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FAA Restores Boeing's Authority to Self-Issue Airworthiness Certificates for 737MAX and 787
The FAA reinstates Boeing's permission to certify new 737MAX and 787 aircraft after comprehensive safety reviews and quality improvements.
The gist
After extensive review, FAA lets Boeing resume issuing airworthiness certificates for 737MAX and 787 jets under strict oversight.
Continuing coverage
All Boeing →- FAA Restores Boeing's Authority to Self-Certify 737 MAX and 787 Aircraft
- FAA Restores Boeing's Authority to Certify New 737 MAX and 787 Jets
- Boeing advances 737 Max and 777-9 programs with key system redesigns and production ramp-up
- Boeing launches $1 billion 737 North Line in Everett to boost MAX output
- Boeing launches fourth 737 MAX final assembly line at Everett facility
The Federal Aviation Administration has reinstated Boeing's authority to issue airworthiness certificates for newly manufactured 737MAX and 787 Dreamliner aircraft. This marks a significant policy reversal after Boeing was previously barred from self-certifying these models following critical safety incidents and production concerns. The decision reflects months of intensive evaluation by FAA safety inspectors to ensure that Boeing meets stringent manufacturing and oversight standards once again.
Boeing lost the privilege to self-certify 737MAX jets after two fatal crashes raised serious safety questions. The first accident involved Lion Air Flight 610 in October 2018, resulting in 189 deaths. The second occurred in March 2019 with Ethiopian Airlines Flight 302, claiming 157 lives. Both crashes triggered a worldwide grounding of all 737MAX aircraft. Although the FAA cleared the jets to return to service about twenty months later, Boeing’s authorization to issue airworthiness certificates for new 737MAXs was not restored at that time.
In 2022, Boeing’s authority to self-issue certificates was further curtailed when the FAA suspended this role for 787 Dreamliners. This followed revelations of serious production quality control issues brought to light by internal whistleblowers. These deficiencies prompted the FAA to take a more direct role in certificate issuance to prevent quality lapses from affecting safety compliance during manufacturing.
The FAA’s recent decision to return this certification authority to Boeing comes after a nearly year-long examination of both manufacturing processes and quality assurance controls. This review involved detailed analysis of safety data and hands-on inspections by FAA personnel embedded within Boeing’s production lines. It reflects improved compliance, enhanced oversight measures, and Boeing meeting specific requirements established by the regulator to mitigate prior concerns.
With this reinstatement, Boeing will once again operate under the FAA’s Organization Designation Authorization program. This program delegates certain certification responsibilities from federal inspectors directly to qualified aviation companies whose safety compliance is deemed reliable. Boeing is now officially recognized again as meeting the FAA’s criteria to carry out this role for both the 737MAX and 787 families, a status it lost after the incidents and quality issues.
FAA Administrator Bryan Bedford emphasized the agency’s continued commitment to safety and oversight in announcing the change. He noted that while Boeing regains the ability to self-certify, FAA inspectors will maintain rigorous surveillance of production activities. Inspectors are expected to increasingly focus their efforts on identifying and resolving potential risks earlier in manufacturing, leveraging their oversight to complement Boeing’s internal controls.
This development represents a crucial step in normalizing Boeing’s operations after a period of heightened scrutiny and regulatory intervention. The suspension of Boeing’s self-certification privileges had significant implications for aircraft delivery schedules and industry confidence. Regaining these rights signals that the FAA is satisfied Boeing can responsibly manage critical aspects of the certification process with fidelity to safety standards.
The restored authority covers all newly manufactured 737MAX jets and 787 Dreamliners, allowing Boeing to efficiently provide airworthiness certificates to these models going forward. This change supports the company’s ability to streamline deliveries and maintain production momentum in a competitive commercial aviation market. The FAA’s oversight ensures a balance between efficient certification workflows and adherence to safety obligations.
By granting Boeing this delegation anew, the FAA is reinforcing a system where industry partners take on substantial responsibility for compliance under vigilant regulatory supervision. The agency’s approach, combining trust with strict monitoring, aims to uphold the highest safety levels in commercial aircraft manufacture and certification.
Frequently asked questions
- Why did the FAA ban Boeing from issuing airworthiness certificates for 737MAX jets and 787 Dreamliners?
