US aviation regulators are trying to flip the script on who is to blame for the long wait to bring Boeing’s 737 MAX 7 and 737 MAX 10 into commercial service. After years of scrutiny of the MAX family, a top US official is now stressing that the Federal Aviation Administration is not holding up approvals and that the burden sits squarely with Boeing to finish the work. The shift comes as the planemaker signals confidence that both variants can still be certified this year, even as safety and quality demands remain unusually intense.
FAA chief pushes back on being the “roadblock”
In WASHINGTON, the head of the Federal Aviation Administration has been unusually blunt in rejecting the idea that regulators are the main obstacle to certifying Boeing’s latest MAX variants. In public comments highlighted by WASHINGTON reports, the Federal Aviation Administration chief said on a Wednesday the agency is not the roadblock to the MAX 7 and the MAX 10 certification, insisting that Boeing still has technical and documentation tasks to complete. A detailed account of the remarks, attributed to Jan coverage David Shepardson and, underscores that regulators see their role as setting the bar, not pacing the schedule.
The same message has been amplified across multiple platforms as the agency tries to reset expectations. A social media post quoting FAA Administrator Bryan Bedford said the FAA is pushing back on the idea that regulators are the holdup, echoing his public stance that the agency will not “prejudge the outcome” but will also not relax standards. A separate statement shared on Facebook stressed that Federal Aviation Administration does not consider itself the main barrier to the delayed certification of Boeing’s 737 family, reinforcing that the agency expects Boeing to meet every requirement before any sign-off.
Boeing’s timetable and the stakes for airlines
For Boeing, the timing of these approvals is not an abstract regulatory debate but a central piece of its commercial strategy. The company has told customers and investors that Boeing Expects to Certify the 737 MAX 7 and MAX 10 Aircraft This Year, a pledge that reflects both internal confidence and pressure from airlines that have built fleet plans around the new jets. Industry analysis notes that the smaller MAX 7 and stretched MAX 10 fill key capacity gaps for carriers that want commonality with existing MAX 8 and MAX 9 fleets, and that delays force airlines to keep older aircraft flying longer or adjust route strategies. A separate summary of the program, listing Jan and Companies including Boeing and the FAA, notes that the Planemaker still has to do more work before regulators are satisfied.
The backlog underscores how much is riding on certification. Reporting on Boeing’s order book notes that the manufacturer has a significant number of MAX 7 and MAX 10 jets in its pipeline, with one summary pointing to the importance of the Image of the Boeing Corporation building and a Photo Credit that highlights how closely the market is watching every development. Analysts also point out that the broader MAX family, sometimes abbreviated in coverage as Will the Boeing MAX program, is central to Boeing’s narrowbody competitiveness, making each month of delay a tangible hit to its market share battle with Airbus.
Regulators insist Boeing finish “remaining work”
Behind the rhetoric, the FAA’s message is highly specific: Boeing must complete a defined set of tasks before any sign-off on the MAX 7 and MAX 10. A technical overview from Air Data News states plainly that the Earlier this month, the MAX 10 was cleared to move into a further phase of flight testing, a necessary step before certification, but not the final hurdle. The same coverage emphasizes that the FAA wants to see robust evidence on systems performance and updated safety analyses, reflecting lessons learned from the original MAX grounding. A companion report stresses that the FAA says Boeing must complete remaining work tied to Boeing’s manufacturing and quality processes, not just flight tests.
That focus on process is a direct response to the MAX crisis and subsequent quality lapses across Boeing’s commercial programs. A separate Air Data News summary, which explicitly references the 737 M designation in its metadata, reinforces that regulators are scrutinizing both the 737 M and broader MAX production systems to ensure that any design fixes are matched by consistent factory execution Air Data News. The Federal Aviation Administration has also reiterated through social channels that it does not see itself as the main barrier, with one post stating that Boeing must meet all regulatory requirements before any 737 approvals move forward.
Flight tests, factory shifts and the Everett “North Line”
On the technical side, Boeing is trying to show momentum by advancing the MAX 10 through its final test phases. Aviation specialists report that Boeing‘s largest 737 MAX variant, the Boeing 737 MAX 10, has reached the next phase of certification with the US Federal Aviation authorities, including de-icing and cold weather trials that are often among the last major hurdles. Another account, which references the 737 M label in its technical description, notes that these final 737 M flight tests are progressing even as some problems persist, a reminder that the schedule could still extend further into 2026 737 M.
At the same time, Boeing is reconfiguring its industrial footprint to handle the stretched jet. Detailed program notes explain that the planemaker plans to assemble the MAX 10 at its plant in Everett, Washington, on a new assembly line dubbed the 737 North Line, because the aircraft is too long for the existing facilities in Renton MAX. A separate fleet intelligence report adds that the B737-10 will be assembled at Boeing’s Everett, Washington, plant on a new B737 line, as it is too long for the Renton plant, and that Boeing declined to comment when approached about detailed timing Everett. Another summary of the industrial shift, which lists Boeing, Everett, Washington and Renton together, underscores how the new line is meant to support higher volumes once certification is in hand Boeing.
Production approvals and Boeing’s 2026 ambitions
Even as certification drags, Boeing has been able to secure some regulatory wins that hint at a more stable future for the MAX line. Industry coverage notes that Boeing has received approval from the United States Federal Aviation Administration to increase production of the 737 MAX, a decision that reflects growing confidence in the jet’s in-service performance and Boeing’s quality controls Boeing. A related analysis, which explicitly references Oct and the role of the United States Federal Aviation Administration, frames that production approval as a sign that the FAA is willing to move when it is satisfied that standards are met, reinforcing the agency’s argument that it is not dragging its feet on the MAX 7 and MAX 10 United States Federal.
Looking ahead, some analysts argue that 2026 could be a turning point if Boeing executes on its promises. One forward-looking piece lists “Possible Certification For The MAX 7 & MAX 10” among six reasons why Boeing could dominate 2026, noting that Two more aircraft are expected to be certified and that, at the time, Boeing’s MAX 8 and other programs were already rebuilding momentum Possible Certification For. Another analysis framed as a question, “Will the Boeing 737 MAX 10 and 7 be certified in 2026?”, notes that Boeing believes the MAX 7 and MAX 10 can be cleared this year but stresses that this depends entirely on Boeing meeting all regulatory requirements and on the FAA’s insistence that any approvals for the 737 M family will only happen once that bar is met MAX. In that sense, the FAA’s insistence that it is not the bottleneck is more than a defensive talking point, it is a public reminder that the clock on the MAX 7 and MAX 10 will only start once Boeing delivers exactly what regulators have asked for.
