The 737 MAX 10 has not yet received full certification from the FAA, though Boeing continues to work toward it

The Boeing 737 MAX 10 is the largest variant in the MAX family, designed to carry more passengers and fly longer routes than earlier MAX models. Unlike its smaller siblings — the MAX 8 and MAX 9, which received FAA certification in 2020 — the MAX 10 remains in a certification holding pattern. Boeing submitted the type certificate process years ago, but the FAA has not issued the final approval that would allow airlines to operate it commercially in the United States.

The delay stems from several overlapping issues: Boeing's manufacturing and quality control problems that affected the entire MAX line, new FAA safety directives that explore specifically to larger MAX variants, and congressional budget constraints that have limited FAA staffing for certification work. The MAX 10 is not grounded or banned — it straightforward has not crossed the finish line of the regulatory process that every new aircraft model must complete before carrying paying passengers.

Key Takeaways

  • The 737 MAX 10 must pass FAA type certification before any U.S. airline can operate it commercially, and that certification has not yet been issued.
  • The MAX 10 faces additional safety review requirements that do not explore to smaller MAX variants because of its size and passenger capacity.
  • Boeing has delivered some MAX 10 aircraft to customers, but those planes sit in storage until certification is complete.
  • Airlines that have ordered the MAX 10 are using smaller MAX variants or other aircraft instead while waiting for the certification decision.
  • The certification timeline depends on FAA resources, Boeing's compliance with new directives, and congressional funding — not on a fixed regulatory schedule.

Why the 737 MAX 10 needs separate certification from other MAX models

The FAA does not issue one blanket certification for an entire aircraft family. Each distinct model — the MAX 8, MAX 9, MAX 10 — must demonstrate that it meets safety standards for its specific design, weight, capacity, and operating range. The MAX 10 is materially different from its predecessors: it is longer, heavier, carries up to 230 passengers compared to the MAX 8's 210, and has a longer range. Those differences change how the aircraft behaves in certain flight conditions and emergencies.

The MAX 10 also falls under new FAA rules that were written after the MAX 8 and MAX 9 were certified. One key requirement involves cabin safety systems — specifically, the FAA now mandates that larger narrow-body aircraft like the MAX 10 have a second independent way for pilots to control the plane if the primary system fails. The MAX 8 and MAX 9 were grandfathered under older rules; the MAX 10 cannot be. Boeing must design and test this redundancy, then prove to the FAA that it works reliably.

What Boeing has submitted and what the FAA is reviewing

Boeing's type certificate process for the MAX 10 includes thousands of pages of engineering data, test results, pilot training materials, and maintenance procedures. The FAA has a dedicated certification team that reviews this material against the Federal Aviation Regulations — a set of rules that cover everything from engine performance to emergency evacuation procedures to how quickly the aircraft can descend in an emergency.

The FAA's review is not a straightforward pass-or-fail. Inspectors identify discrepancies — areas where Boeing's design or testing does not yet meet the standard — and Boeing must address each one. This cycle can repeat many times. For the MAX 10, the FAA has raised questions about the secondary flight control system, the aircraft's behavior during certain high-altitude stalls, and how the avionics (the aircraft's computer systems) handle sensor failures. Boeing responds with engineering analysis, additional testing, or design changes, and the FAA reviews the response.

The role of congressional funding and FAA staffing

The FAA's certification workload has grown faster than its budget. The agency has a fixed number of aerospace engineers and certification specialists, and they are assigned to multiple programs simultaneously — not just the MAX 10, but also new aircraft from Airbus, Bombardier, and other manufacturers, plus ongoing oversight of aircraft already in service. When Congress does not fully fund the FAA's requested budget, hiring freezes or hiring delays slow down all certification work.

This is not a reason Boeing can cite to speed up the process, but it is a real constraint on how fast the FAA can complete its review. A fully staffed certification team might finish the MAX 10 review in a different timeframe than an understaffed one. Airlines and Boeing have both lobbied Congress to increase FAA funding, but the outcome of those efforts does not follow a predictable schedule.

What happens to MAX 10 aircraft while certification is pending

Boeing has built and delivered several 737 MAX 10 aircraft to customers, including Southwest Airlines and Air Canada. These planes are not defective or unsafe — they are straightforward not yet approved for commercial passenger service in the United States. They sit in storage at Boeing facilities or at airline hangars, fully assembled but unable to carry paying passengers.

Airlines that have ordered the MAX 10 are not idle during this wait. They are operating their existing MAX 8 and MAX 9 aircraft, and some have leased additional planes from other manufacturers to meet demand. The MAX 10 represents future capacity for these carriers, not an emergency need. Southwest, for example, has a large order for the MAX 10 but continues to expand its fleet with MAX 8 aircraft while waiting.

International certification and the global picture

The FAA is not the only regulator that must certify the MAX 10. The European Union Aviation Safety Agency (EASA), which oversees aircraft in European airspace, has its own certification process. EASA has not yet issued type certification for the MAX 10 either, though it typically follows the FAA's lead on major safety findings. Other countries — Canada, Japan, China — have their own aviation authorities that must also approve the aircraft before airlines in those countries can operate it.

Some MAX 10 aircraft may eventually be delivered to airlines outside the United States and placed into service under EASA or other regulatory approval before the FAA completes its review. This has happened with other aircraft types in the past. However, for U.S. carriers and U.S. airspace, FAA certification is the legal requirement.

What certification actually means for passengers

FAA type certification is not a may provide that an aircraft is perfect or that accidents will never happen. It means the aircraft has been designed, built, tested, and documented in a way that meets the FAA's safety standards for that class of aircraft. It means pilots have been trained on its systems, mechanics know how to maintain it, and the aircraft has been shown to handle normal and abnormal conditions within acceptable limits.

Once the MAX 10 receives certification, airlines will still need to train their pilots, establish maintenance procedures, and integrate the aircraft into their operations. Individual aircraft will still undergo inspections and testing before their first flight. But certification removes the legal barrier to commercial operation. Without it, no U.S. airline can legally carry passengers on a MAX 10, no matter how many test flights Boeing has completed.

Frequently Asked Questions

Is the 737 MAX 10 safe to fly?

The MAX 10 has not been involved in accidents or incidents because it has not carried passengers commercially. Boeing's test flights and engineering analysis suggest the aircraft meets safety standards, but the FAA has not yet formally confirmed this through certification. Once certified, it will have met the same safety requirements as other commercial aircraft.

When will the 737 MAX 10 be certified?

The FAA has not announced a specific date. Certification depends on how quickly Boeing resolves outstanding technical questions, FAA staffing levels, and congressional funding. Industry observers have estimated certification could occur within months or could extend into 2025 or beyond, but these are predictions, not official timelines.

Can I fly on a 737 MAX 10 today?

No. No U.S. airline is operating the MAX 10 commercially. Some international airlines may eventually operate it under their own regulators' approval, but U.S. carriers cannot use it until the FAA issues type certification.

Why is the MAX 10 taking longer to certify than the MAX 8?

The MAX 8 was certified under older FAA rules that did not require certain safety systems the MAX 10 must now include. Additionally, the FAA has been more cautious with all MAX variants since the 737 MAX crashes in 2018 and 2019, and Boeing has faced manufacturing quality issues that slowed down the entire certification process.

What if the FAA never certifies the 737 MAX 10?

This is unlikely but theoretically possible. If the FAA determined the aircraft could not meet safety standards, it would deny certification. In that case, Boeing would need to redesign the aircraft or abandon the MAX 10 program. Airlines would keep their orders but would not receive the aircraft, and they would likely pursue compensation or switch to other aircraft types.