- The FAA banned Boeing after two fatal 737MAX crashes in 2018 and 2019 and serious production quality issues for the 787 exposed by whistleblowers.
- What is the Organization Designation Authorization program under which Boeing will issue certificates?
- The ODA program delegates responsibility for issuing airworthiness certificates from FAA inspectors to qualified companies like Boeing under strict oversight.
- What conditions did the FAA require Boeing to meet to restore their certificate-issuing rights?
- The FAA required thorough data review and safety inspections confirming improved manufacturing quality and compliance before reinstating Boeing’s authority.
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Boeing advances 737 Max and 777-9 programs with key system redesigns and production ramp-up
Executives detail redesigns of the 737 Max’s engine anti-ice and angle-of-attack systems, alongside flight-test headway with new widebody-twin. Ahead of this year’s signature aviation event in Farnborough, Boeing has more wind at its back than at any time in recent memory. The company has hiked production to rates not seen in years, finalised two 737 Max system updates and is close to securing the Max 7’s long-delayed certification, with approval for the Max 10 to follow. Boeing also just opened a new 737 production line in Everett and is ticking off regulatory boxes for certification of its delayed 777-9. Executives have disclosed more about those programmes in recent days, while insisting the airframer has made progress addressing quality and cultural issues. Boeing has said it expects the Federal Aviation Administration will certificate the Max 7 this summer, although on 9 July The Wall Street Journal reported that the approval could come as early as this month. Boeing vice-president of 737 development Chris Payne says the company has now completed all Max 7 certification flight tests and 95% of “certification deliverables” due to the Federal Aviation Administration (FAA). Anti-Ice Redesign He also detailed the redesign of the 737 Max’s engine anti-ice system, a change required because the existing system in certain circumstances can cause engine inlet inner barrels to overheat. The changes notably involve installing “turbulators” on the forward fan case that sits ahead of the Max’s twin CFM International Leap-1B engine. The turbulators are “literally a washer and fastener that go through the inlet in a circumferential row around the engine”, says Payne. Their purpose is to make air entering the engine swirl, which draws in colder air and reduces the temperature “at the critical point” by 93°C (200°F). “It does a fantastic job of really taking care of the temperature conditions,” Payne says. “It’s a highly integrated solution for the aircraft and the engine.” The redesign also includes replacing the forward fan case, which has “acoustic perforations” intended to reduce noise, with a perforation-free “hard-walled” case. Contrary to expectations, those perforations did not reduce noise; the hard-walled case is actually quieter and the change ensures sufficient “fan-flutter margin”, says Boeing senior vice-president of development programmes Mike Sinnett. The anti-ice redesign also includes a new “flow restrictor”, limiting how much hot air strikes critical components, insulation blankets around inlet ducts, circuit breakers, wiring, a “fault redundancy” pressure switch and an integrated air systems controller for the engine anti-ice valve. “We have done all of the [anti-ice] certification testing. We’ve done all the analysis, all the flying, all the lab testing,” Payne says. “We’ve submitted almost all of the deliverables for it. We’re just in the last throes of getting certified.” With the 737 Max 10 Boeing will introduce its “enhanced AoA” system. Source: AirTeamImages Payne says Boeing has meanwhile completed 98% of the Max 10’s flight-test programme. It has two planned flight tests remaining and should complete those this quarter, putting the company on track to achieve certification for the variant before year-end. Payne also says that last quarter Boeing completed level 3 of the Max 10’s “development assurance” work – the regulatory framework used to demonstrate adherence to processes. It has also finished 60% of Development Assurance Level 4 (the final level), and expects to be done this quarter. Additionally, Boeing has submitted 30% of required documents for the Max 10’s system safety analysis, Payne adds. With the Max 10, Boeing is introducing another change, to the angle of attack (AoA) system. It undertook that project because two Max 8 crashes, in 2018 and 2019, revealed that failure of one of the Max’s two external AoA sensors can trigger the Maneuvering Characteristics Augmentation System (MCAS), which trims the aircraft nose-down and is supposed only to activate to counteract excessive nose-up pitch. That sequence preceded both Max crashes, putting those jets into dives from which the pilots did not recover. In addition to MCAS issues, investigators cited pilot workload as contributing to the accidents. That