Boeing’s efforts to secure certification for its 737 MAX 7 and 737 MAX 10 aircraft from the US Federal Aviation Administration (FAA) have been pushed into 2026, marking another setback for the aerospace giant.
Boeing is working on design updates to resolve a safety issue with the engine anti-ice system that must be completed before delivery. Boeing has a backlog of 1,271 orders for the B737-10, with major carriers like United Airlines, Ryanair, and American Airlines leading the customers. Southwest Airlines, which is set to take delivery of 295 B737-7s, will not expect the B737-7 until 2026, which is approximately seven years later than initially planned.
The delays, primarily driven by unresolved issues with the engine anti-ice system, have frustrated airlines awaiting these critical additions to their fleets. Boeing’s chief executive, Kelly Ortberg, recently confirmed that the company is still navigating the testing phase, with a focus on finalising a design solution for the anti-ice system, which has been a persistent hurdle. The issue, which could lead to overheating of the engine inlet cowl, affects both the MAX 7 and MAX 10, as well as the in-service MAX 8 and MAX 9 models. While a temporary workaround has been implemented for the latter, allowing pilots to limit the use of the anti-ice system, the uncertified variants require a permanent fix before they can enter service.
Boeing’s earlier projections, voiced by former chief executive David Calhoun during the company’s second-quarter earnings call on 31 July 2024, suggested certification for both aircraft might be achievable in the first half of 2025. However, recent updates indicate that unresolved technical challenges, coupled with heightened regulatory oversight, have extended the timeline. The FAA, under intense scrutiny following the 2018 and 2019 737 MAX crashes that killed 346 people, has adopted a more stringent approach to certification. This was further compounded by a January 2024 incident involving an Alaska Airlines 737 MAX 9, where a door plug component blew out mid-flight, prompting renewed concerns about Boeing’s production quality. The FAA has since capped 737 MAX production at 38 aircraft per month and demanded comprehensive safety improvements, a process that outgoing FAA Administrator Mike Whitaker described as a “long road” to restoring Boeing’s safety culture.
The 737 MAX 7, the smallest variant designed for efficiency on shorter routes, and the 737 MAX 10, the largest variant aimed at high-density markets, are pivotal to Boeing’s competition with Airbus’s A220 and A321neo models. Southwest Airlines, the launch customer for the MAX 7 with 305 firm orders, now anticipates certification in the first or second quarter of 2026, with deliveries potentially delayed until 2027. United Airlines, a key MAX 10 customer, has expressed frustration, indicating it may not receive the aircraft until 2027 or later, prompting discussions with Airbus to secure A321neo slots. Other airlines, including Ryanair, Delta Air Lines, and Alaska Airlines, are also affected, with Boeing’s backlog showing 329 unfilled orders for the MAX 7 and nearly 1,200 for the MAX 10 as of March 2025.
Boeing has made progress on a redesigned engine nacelle to address the anti-ice issue, with flight testing planned for later this year. However, additional complications have arisen, including a bird strike issue affecting the CFM LEAP-1B engine’s Load Reduction Device, which could introduce smoke into the cockpit or cabin. The FAA, in collaboration with the European Union Aviation Safety Agency (EASA) and engine manufacturer CFM, is auditing this issue, which may necessitate further software or procedural changes. Moreover, Boeing is seeking a temporary exemption for the stall management yaw damper system, which does not meet updated regulatory standards, to expedite certification while continuing to refine the system until October 2028. The Air Line Pilots Association has opposed this exemption, citing safety concerns, and the FAA has yet to rule on the request.
The prolonged certification process has strained Boeing’s relationships with customers and investors, with a 53-day machinists’ strike ending in November 2024 further disrupting production. As Boeing works to restore confidence, the company insists its focus remains on safety and regulatory compliance. Ortberg, in a recent memo to employees, reiterated that certification is expected in 2026, aligning with Southwest’s projections. The FAA, now under new leadership following Whitaker’s departure in January 2025, continues to prioritise safety, with new Administrator Sean Duffy vowing to maintain strict oversight. For now, Boeing’s 737 MAX 7 and MAX 10 remain grounded in regulatory limbo, leaving airlines to adjust fleet plans and the industry watching closely as Boeing navigates this challenging chapter.
Kelly Ortberg CEO of Boeing shared, “We are maturing a technical solution that includes design updates. The modifications would be included in the baseline certification of the B737-7 and B737-10.”
Michael O’Leary CEO of Ryanair shared, “we expect delivery of the first fifteen to take place in the spring of 2027.”
Bob Jordan CEO of Southwest Airlines shared, “Southwest is not counting on the B737-7 until 2026.”
