FAA Prioritizes Final 737 MAX Certifications
Boeing’s efforts to bring three of its most important aircraft programs across the regulatory finish line are entering a critical phase, but new comments from FAA Administrator Bryan Bedford suggest the company’s long-awaited 777X may have to wait a little longer than expected.
Speaking during the CAPA Airline Leader Summit in Charleston, South Carolina, Bedford said he expects certification of the Boeing 737 MAX 7 and MAX 10 to arrive before the end of 2026, with the larger 777X likely following sometime in 2027.
The remarks provide one of the clearest indications yet that Boeing’s certification priorities have shifted toward completing work on the final members of the MAX family before focusing additional resources on the manufacturer’s next-generation widebody.
“I think we’ll get the MAX 7 first, then followed by the -10 and hopefully the 777 early next year,” Bedford told attendees.
While certification schedules are always subject to change, Bedford’s timeline differs from Boeing’s earlier expectations for the 777X program. Until recently, the manufacturer had maintained that flight-testing activity was progressing toward certification by the end of this year, paving the way for deliveries to begin shortly thereafter.
777X Certification Timeline Extends Into 2027
Industry sources familiar with the program say Boeing had been targeting a certification decision around October, with much of the remaining flight-test campaign expected to conclude by late summer. A major milestone in that process involves Type Inspection Authorization testing, a series of FAA-supervised evaluations designed to verify that the aircraft meets all certification requirements.
One of the final hurdles remains ETOPS certification, which allows twin-engine aircraft to operate routes that take them significant distances from alternate airports. For an aircraft intended to serve ultra-long-haul markets, ETOPS approval is a crucial step before airlines can fully deploy the jet on international networks.
The latest indication that the schedule may be stretching came from Boeing Chief Executive Kelly Ortberg during a recent investor conference in New York.
Ortberg acknowledged that while most of the 777X flight-test campaign could be completed by the end of the year, ETOPS work is now expected to continue into 2027.
“You should expect that we will hopefully be done with our flight test program by the end of the year, with the exception of ETOPS,” Ortberg said. “ETOPS is going to extend into next year.”
The comments suggest Boeing is taking a more cautious view of the certification timeline than it was earlier in the year.
ETOPS Testing Remains a Critical Hurdle
Although Boeing continues to build aircraft and prepare for deliveries, Ortberg indicated that customers are unlikely to accept the 777-9 before the full certification package, including ETOPS approval, is in place.
That stance is hardly surprising. Airlines that have waited years for the aircraft want to put it to work immediately on long-haul routes, and operating restrictions tied to incomplete ETOPS certification would limit its usefulness during the early stages of service.
For carriers planning to deploy the aircraft on transpacific and ultra-long-haul services, ETOPS authorization is an essential requirement rather than a procedural formality.
Boeing Balances Multiple Flight-Test Programs
The certification challenge facing Boeing is not simply a matter of paperwork. The company is attempting to complete several major development programs at the same time, all while operating under heightened regulatory scrutiny and pressure to improve production quality.
Boeing’s flight-test organization is currently supporting certification activities for the MAX 7, MAX 10 and the 777-9 simultaneously. Those efforts require pilots, engineers, certification specialists and regulatory teams to coordinate thousands of flight hours and data reviews.
Ortberg noted that the same flight-test organization supports each program, meaning resources can be redirected once work on the MAX variants is completed.
The MAX 7 and MAX 10 have become increasingly important to Boeing’s commercial strategy. The MAX 10, in particular, is seen as the company’s answer to the Airbus A321neo, an aircraft that has dominated the upper end of the single-aisle market.
Securing certification for both variants would remove a major source of uncertainty for airline customers and strengthen Boeing’s position in one of the industry’s most competitive segments.
The 777X, meanwhile, remains central to Boeing’s long-term widebody plans. The aircraft promises improved fuel efficiency, greater passenger capacity and lower operating costs than previous-generation large twin-engine jets. However, repeated certification delays have pushed its entry into service years beyond the original schedule.
GE Aerospace Continues Work on GE9X Engine Fix
Complicating matters further, Boeing and GE Aerospace have spent recent months addressing a durability issue involving the GE9X engine, the exclusive powerplant for the 777-9.
The issue, which emerged earlier this year, prompted engineering reviews and work on a finalized corrective solution. Both companies, however, have consistently maintained that the problem is not expected to affect the aircraft’s planned delivery schedule.
GE Aerospace executives have expressed confidence that the issue is understood and manageable, while emphasizing that discussions with regulators remain constructive.
For Boeing, the continued progress of the flight-test campaign suggests the engine matter is unlikely to become a major obstacle to certification or entry into service.
FAA Pushes for Closer Industry Collaboration
For the FAA, the ongoing certification programs also reflect a broader effort to modernize the relationship between regulators and manufacturers.
Bedford used the Charleston event to praise Ortberg’s leadership and highlighted the importance of building aircraft correctly the first time rather than relying on costly rework later in the production process.
According to Bedford, the FAA has expanded certification resources in recent years, partly in preparation for emerging technologies such as electric vertical takeoff and landing aircraft. At the same time, the agency is working to improve communication with manufacturers so certification teams can better anticipate future programs and allocate resources more effectively.
The goal, Bedford said, is not to become a bottleneck for innovation but to ensure the agency is prepared when companies bring new aircraft concepts forward.
That approach could become increasingly important if Boeing moves ahead with plans for a future clean-sheet aircraft program later in the decade.
For now, attention remains firmly fixed on the MAX 7, MAX 10 and the 777X. After years of delays, all three programs are approaching decisive moments, and the order in which they reach certification may ultimately shape Boeing’s commercial fortunes for years to come.
For more on Boeing 777x, see: Boeing 777X Nears Certification, Targets 2027 Entry
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