FAA Clears Boeing 737 MAX 10 Software Glitch

The Federal Aviation Administration has cleared the Boeing 737 MAX 10 software glitch, removing the last major obstacle to the aircraft's certification. The FAA's Corrective Action Review Board determined on October 2, 2026, that the issue, known as U.14, does not pose a flight-safety risk because pilots retain full control and cockpit indications are clear.

This decision lifts a recent pause in the certification process. The FAA will issue a Special Airworthiness Information Bulletin to U.S. operators and foreign authorities with Boeing's guidance. Boeing is also preparing a bulletin to help crews recognize and respond to the software scenario.

Certification timeline and delivery outlook

With the software obstacle cleared, officials project final certification within weeks. On September 16, Boeing executive Kelly Ortberg stated the certification would arrive "very soon." A week later, on September 24, another Boeing official, Jason Berry, said he expected approval before the end of the month.

First deliveries are anticipated in the spring of 2027, with operations beginning between April and mid-May. Following the FAA's Friday determination, some industry officials see certification as possible within October.

Customer commitments and fleet planning

Major airlines have placed substantial orders for the MAX 10, the largest variant in the 737 MAX family. Boeing had accumulated 1,533 firm orders for the model by June 2026. Key customer orders include:

Some carriers have requested specific software configurations. United and Southwest have asked not to receive new MAX aircraft with the U14 or U14.1 software, preferring to stay with the earlier U13 version. Alaska Airlines confirmed its current MAX fleet operates on U13. Southwest said recent and upcoming MAX 8 deliveries would carry an earlier software version. United is refusing deliveries of new jets equipped with the glitch.

Ryanair CEO Michael O'Leary expressed confidence on September 29 that the delay would be a matter of days, not weeks or months. Airlines like Alaska and Ryanair have been awaiting the aircraft for fleet expansion and have downplayed concerns about certification delays.

Technical details and historical context

The software anomaly affects the flight management computer. It can cause the Vertical Navigation (VNAV) mode to disengage during a go-around or missed approach if the flight path is modified. This increases pilot workload during a demanding phase of flight but is not a control-loss issue like the earlier MCAS system linked to two fatal crashes.

The issue originated with Flight Management System Update 14.0 delivered in 2020. A subsequent version, U14.1, deployed in 2022, did not resolve it in certain MAX aircraft. The anomaly was first identified by WestJet pilots during a validation flight in November 2024 and reported to Boeing. The company reopened the issue, communicated it to the FAA in August 2026, and submitted findings in September.

Boeing is developing a permanent software correction and has already reverted software for some customers. The smaller MAX 7 variant was certified in August 2026 without incident, despite using the affected software. The MAX 10's path to certification has been long, occurring after the entire MAX fleet was grounded worldwide following the Lion Air and Ethiopian Airlines crashes in 2018 and 2019. The aircraft returned to service only after software modifications, revised pilot training, and regulatory reviews. Boeing continued to face production-quality scrutiny after the January 2024 Alaska Airlines door plug incident.

The FAA's decision removes the most immediate barrier but does not guarantee certification. The agency may take further action if new information emerges. GE Aerospace, which developed the relevant software, has been cooperating with Boeing and the FAA during the review. Boeing shares climbed 1.6% following the news. The first delivery of a MAX 10 aircraft is now slated for spring 2027.