connectivity and more competitive airfares.
On a global scale, WestJet’s bet on fuel-efficient aircraft aligns with industry-wide trends toward sustainability and environmental responsibility. The transition to modern fleets is critical as airlines respond to regulatory and consumer pressures to reduce emissions and operate more sustainably.
“Canada is one of Boeing’s largest international supply bases, providing aerospace parts for all Boeing commercial airplane models in production. This relationship contributes approximately $4 billion in economic benefit to Canada annually.”, Boeing statement
WestJet’s largest-ever order for Boeing aircraft marks a defining moment in Canadian aviation. By securing 67 new jets, including the technologically advanced 737-10 MAX and 787-9 Dreamliner, WestJet is preparing to double down on its growth ambitions, expand its international reach, and challenge the status quo in a market long dominated by Air Canada. The deal’s scale, timing, and strategic intent underscore WestJet’s confidence in the recovery and long-term prospects of air travel.
Looking ahead, WestJet’s success will depend on its ability to navigate certification delays, manage operational complexity, and maintain financial discipline. If executed effectively, this fleet expansion could transform the competitive landscape of Canadian aviation, offering travelers more choices, better service, and a new standard for efficiency and sustainability. The next decade will reveal whether WestJet’s bold bet pays off, but for now, the airline has undeniably set a new benchmark for ambition in the industry.
Question: What types of aircraft are included in WestJet’s latest Boeing order? Question: Why is this order significant for WestJet? Question: What are the main challenges associated with the Boeing 737-10 MAX? Question: How does this order impact the Canadian economy? Question: When will the new aircraft be delivered? Sources: Boeing Media Room
WestJet’s Historic Boeing Order: Canada’s Largest Airline Fleet Expansion Sets Stage for Industry Transformation
WestJet’s Evolution: From Regional Upstart to National and International Player
Strategic Growth and Market Positioning
Boeing 737-10 MAX and 787-9 Dreamliner: Technology, Efficiency, and Passenger Experience
Certification Challenges and Industry Headwinds
Financial and Competitive Implications in the Canadian Airline Industry
Broader Economic and Industry Impact
Conclusion: A Bold Bet on the Future of Canadian Aviation
FAQ
Answer: The order consists of 60 Boeing 737-10 MAX jets (with options for 25 more) and seven Boeing 787-9 Dreamliners (with options for four more).
Answer: It is WestJet’s largest-ever order, doubles its Dreamliner fleet, and gives it the largest aircraft order book in Canada, positioning the airline for aggressive growth and increased competition with Air Canada.
Answer: The 737-10 MAX is still awaiting certification from the FAA due to technical and regulatory issues, which may delay deliveries and impact WestJet’s fleet plans.
Answer: The deal benefits Canada’s aerospace sector, supports jobs, and contributes billions of dollars in economic activity through Boeing’s Canadian supply chain.
Answer: Deliveries are scheduled to extend through 2034, allowing WestJet to phase in the new aircraft gradually.
Photo Credit: Boeing
Aircraft Orders & Deliveries
Aviation Capital Group Delivers Two Boeing 737 MAX 8s to WestJet
Aviation Capital Group delivered two Boeing 737 MAX 8 aircraft to WestJet in a sale-and-leaseback deal, supporting fleet modernization and expansion.
This article is based on an official press release from Aviation Capital Group.
Aviation Capital Group LLC (ACG), a global aircraft asset manager, announced on February 26, 2026, that it has successfully delivered two Boeing 737 MAX 8 aircraft to WestJet. The delivery, which took place in Seattle, marks the completion of a sale-and-leaseback transaction between the lessor and the Canadian airline.
According to the company’s statement, these aircraft are equipped with CFM LEAP-1B engines and are intended to support WestJet’s ongoing fleet modernization and network expansion. The handover comes as WestJet celebrates its 30th anniversary, a milestone noted by ACG executives during the announcement.
