The FAA certified the 737 MAX 7 on August 3, 2026, while Boeing said MAX 10 certification work was still underway. But the available public statements do not establish how the FAA formally disposed of Boeing’s separately reported January 2025 request concerning stall-management and angle-of-attack system assurance requirements—or how that request related to the MAX 7’s final certification.
What Boeing reportedly asked the FAA to exempt
Aviation.Direct reported that Boeing filed a January 2025 request concerning the Stall Management Yaw Damper (SMYD) and angle-of-attack systems on MAX aircraft. According to that reporting, Boeing sought relief from two regulatory provisions because the systems did not meet specified requirements, and proposed bringing them to Design Assurance Level A (DAL A) after certification of the aircraft or systems.
This account comes from secondary reporting. The underlying FAA docket attachment was not retrievable, so the precise wording of the petition and its formal status cannot be confirmed here. In particular, the available sources do not establish that the FAA granted or denied the request.
What SMYD does
SMYD is part of stall warning and management. It processes angle-of-attack-related data, provides the crew with information about speed limits, and can activate a stick shaker as the aircraft approaches a stall. The exemption issue described in the reporting is about assurance requirements for SMYD and angle-of-attack systems; it is not, by itself, evidence that a safety defect was found.
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How the reported request differs from the earlier MAX 7 petition
Boeing had a separate petition concerning the MAX 7’s SMYD. Aviation.Direct reported that the earlier petition, submitted in 2023, involved requirements for resilience to lightning strikes and high-intensity radiated fields (HIRF), and that Boeing withdrew it on June 9, 2025, saying it would demonstrate compliance. That is a different regulatory issue from the January 2025 assurance-level request.
| Request | Issue reported | Aircraft scope | Proposed timing or outcome | Known disposition |
|---|---|---|---|---|
| Earlier petition, submitted in 2023 | MAX 7 SMYD resilience to lightning and HIRF requirements, according to Aviation.Direct. | 737 MAX 7 | Boeing said it would demonstrate compliance, according to Aviation.Direct; no later timing is stated in that report. | Aviation.Direct reported Boeing withdrew the petition on June 9, 2025. |
| Reported January 2025 request | SMYD and angle-of-attack system assurance requirements; Aviation.Direct reported Boeing sought exemption from two provisions. | MAX aircraft; the reporting discusses the MAX variants, including the MAX 7 and MAX 10. | Aviation.Direct reported Boeing proposed achieving DAL A after certification of the aircraft or system projects. | The sources available here do not establish a formal FAA disposition. |
Why this is not an MCAS exemption story
SMYD and MCAS are not interchangeable names for the same system. The FAA’s summary of its 737 MAX review describes MCAS as part of the Speed Trim System, addressing control-force characteristics in specific flight conditions and affecting stabilizer movement. That explanation provides background on MCAS; it does not establish the status or resolution of the reported SMYD and angle-of-attack request.
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What the FAA and Boeing said about certification
MAX 7
In its August 3, 2026 announcement, the FAA said it had issued an amended type certificate for the MAX 7 and updated the Production Limitation Record after almost a decade of review. The agency described reviewing flight controls, safety assessments, human factors, crew alerting, and other complex or safety-critical areas. It required updated flight-control software, a revised flightcrew alerting system, and a redesigned engine anti-ice system. The FAA said the amended certificate confirms compliance with applicable design and safety requirements.
Boeing separately said the MAX 7 test program involved more than 1,000 hours of flight and ground testing. That figure is Boeing’s account of its certification test program, not a measure of the January 2025 exemption request.
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MAX 10
In its August 3, 2026 release, Boeing said MAX 10 certification work was continuing and that it was working toward certification during 2026. That was Boeing’s stated target, not an FAA commitment or confirmation of completed certification. The sources available here do not establish that the MAX 10 has since received FAA certification.
What the certification update does—and does not—resolve
The FAA’s MAX 7 certification announcement does not identify the January 2025 SMYD and angle-of-attack assurance request by name. The certification is a confirmed milestone, but it does not by itself confirm how the FAA handled that separate request or whether the request’s proposed path was reflected in the final aircraft design. The available sources also do not establish the MAX 10’s certification outcome.
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