Boeing Expecting A Very Small Loss

Boeing still expects to report a small third-quarter loss on 27 October 2026, despite significant progress in its turnaround efforts.

According to LSEG data, analysts forecast a USD 0.21 per-share loss, or a net loss of just over USD 153 million, a significant year-on-year improvement for the planemaker.

In the same quarter a year earlier, Boeing recorded a loss of almost USD 6 billion, driven by charges, certification complications, and quality issues.

In the third quarter, Boeing is also expected to post positive free cash flow, a sign the planemaker is on the right track to improve cash generation after overhauling its culture and quality.

Boeing is almost there

LSEG’s consensus third-quarter performance for Boeing puts free cash flow at around USD 330 million, with capital expenditure at USD 905 million. Over the full year, free cash flow will be closer to USD 2.3 billion.

Net debt is expected to stand at USD 25.4 billion when the quarterly figures are revealed, down from over USD 30 billion for the same period a year earlier, as the business works diligently through its debt and well-established obstacles.

With further balance sheet improvement, Boeing now positions itself just ever so close to seeing a quarterly profit recorded; however, for now, the loss shows that while cash is generating at stronger levels than before, this, with the other obstacles, hasn’t been just enough to see the business become profitable once again.

When revenue is published, the picture will become clearer as the business looks to identify year-on-year improvements; early expectations suggest 3% growth, but that will need confirmation.

More deliveries and certification headline Boeing’s turnaround

Boeing’s turnaround hasn’t been easy, with decade-long complications slowing progress. When CEO Kelly Ortberg was appointed, optimism returned that the business was on the right track, and strong year-on-year results have since supported that view.

In the first nine months of the year, Boeing delivered nearly 400 aircraft from the 737 MAX family, and this pace was significant because it was the fastest the programme has achieved in some time; however, certification of its two remaining variants loomed as the main pressure point.

When Boeing received the green light from the Federal Aviation Administration (FAA) for its 737-7 in August and then the 737-10 this month, clearing the two remaining models after more than half a decade of delays, it marked another step in the recovery efforts.

Certification is one thing; increasing factory output is another priority, but the manufacturer still has its hands partially tied by ongoing FAA reviews. Management sees progress on the production cap but still feels the restrictions and the grip they hold, and it’s taking longer than first thought.

Boeing is still working to stabilise 737 production at 47 a month; however, with the certification of the last two variants and a swelling backlog, it has become imperative to see genuine, sustained progress while ensuring it is done as safely as possible.

Boeing’s 737 MAX programme has therefore made the most progress in the last quarter in quite some time. However, for jets like the 787, the ability to jump production rates has had its struggles, along with the ongoing wait for the 777-9s approval from the FAA in itself.

Financial performance is improving, as is the perception among airline customers and the general public of the product the manufacturer is putting out.