The deal was structured as a sale-and-leaseback agreement, a common financial mechanism in aviation where an airline sells its aircraft to a lessor and immediately leases them back. This approach allows carriers to maintain operation of the assets while freeing up capital. In its press release, ACG confirmed that both aircraft were delivered earlier this week.
Carter A. White, Chief Commercial Officer at ACG, emphasized the continuity of the partnership between the two companies. In the press release, White stated:
“We are delighted to complete the delivery of two Boeing 737 MAX 8 aircraft and to strengthen our long-standing relationship with WestJet. These modern, fuel-efficient aircraft will support WestJet’s fleet expansion and continued growth.”
White also extended congratulations to the airline on its three decades of operation, wishing the team continued success.
While the ACG release focused on the specific delivery, the arrival of these 737 MAX 8s aligns with WestJet’s broader strategy to utilize fuel-efficient narrowbody aircraft for both domestic and international routes. The Boeing 737 MAX 8 is designed to offer improved fuel efficiency and reduced noise compared to previous generation aircraft, factors that ACG highlighted as key benefits for the airline’s growth.
As of December 31, 2025, Aviation Capital Group reported a portfolio of approximately 450 owned, managed, and committed aircraft, leased to roughly 85 airlines globally. This transaction reinforces ACG’s position as a significant partner for major North American carriers. The completion of this sale-and-leaseback transaction highlights a continued reliance on the Boeing 737 MAX 8 for WestJet’s operational strategy in 2026. For WestJet, securing these aircraft via lease rather than direct ownership likely provides immediate liquidity, a strategic advantage as the airline expands its transatlantic footprint this summer. The timing of the delivery in Seattle suggests these airframes will enter service promptly, bolstering capacity during a critical anniversary year for the carrier.
What is a sale-and-leaseback transaction? What engines power these Boeing 737 MAX 8 aircraft? How large is Aviation Capital Group’s portfolio?
Aviation Capital Group Delivers Two Boeing 737 MAX 8s to WestJet
Transaction Details and Executive Commentary
WestJet Fleet Context
AirPro News analysis
Frequently Asked Questions
A sale-and-leaseback is a financial transaction where an airline sells an aircraft to a leasing company (like ACG) and immediately leases it back. This allows the airline to unlock the capital tied up in the aircraft while retaining the ability to fly it.
According to the ACG press release, the two delivered aircraft are powered by CFM LEAP-1B engines.
As of the end of 2025, ACG managed, owned, or had committed to approximately 450 aircraft leased to airlines in about 50 countries.
Sources
Photo Credit: Aviation Capital Group
Aircraft Orders & Deliveries
US Removes Tariffs on Brazilian Aircraft Restoring Duty-Free Trade
The US eliminates 10% tariffs on Brazilian aircraft, benefiting Embraer and US regional airlines with a temporary exemption under Section 122 of the Trade Act.
This article summarizes reporting by Reuters and includes data from public trade records.
The Brazilian government has officially welcomed a decision by the United States to eliminate import tariffs on Brazilian aircraft, effectively restoring a “zero-tariff” trade relationship for the aerospace sector. According to reporting by Reuters, the move reduces the duty on Brazilian jets entering the U.S. from 10% to zero, a significant shift following months of volatile trade policy.
The decision comes in the wake of a pivotal U.S. Supreme Court ruling on February 20, 2026, which struck down previous broad tariff structures. In response, the U.S. administration pivoted to a new strategy under Section 122 of the Trade Act of 1974. While this new measure imposes temporary global tariffs on many goods, civil aircraft, engines, and parts were specifically listed as exempt, providing immediate relief to Brazilian planemaker Embraer and its U.S. customers.
This policy shift marks a return to the status quo that existed for over 45 years prior to April 2025, during which the U.S. and Brazil traded civil aviation products duty-free. The reinstatement of this status is expected to have widespread implications for the regional airline market in the United States.
The removal of the 10% levy is a major victory for Embraer, Brazil’s leading exporter of high-value manufactured goods. For the past year, the tariff placed Embraer at a price disadvantage compared to its primary competitors, such as Canada’s Bombardier and France’s Dassault, whose business jets continued to enter the U.S. market duty-free.
