The 737 max 10 is finally back in FAA flight testing, which matters because it’s the airplane airlines are counting on for more seats on busy routes. That can mean lower fares, better award availability, and fewer “only middle seats left” situations.
The catch is simple: you still can’t count on near-term deliveries, because one unresolved safety issue with the engine anti-ice system is still holding up certification.
I’m treating this as a “review before the review.” You’re not choosing a MAX 10 today at booking the way you pick an A321neo or a 737-900ER. But you can understand what the MAX 10 should feel like onboard, and how the certification gates affect when you’ll actually see it.
Executive summary and context (where things stand right now)
As of Saturday, January 10, 2026, the 737 MAX 10 is in FAA certification flight testing, but it is not yet certificated. boeing has moved into Phase 2 of FAA flight tests under a Type Inspection Authorization, which is real progress.
It is not the finish line. The MAX 10 and MAX 7 timelines are also linked. They share regulatory scrutiny and overlapping engineering work, and most importantly, they share an open technical finding tied to the engine inlet anti-ice design.
That issue is a certification blocker for both variants. So what does that mean for your travel plans? It means certification and first deliveries are not immediate. They depend on closing open findings, validating fixes, and FAA review.
There have been several notable milestones from late 2025 into early 2026, and the sequence matters more than any single date.
Current testing status: what “Phase 2” actually means
boeing has entered Phase 2 of FAA flight testing for the 737 MAX 10. In plain English, this is the part of the program where the FAA has cleared a defined set of certification test activities. It is a structured permission slip, not a blanket approval.
What the Type Inspection Authorization (TIA) is
A Type Inspection Authorization is the FAA’s formal approval to begin specific certification testing. It lays out:
- What will be tested
- How it will be tested
- What data and compliance evidence must be gathered
Think of it like a checklist-driven campaign. Each phase clears more items, but none of it equals type certification by itself.
What Phase 2 typically covers
Phase 2 work commonly leans into core “airplane credibility” areas. For the MAX 10, the emphasis includes avionics, power plants, and structures.
- Avionics (navigation, displays, alerts, and failure modes)
- Power plants (engine integration, operating envelopes, and protections)
- Structures (loads, fatigue assumptions, and structural behavior)
You’ll sometimes hear “the faa cleared boeing to proceed.” That means the FAA is satisfied Boeing can run the next set of tests. It does not mean the FAA is satisfied the airplane is certificated.
A few key Phase 2 milestones have happened around late December 2025 and early January 2026. They’re important markers, but the big dependency remains the anti-ice finding.
The unresolved engine anti-ice issue (and why it’s a big deal)
Here’s the issue in traveler terms: the engine anti-ice system is designed to prevent ice buildup around the engine inlet. Under certain conditions, it can create an overheating risk to the engine inlet inner barrel.
That overheating could lead to damage or failure. This is not the kind of item you defer. The FAA has to see the hazard addressed, validated, and documented. That makes it a practical certification blocker.
Why it hits both MAX 7 and MAX 10
The same underlying defect is also blocking progress on the 737 MAX 7. Even if the MAX 10 keeps moving through test points, the shared issue can slow both programs.
The MAX 7 has not been cleared to proceed to its next testing phase yet, which tells you the FAA is keeping a close eye on closure quality.
What “back to the drawing board” really implies
Boeing already tried a redesign path that did not fully solve the problem. “Back to the drawing board” usually means a real loop of work:
- New design changes. Engineering iterations to address the hazard.
- New analysis and modeling. Thermal and airflow modeling to predict behavior.
- Ground validation. Lab and rig testing to check temperatures and flows.
- Flight validation. Demonstrating the fix across operational conditions.
- Updated compliance paperwork. Documenting evidence for FAA review.
- FAA review and acceptance. Regulator verification before certification moves forward.
That loop takes time because it is evidence-driven. The FAA needs to be convinced the fix works across the operating envelope.
The comparison mapping you’ll see breaks this down clearly: specific operating conditions can trigger overheating risk, which drives certification impact, and those impacts apply across both the MAX 7 and MAX 10.
Engineering challenges and redesign efforts (why fixes can cascade)
Anti-ice sounds simple until you remember what it touches. You’re moving hot bleed air or heat energy through ducts and structures that sit next to other critical components. On a modern narrowbody, that can turn into a chain reaction.
Why an initial redesign can fall short
- Modeling assumptions did not match real-world airflow or heat transfer
- The operational envelope included corner cases not fully captured in testing
- Heat found unintended paths through adjacent structures
- Validation did not cover enough worst-case combinations
When a fix fails, it is rarely “one more bolt.” It’s often a re-think of where heat goes, how it’s controlled, and how failures are detected.
Why the LEAP-1B installation complicates it
The MAX family uses the CFM International LEAP-1B. Any anti-ice change can interact with engine performance margins, fuel burn assumptions, and thermal behavior.
- Engine performance margins
- Fuel burn and thrust assumptions in certain regimes
- Engine and nacelle thermal behavior
- Compliance evidence already built on earlier configurations
Even if the fix is physically small, the certification footprint can be large. That’s because changing the design can require re-running analyses and re-flying test points.
