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The FAA certified Boeing’s 737 MAX 7 in August 2026, but the MAX 10 was still awaiting certification in the latest reporting available, from October 2. The MAX 7’s approval followed testing and design changes that included a redesigned engine anti-ice system. The MAX 10’s path was later interrupted by a separate flight-guidance software review; an FAA panel found no safety concern, but that finding was not an aircraft certification.
Where certification stands
| Variant | FAA status | Key milestone | Timing outlook |
|---|---|---|---|
| 737 MAX 7 | Certified in August 2026, according to the Associated Press. | Approval followed additional testing, design changes and review, including a redesigned engine anti-ice system. | The FAA certification is complete; no delivery or airline-service date is established by the cited reporting. |
| 737 MAX 10 | Still awaiting FAA certification in Reuters reporting dated October 2, 2026. | An FAA review found no safety concern in a separate flight-computer software issue. | Officials expected approval could come later in October, but that was a forecast, not a confirmed date. |
The distinction matters: the MAX 7 is no longer awaiting FAA type certification, while the MAX 10 had not received that approval as of the latest cited report. An FAA safety finding about one software issue is not the same as FAA certification of the aircraft.
How the engine anti-ice issue delayed both variants
Boeing’s 2024 annual report said the MAX 7 and MAX 10 remained in FAA certification and that Boeing was working on an engineering solution for the engine anti-ice system. The report said regulators would ultimately determine the timing. The anti-ice redesign was intended to prevent overheating and became part of the safety changes required for MAX 7 approval, the Associated Press reported in August 2026.
In June 2026, FAA Deputy Administrator Chris Rocheleau described certification of the two models as being in its final stages. FAA Administrator Bryan Bedford had said he expected the MAX 7 to be certified in summer and the MAX 10 before year-end. Reuters reported at the time that the variants’ earlier delay stemmed from the engine de-icing issue. Those statements were expectations, not approvals. EASA Executive Director Florian Guillermet also said EASA validation of the MAX 10 was a priority and that the agency was making progress on remaining actions. EASA validation is distinct from FAA certification.
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The MAX 10’s later software review was a separate issue
On September 28, 2026, Bedford said the FAA would delay the MAX 10 while it examined a newly disclosed software issue. Reuters reported that Boeing had told operators software supplied by GE Aerospace could prevent pilots from accessing automated flight guidance in a specific landing scenario. Reuters also reported that the latest software version could increase pilot workload during a go-around.
On October 2, Reuters reported that an FAA Corrective Action Review Board found no safety concern. The panel’s stated rationale was that “pilots retain full control of the aircraft and the indications to the flight crew are clear and unambiguous.” That finding addressed the software issue; it did not certify the MAX 10 or establish an approval date.
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What is known—and what remains uncertain—about the MAX 10 date
As of Reuters’ October 2 report, the exact certification date had not been confirmed. Aviation officials told Reuters they thought approval could come later in October, but this remained an expectation. The FAA had not provided a firm date in the reporting, so a projected month should not be treated as a completed regulatory action.
The MAX 10’s status is consequential for airline planning, but the available figures need attribution. Jefferies estimated that airlines had nearly 1,500 MAX 10s on order, as reported by Reuters on October 2; this is an analyst estimate, not a Boeing or FAA count. For a personal-finance reader, it is best understood as an indicator of the aircraft’s importance to airline fleet plans—not evidence by itself of a particular effect on fares, airline finances or Boeing’s share price.
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Why certification scrutiny matters
The MAX certification process continues against the history of the two 2018 and 2019 737 MAX 8 crashes, which killed 346 people, according to the Associated Press. That figure is historical context, not a measure of the MAX 7 or MAX 10 certification program. In the current approvals, the FAA’s review of design changes and software concerns is a regulatory process; a cleared issue or forecast does not substitute for the regulator’s final certification action.
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