is because AoA failures can activate the stall-warning stick shaker even if the aircraft is not stalling and prompt “five different” cockpit warnings, including false alarms, says Boeing 737 deputy chief test pilot Bill Quashnock. For that reason, Boeing developed its “enhanced AoA” for the 10. The redesign simplifies “flight deck effects” by identifying AoA faults, inhibiting stick shake and displaying a simple message to pilots: “AoA Fault”. “Our engineers have run all the simulations, showing that for pretty much every conceivable error that we know, the monitors will catch it,” Quashnock says. As a backup, Boeing’s enhanced AoA system includes a cockpit switch for pilots to deactivate the stick shaker. Following Max 10 certification, Boeing will deliver other Max models with the improved system, and within two years retrofit in-service jets. Boeing has for two years been delivering Max with “provisions” enabling technicians to complete the updates in as little as 2h. Some 1,200 jets, about half of the in-service fleet, have those provisions. Updates to other aircraft will take several days, Boeing says. Boeing’s North Line became operational on 6 July when workers started assembling a 737 Max 10 for WestJet. Source: Jennifer Buchanan/Seattle Times/Pool Perhaps the most visible sign of Boeing’s upswing lies within Everett hangar space that until several years ago housed 787 assembly (a jet now built entirely in South Carolina). On 6 July, Boeing began operating a 737 Max assembly line in that space, adding to three lines in Renton. The company says the extra space will allow it to ramp 737 output from 47 to 52 jets monthly, with additional rate hikes to follow. "Long term, we really want to use the space to support the [Max] 10,” says Boeing Commercial Airplanes chief executive Stephanie Pope. Though the 777-9’s approval is seven years behind Boeing’s original schedule, executives insist the project is progressing, noting the company has completed half planned 777-9 certification flight tests. It aims to start delivering 777-9s next year. Boeing 777-9 vice-president Terry Beezhold notes many certification flight tests require the aircraft be in its final configuration. Boeing has made several updates to the jet in recent years, contributing to delays. “We’ve had a number of lay-ups throughout our test programme, updating the aircraft from its original build,” he says. “We are in the final phases of completing those lay-ups.” Two 777-9 test aircraft (WH001 and WH002) are now in the “final certification configuration”. WH001 is ready to begin certification flight tests and WH002 will come online in “a couple of weeks”, Beezhold says. Boeing is now working through the final step, stage 5, of the 777-9’s Type Inspection Authorization (TIA) – the document confirming an aircraft meets certification requirements and approving certification flight tests. Historically the FAA approves TIAs in their entirety but has been approving the 777-9’s authorisation in stages. When all primary 777-9 certification work is complete, Boeing will turn its focus to securing 180min ETOPS (extended twin-engined operations) approval for the type. It may later work with airlines to receive longer-duration approvals, Beezhold says
FAA Approves Certification Standards for Next-Gen Light-Sport Aircraft Under MOSAIC
The Federal Aviation Administration (FAA) has accepted a new set of industry standards that will allow manufacturers to begin certifying larger and more capable light-sport aircraft under the agency's MOSAIC rules. The decision gives aircraft makers an FAA-approved way to show that new airplanes, gliders, powered-lift aircraft and gyroplanes meet the design and production requirements that take effect on July 24, 2026. Without those standards, manufacturers had the new regulations but lacked the detailed compliance framework needed to certify aircraft under them. The FAA accepted four ASTM International integration standards as a means of compliance with the new Part 22 airworthiness rules, which took effect on July 16. ASTM's F37 committee organized each integration standard around a package of more detailed requirements covering areas such as aircraft structures, flight characteristics, landing gear, engines, propellers, fuel and electrical systems, installed equipment and occupant protection. The packages also include requirements for production testing, quality assurance, maintenance programs and continued operational safety. Some aircraft may need to meet additional standards for night flight, instrument operations, water operations or certain aerial-work missions. The move removes one of the final obstacles to the aircraft-certification portion of MOSAIC, short for Modernization of Special Airworthiness Certification. The FAA finalized the rule in July 2025. Changes affecting sport pilots and light-sport repairmen took effect in October 2025. MOSAIC replaces several rigid limits from the original light-sport rules with performance-based requirements. The rule opens the category to aircraft with as many as four seats and allows