According to trade data, aircraft represent Brazil’s third-largest export to the United States, valued at approximately $1.41 billion in the first half of 2025 alone. Brazilian Vice President and Minister of Development Geraldo Alckmin praised the decision, noting that it restores “competitive parity” for Brazilian industry.
The exemption is also a critical development for U.S. regional airlines. Carriers such as SkyWest, Republic Airways, and American Airlines rely heavily on Embraer’s E175 jets to operate their regional networks. Industry analysts have noted that these airlines faced the prospect of deferring deliveries or absorbing higher costs under the previous tariff regime.
By exempting civil aircraft from the new Section 122 measures, the U.S. administration has ensured a steady supply of regional jets required to replace aging fleets without imposing inflationary costs on domestic carriers. The legal landscape surrounding this decision remains complex. The exemption was triggered after the Supreme Court ruled in Trump v. CASA, Inc. that the executive branch lacked the authority to impose the previous tariff structures under the International Emergency Economic Powers Act (IEEPA). Consequently, the administration invoked Section 122 to maintain trade pressure while carving out exemptions for critical sectors like aerospace.
However, legal experts warn that this relief may be temporary. The tariffs implemented under Section 122 are legally limited to a duration of 150 days, set to expire in July 2026. Furthermore, the administration has indicated that an investigation into Brazil’s trade practices under Section 301 is ongoing, which could lead to targeted tariffs in the future.
“Now it seems we have a window at least where we can import these aircraft free from tariffs. The question is how long that window will last.”
Tobias Kleitman, President of TVPX, via industry reports
We view this exemption as a pragmatic concession by Washington rather than a purely diplomatic gesture toward Brazil. The U.S. regional aviation market is structurally dependent on the Embraer E175; there is currently no U.S.-manufactured alternative that meets the scope clause requirements of major pilot contracts. Penalizing Embraer imports would have disproportionately harmed U.S. airlines and the traveling public in smaller markets.
While the immediate threat has passed, the 150-day clock on Section 122 measures creates a “sunset horizon.” We advise stakeholders to accelerate deliveries where possible before July 2026, as the long-term trade framework between the U.S. and Brazil remains unsettled.
What was the previous tariff rate? Why was the tariff removed? Does this affect private jets?
Brazil Welcomes Removal of U.S. Aircraft Tariffs, Restoring Duty-Free Status for Embraer
Impact on Embraer and Global Competition
Relief for U.S. Regional Carriers
Legal Context and Future Uncertainty
AirPro News Analysis
Frequently Asked Questions
Between April 2025 and February 2026, Brazilian aircraft imports were subject to a 10% tariff.
A Supreme Court ruling invalidated the previous tariff authority. The administration subsequently issued new temporary measures that specifically exempted civil aircraft.
Yes. The exemption covers civil aircraft, which includes executive jets like Embraer’s Praetor and Phenom series.Sources
Photo Credit: Embraer
Aircraft Orders & Deliveries
DAE Capital Nears Acquisition of Macquarie AirFinance Aircraft Lessor
DAE Capital is finalizing a deal to acquire Macquarie AirFinance, expanding its fleet and securing key aircraft delivery slots amid industry consolidation.
This article summarizes reporting by Reuters.
Dubai Aerospace Enterprise (DAE) Capital is reportedly in the final stages of negotiations to acquire a controlling stake in Dublin-based lessor Macquarie AirFinance. According to exclusive reporting by Reuters on February 22, 2026, the Dubai-based giant has emerged as the leading contender in a competitive bidding process, potentially solidifying its status as one of the world’s premier aviation lessors.
The potential transaction highlights the intense consolidation currently reshaping the global aircraft leasing sector. As supply chain constraints continue to plague major manufacturers, established lessors are increasingly turning to Mergers and Acquisitions to secure fleet growth and valuable delivery slots.
