Boeing 737 MAX Software Flaw Clouds MAX 10 Certification

Boeing is facing a fresh software headache on its best-selling 737 MAX family, just as the company waits for US regulators to certify the long-delayed MAX 10. The Federal Aviation Administration is reviewing a flaw in the jet’s flight management software, and two of the largest US carriers, United Airlines and Southwest Airlines, have refused to accept new deliveries fitted with the affected versions, according to reports published over the weekend by Aviation Week, TravelPulse and other trade outlets.

The problem, first reported by The Wall Street Journal, concerns software versions 14 and 14.1. In a specific scenario, a go-around from a precision approach with the autopilot engaged, followed by pilots changing the programmed route, the aircraft’s vertical navigation function can disconnect. The plane then reverts to a simpler mode of pitch control, which adds to the crew’s workload at a demanding phase of flight.

A problem first flagged in 2024

According to Aviation Week, an airline first reported the issue in November 2024. Boeing concluded in February 2025 that it did not represent a safety issue, informed all 737 operators in August 2026 and submitted formal findings from its safety review to the FAA in September. Reports differ on how early operators were made aware: TravelPulse suggested airlines were not told when the problem was first identified, while Aviation Week said operators were notified in August this year.

The FAA said it would take immediate action if it identified a safety concern. Airlines including Alaska, American, Southwest and United have said the aircraft already in their fleets do not run versions 14 or 14.1. Canadian carrier WestJet has also said it does not consider the matter a safety issue.

Boeing had originally scheduled a permanent software fix for 2028, with updated pilot procedures due in November. The company has said it is working to accelerate the timeline.

The MAX 10 question

The larger concern for investors is certification. The 737 MAX 7 was certified on 3 August 2026 using version 14 of the software. The MAX 10, the largest variant of the family, used version 14.1 during its certification testing and is still awaiting FAA approval. As recently as 16 September, Boeing chief executive Kelly Ortberg said MAX 10 certification was coming “very soon”, according to trade reports.

Any delay would be costly. The MAX 10 carries a large backlog of orders from airlines including United and Delta, and its certification is central to Boeing’s plans to lift production and restore cash flow after years of setbacks. Those setbacks include the two fatal MAX crashes in 2018 and 2019 and the January 2024 mid-air door-plug blowout on an Alaska Airlines jet, which led the FAA to cap Boeing’s 737 output and tighten oversight of its factories.

Why it matters

For airlines, the refusal of United and Southwest to take jets with the affected software shows how cautious carriers have become about accepting aircraft that could later face regulatory restrictions. Asking Boeing to install earlier software versions may keep deliveries moving, but it adds complexity for both the manufacturer and its customers. Fleet planners at US carriers that have built growth plans around the MAX 10 will also be watching closely, as any slippage pushes back capacity additions and forces airlines to keep older, less fuel-efficient aircraft flying for longer.

For Boeing, the episode is an unwelcome reminder of the software and oversight issues that have dogged the MAX programme. Even if regulators agree the flaw is not a safety risk, the process of reviewing it could add weeks or months to the MAX 10 timeline. The company’s cash flow is closely tied to delivery volumes, and any hitch in certification tends to weigh on sentiment around the stock.

The India angle

The development is relevant to Indian aviation too. Akasa Air and Air India Express both operate 737 MAX 8 aircraft, and Akasa has the MAX 10 on order as part of its fleet expansion plans. The reports do not indicate whether any Indian carrier operates jets with the affected software, and India’s aviation regulator, the Directorate General of Civil Aviation, has not commented publicly. Any delay in MAX 10 certification would affect the delivery schedules of Indian airlines awaiting the variant, at a time when carriers are already grappling with aircraft shortages and supply-chain delays.

What happens next

The immediate focus will be on the findings of the FAA’s review and whether the regulator requires changes before approving the MAX 10. Updated pilot procedures are due in November, and Boeing will be under pressure to bring forward the permanent software fix. Investors will also look for comment from the company on the certification timeline, and for any sign that other airlines follow United and Southwest in rejecting aircraft with the newer software.

For now, the aircraft in service are flying normally. The question is whether a technical issue that Boeing once judged minor ends up delaying the jet the company needs most.