designs with retractable landing gear, constant-speed propellers and a wider range of propulsion systems. The FAA also removed the 1,320-pound maximum takeoff weight for landplanes. Aircraft must instead meet limits based largely on stall speed, maximum level-flight speed and other performance characteristics. The change gives manufacturers room to develop light-sport aircraft with greater payload, range and utility than most aircraft built under the original rules. The FAA's acceptance does not approve any individual aircraft. Each manufacturer must still design and test its aircraft, follow the applicable standards, maintain a production-quality system and submit a statement of compliance before the FAA issues an airworthiness certificate. The agency also accepted only the specific versions of the standards listed in its notice. ASTM revisions will require separate FAA acceptance before manufacturers can use them as an approved means of compliance. The notice does not cover every aircraft category that MOSAIC could eventually accommodate. The FAA, for instance, has not yet accepted an integration standard for light-sport helicopters. ASTM continues to develop that standard through its F37 committee. ASTM F3840-26 includes provisions for multicopters, but the FAA accepted it only for powered-lift aircraft. The agency also said it has not accepted a standard that would allow manufacturers to classify aircraft in the four covered categories as having simplified flight controls. The new standards will apply to light-sport category aircraft certificated on or after July 24 and to eligible experimental light-sport kits whose manufacturers sign their compliance statements after that date. Previously accepted standards will continue to govern repairs and alterations to aircraft certificated under the old light-sport system. They will also continue to apply to certain kit-built aircraft supported by compliance statements signed before the July 24 date. The change does not automatically increase the approved weight or operating limits of aircraft already in service. Existing aircraft will continue to operate under the certification basis and limitations that manufacturers used when they produced them.
FAA Activates 2026 Oshkosh Flight Procedures for EAA AirVenture Operations
The FAA's special flight procedures for EAA AirVenture Oshkosh 2026 are now in effect. The 32-page notice applies through noon CDT July 27 and covers operations at Wittman Regional Airport and several surrounding airports. Take a look, below. 2026 OSH NOTICE FINAL2_Reviewed Download A few points below serve only as a quick, high level refresher and are by no means comprehensive, nor are they an official guide. It should go without saying that anyone flying the Oshkosh flight procedures should read and rely on the complete FAA notice , carry it in the aircraft and check current NOTAMs, TFRs and ATIS information. Arrival Basics Most VFR traffic will use the Fisk arrival, beginning at a transition point assigned by ATC. Traffic will then proceed toward Ripon and follow the railroad tracks to Fisk. Pilots should obtain the Arrival ATIS on 125.9 no later than 60 miles from Oshkosh. They should then monitor Fisk Approach on 120.7. The standard arrival profile is 90 knots at 1,800 feet MSL, while faster aircraft may use 135 knots at 2,300 feet when needed for safety. Aircraft should remain at least one-half mile behind similar traffic and avoid overtaking, side-by-side flight or S-turns. At Fisk, controllers assign the runway, route to the airport and tower frequency. Pilots may be asked to fly a short approach or land on a designated runway dot, and the notice repeatedly reminds crews to maintain a safe airspeed and go around when an approach does not look right. Closures And Planning Wittman Regional is closed to arrivals each night from 8 p.m. until 7 a.m. and to departures from 8 p.m. until 6 a.m. The airport also closes during airshows, TFRs and certain special activities. Nonscheduled IFR arrivals and some IFR departures require reservations during designated periods, while separate procedures apply to turbine and warbird aircraft, seaplanes, helicopters, ultralights, rotorcraft and approved no-radio vintage aircraft. Fond du Lac, Appleton and Green Bay are among the recommended alternates when Oshkosh closes, parking fills or the arrival becomes unavailable. Pilots should arrive with enough fuel for holding, a possible go-around and a diversion. The full FAA Oshkosh flight procedures notice remains the controlling reference for the applicable routes, frequencies, altitudes and contingencies. Have fun, and fly safe!
Man sentenced to 18 months for shining laser at Delta flight nearing Buffalo airport
A man who aimed a green laser pointer at a Delta Air Lines flight on approach to Buffalo Niagara International Airport (BUF) has been sentenced to 18 months in prison. During the March 2024 incident, Joseph L. Crapsi, 31, of Cheektowaga, repeatedly aimed the laser at the aircraft during the critical phase of flight.
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