The Federal Aviation Administration announced that a software problem found in some Boeing 737 MAX aircraft does not present a safety concern. The agency brought together a group of safety specialists on Friday for a detailed examination of the issue. Experts from several areas including airframe design; flight control systems; engine performance; and flight testing participated in the review.
The panel concluded that the issue does not affect the safety of operations for the aircraft involved according to CNBC.
The FAA said pilots retain full control of the aircraft and cockpit indications remain clear. The glitch can affect automated vertical navigation during certain missed-approach situations. Boeing is developing a software update and has provided interim guidance to operators.
The decision removes a potential obstacle to certification of the 737 MAX 10 which is the largest model in the MAX family.
The MAX 10 has completed certification flight testing and Boeing said in September that approval was expected soon. The MAX 7 was certified by the FAA in August while the MAX 8 and MAX 9 were approved years earlier. Boeing’s stock price increased following the release of the FAA's findings according to a report from Bloomberg.
The latest issue involves flight-management-computer software and should not be confused with the Maneuvering Characteristics Augmentation System known as MCAS. MCAS became a major focus after the crashes of Lion Air Flight 610 in October 2018 and Ethiopian Airlines Flight 302 in March 2019. A total of 346 people died in the two crashes before regulators around the world grounded the 737 MAX.
MCAS was designed to help the MAX maintain handling characteristics similar to earlier 737 models under certain unusual flight conditions. Investigators found that erroneous angle-of-attack information could cause the original system to activate repeatedly and push the nose of the aircraft downward. Boeing later redesigned the software so the system compares information from both angle-of-attack sensors and does not activate when those sensors disagree beyond a set limit.
The MAX returned to service after extensive reviews by aviation regulators and major changes to software; pilot training; maintenance procedures; and aircraft systems. The FAA required pilots to receive additional training and reviewed changes to MCAS before allowing the aircraft to fly again. Boeing says the revised system activates only once during a qualifying event and cannot override a pilot's ability to control the airplane.
The software problem examined in October 2026 involves a different part of the aircraft. Reuters reported that WestJet pilots first noticed the anomaly during a validation flight in 2024. Under unusual circumstances after a missed approach the software may cause automated vertical navigation guidance to become unavailable and require pilots to handle more of the task manually.
The FAA review determined that the situation does not result in a loss of aircraft control. Pilots can continue flying the airplane while using established procedures and the cockpit displays provide clear information about what has happened. Boeing has notified 737 operators about the issue and is developing a permanent software update while interim procedures remain in place.
The issue attracted extra attention because of the MAX family's history and because the affected software is connected to models still moving through certification. The FAA temporarily delayed progress on the MAX 10 while regulators evaluated whether the glitch represented a significant safety problem. Friday's determination means the problem is no longer considered a safety barrier to certification although Boeing still plans to correct the software.
The MAX 10 has gone through a lengthy test program that included nearly 1,000 flights and more than 2,000 hours in the air. Boeing completed its final planned certification flight in July 2026 after testing systems such as braking; landing gear; engine anti-ice protection; and an enhanced angle-of-attack system. The FAA must still finish its certification work before airlines can begin carrying passengers on the aircraft.
The enhanced angle-of-attack system developed for the MAX 10 is also expected to reach other MAX models. Boeing says the design is intended to make failures easier for pilots to recognize and manage while reducing cockpit workload. The FAA also required the recently certified MAX 7 to include updated flight-control software; improved crew alerts; and a redesigned engine anti-ice system.
Regulators continue to monitor Boeing's production and engineering work more closely than they did before the MAX crashes. The FAA says its inspectors continue to oversee Boeing's manufacturing system and safety practices even after allowing the company to resume issuing airworthiness certificates for new 737 MAX aircraft. That level of scrutiny means future software problems are likely to receive close examination even when regulators ultimately determine that they do not threaten safe flight.