Sources close to the matter told Reuters that DAE Capital is “closing in” on an agreement to purchase the controlling interest in Macquarie AirFinance. The deal follows a strategic review by Macquarie Group, which reportedly engaged JP Morgan to explore options for the business, including a potential sale.
The bidding process reportedly attracted significant interest from other major players in the Middle East, underscoring the region’s growing dominance in aviation finance. Reuters notes that DAE competed against:
While the final terms have not been publicly disclosed, the acquisition targets the ownership stakes currently held by Macquarie Asset Management (50%), the PGGM Infrastructure Fund (25%), and the Australian Retirement Trust (25%).
According to the Reuters report, DAE Capital is “closing in” on a deal to acquire a controlling stake in the Dublin-based lessor.
If completed, this acquisition would represent a significant expansion for DAE Capital, which has pursued an aggressive growth strategy in recent years. By integrating Macquarie AirFinance’s portfolio, DAE would cement its position within the top tier of global aircraft lessors.
Industry data indicates that a primary driver for this transaction is Macquarie’s robust order book. With original equipment Manufacturers (OEMs) like Boeing and Airbus facing multi-year backlogs, acquiring a lessor with confirmed delivery slots is one of the few viable paths for near-term growth.
Macquarie AirFinance holds a portfolio of approximately 225 to 233 owned and managed aircraft. Crucially, this includes confirmed orders for 70 Boeing 737 MAX aircraft, alongside additional Airbus A220 and A320neo jets. For DAE, gaining access to these delivery slots would provide a critical pipeline of new technology aircraft at a time when production delays are keeping lease rates at historic highs. DAE Capital enters this potential deal from a position of financial strength. According to company filings for the fiscal year 2025, DAE reported a net profit of approximately $702.2 million, a year-over-year increase of roughly 47%. As of year-end 2025, DAE’s total assets stood at approximately $16.5 billion, with a fleet of roughly 604 owned and managed aircraft.
The addition of Macquarie’s fleet, valued at roughly $6.4 billion, would complement DAE’s existing holdings. Macquarie’s portfolio is split fairly evenly between Airbus and Boeing narrowbodies, assets that are currently in high demand due to the global shortage of single-aisle lift.
We view this potential acquisition as a clear indicator that the aviation finance market has shifted firmly into a consolidation phase. The chronic inability of manufacturers to meet delivery targets has created a “seller’s market” for existing aircraft portfolios. Lessors with available metal or confirmed delivery slots are commanding premium valuations.
For DAE, this move appears to be a continuation of a long-term strategy to achieve scale through acquisition rather than solely through organic orders. Having previously acquired AWAS in 2017 and Nordic Aviation Capital (NAC) for $2 billion, DAE has demonstrated a capability to integrate large, complex portfolios. This deal would further dilute the influence of Western-centric lessors, shifting the center of gravity in aviation finance toward the Middle East, where sovereign wealth capital is actively seeking dollar-denominated, real assets.
Who currently owns Macquarie AirFinance? How large is the combined fleet? Why is the order book important? Sources: Reuters, DAE Capital Filings, Macquarie Asset Management
DAE Capital Reportedly Poised to Acquire Macquarie AirFinance
Deal Dynamics and Competitive Landscape
Strategic Rationale: The Race for Scale
The Value of the Order Book
Financial Strength and Fleet Composition
AirPro News Analysis
Consolidation in a “Seller’s Market”
Frequently Asked Questions
As of the latest reports, the company is owned by a consortium comprising Macquarie Asset Management (50%), PGGM Infrastructure Fund (25%), and the Australian Retirement Trust (25%).
DAE Capital currently manages approximately 604 aircraft. Macquarie AirFinance manages roughly 225 aircraft. A combined entity would oversee a fleet approaching 830 aircraft, placing it firmly among the largest lessors globally.
Airlines are desperate for new, fuel-efficient aircraft, but Boeing and Airbus are sold out for several years. Buying a lessor with an existing order book (like Macquarie’s 70 Boeing 737 MAX orders) allows the buyer to skip the line and secure immediate future growth.
Photo Credit: DAE Capital
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