FAA halts certification of Boeing 737 MAX 10, shares drop nearly 7%

Boeing has suffered another regulatory blow.

On September 29, the Federal Aviation Administration (FAA) announced the suspension of the 737 MAX 10's type certification until a newly disclosed software flaw is assessed and confirmed not to pose a flight safety risk, again casting doubt on the delivery schedule of the last undelivered model in Boeing's best-selling narrow-body aircraft series.

FAA Administrator Bryan Bedford stated at an event that the software flaw could affect the automatic flight guidance function of the vertical navigation system during the go-around, increasing pilots' workload. Bedford said:

We have not yet determined whether this constitutes a flight safety issue, but we will delay certification of MAX 10 until we are satisfied there are no hazards.

The FAA later issued a statement: “Safety determines the certification timeline,” adding that it would “not hesitate to take action when necessary.” Boeing shares closed down 6.9% at $184.39 on Monday, hitting their lowest since November 2025, as investor concerns over another round of delays quickly intensified.

The certification of MAX 10 was originally within reach. Earlier this month, Boeing CEO Kelly Ortberg told investors that FAA approval was “imminent.” This unexpected suspension not only disrupts the company’s core plan to repair its balance sheet and improve cash flow, but also puts pressure on Boeing’s competitive strategy against Airbus in the lucrative single-aisle jet market.

According to Bedford, the software was supplied by the engine manufacturer GE Aerospace.

Last month, the FAA had completed certification for the smaller 737 MAX 7 model using the latest version of this software. This version had fixed a previously known bug in the vertical navigation system but unexpectedly introduced a new, albeit smaller, flaw.

Bedford stated that Boeing “fixed the previous flaw but unexpectedly introduced a new bug.”

The flaw specifically manifests as follows: When the aircraft performs a go-around (if pilots abort an approach and re-sequence for landing), under certain circumstances pilots may not be able to access the automatic flight guidance, increasing their operational workload.

Bedford emphasized that, unlike the flight control software involved in the 2018 and 2019 MAX 8 crash incidents, this flaw “does not strip pilots of control over the aircraft,” and pilots have received scenario-based training for such issues.

Bedford mentioned that, given the high level of attention on this issue, GE Aerospace may accelerate the software fix process, but he declined to give a specific timeline, “Is it days, weeks, or months? I don’t know.”

According to Reuters, citing two sources, the FAA plans to convene a Corrective Action Review Board to investigate the issue, but the earliest this meeting could take place is next week.

The review’s findings will determine whether the software poses an “unreasonable safety risk,” and will directly affect the MAX 10 certification timeline, which the market widely expected to be completed in October this year.

Although regulators have adopted a cautious stance, airlines currently operating with the related software have reported relatively calm reactions.

Canadian airline WestJet stated in a release that it has not experienced any actual issues with its 737 MAX fleet and does not consider this a safety concern. The company said:

We have standard operating procedures and training mechanisms in place to handle such situations.

Three anonymous WestJet MAX pilots also said they have detected no software anomalies during go-around maneuvers.

Reportedly, in the United States, both Alaska Airlines and United Airlines stated that their current aircraft do not use the affected software version. United Airlines said it has suspended acceptance of aircraft equipped with this software version, while Alaska Airlines stated it is working with Boeing and the FAA to assess the issue.

The MAX 10 currently has more than 1,500 orders in hand, making it one of the most popular models in the MAX series. The aircraft’s certification is of major financial significance to Boeing, as the company is in urgent need of new model deliveries to improve cash flow and repair a balance sheet damaged by years of safety crises and production stoppages.

At the same time, the MAX 10 is also Boeing’s key bargaining chip in the single-aisle jet market against Airbus. Boeing originally planned to begin deliveries of the MAX 10 in 2020, but security crises and regulatory scrutiny have repeatedly delayed the process until now. The resurgence of software issues has made the market’s expectations for certification once again conservative.