This is why you’ll see cautious language around 2026 targets. It’s not about one calendar date. It’s about closing the open item cleanly, then proving it to the FAA.
What the onboard experience should feel like (seat, comfort, power)
Because the MAX 10 is not in widespread service yet, your onboard experience will be defined more by the airline than the airframe. Still, the MAX 10 sits in a familiar place: it’s a 737 cabin, stretched for more capacity.
Here’s what you should expect in broad strokes.
Economy seats: width and pitch reality
On most 737-family aircraft, economy seat width is typically around 17 to 18 inches, depending on the seat model and armrests. Seat pitch is airline-selected, and it commonly lands in the 30 to 32 inch range for standard economy.
Some carriers go tighter, and some offer extra-legroom rows. The MAX 10’s big consumer-facing change is volume. More seats can mean more chances to find a nonstop and more inventory for award seats, especially off-peak.
If you’re tall or broad-shouldered, the MAX 10 is not a magic carpet compared with an A321neo. It’s still a single-aisle 3-3 layout.
Power outlets and USB
Power is again airline-specific. Many new narrowbody deliveries include USB-A or USB-C, and many have in-seat AC power, at least in premium seats. But it’s not guaranteed fleet-wide at entry into service.
If you care about power, pick your flight by the operating airline and tail number once those details appear in schedules.
Overhead space and bins
Most modern 737 interiors are delivered with larger pivot bins. That’s good news if you’re trying to avoid a forced gate-check. More passengers, though, also means bin space gets contested faster. Boarding earlier still matters.
Food, service, entertainment, and amenities (what will actually change)
This is where “airplane review” becomes “airline reality.” The MAX 10 itself doesn’t dictate catering. What it can influence is route planning and where airlines deploy capacity.
Food and service
The MAX 10 can influence route placement: high-frequency business routes, leisure trunk routes with heavy demand, and slot-constrained airports where bigger planes beat more flights. That can indirectly improve your onboard service odds.
Airlines often align refreshed menus and buy-on-board options with newer aircraft deployments, especially at launch.
Entertainment
- More streaming-to-your-device options
- Faster satellite Wi-Fi rollouts on new deliveries
- Seatback screens only on certain carriers
If seatback screens matter to you, the MAX 10 is not the deciding factor. The airline is.
Amenities
Lav count and galley placement vary by configuration. On higher-density layouts, you may feel the pressure during peak lav usage. The upside is that new aircraft usually have cleaner interiors, better lighting, and fewer “broken seatback tray” surprises.
Competitive context: MAX 10 vs Airbus A321neo for travelers
The MAX 10’s commercial mission is clear: it’s Boeing’s answer to the Airbus A321neo in the high-capacity narrowbody segment. From a traveler standpoint, the differences are more about cabin feel and route use than brand alone.
| Category | 737 MAX 10 (typical traveler experience) | A321neo (typical traveler experience) |
|---|---|---|
| Cabin feel | Familiar 737 3-3, tighter aisle | Slightly wider cabin feel, still 3-3 |
| Seat comfort | Airline-dependent; similar seat width range | Airline-dependent; sometimes feels less shoulder-tight |
| Route use | Dense domestic and near-international | Same, plus many longer narrowbody routes |
| Best upside | More seats can mean more inventory | Often used on longer missions, sometimes better premium builds |
If you’re choosing between the two, pick based on seat map, pitch, and the airline’s premium cabin. The badge on the fuselage matters less than the config.
Points and miles implications (this is where frequent flyers should pay attention)
The MAX 10 isn’t a loyalty program change, but it can change the game in two practical ways.
1) More seats can mean more award space
When a carrier upgauges a route, you often see more saver-level seats appear, especially midweek. That matters if you redeem for family travel or if you book close in.
2) More capacity can pressure upgrade odds
If you chase elite upgrades, a bigger plane can help or hurt. It helps if first class grows. It hurts if the route becomes more popular and elites pile in.
3) Schedule churn and aircraft swaps
Until the MAX 10 is reliably in fleets, aircraft assignments can change. If you book expecting “new plane energy,” protect yourself with free seat selection where possible. Also watch for same-day changes that alter seat maps.
Market implications and the order book (why airlines care)
The MAX 10 matters because airlines want A321neo-like economics and seat counts without switching manufacturers. Boeing has more than 1,200 orders for the MAX 10, which signals real demand.
A large order book also creates pressure. Airlines plan networks, staffing, and retirement schedules around deliveries. When deliveries slip, airlines keep older planes longer or lease lift. That can affect the passenger experience more than people realize.
One tangible example: Alaska Airlines has ordered 105 MAX 10s, and it has publicly tied future growth plans to new aircraft. When deliveries move, plans move.
The FAA also approved a production increase in October 2025, allowing Boeing to go from 38 to 42 aircraft per month across the MAX line. That helps the backlog, but it does not unlock MAX 10 deliveries without certification.
Production and delivery constraints (why “certified” doesn’t mean “on your flight”)
Even after the FAA grants a type certificate, deliveries are gated by real-world items travelers never see.
Configuration stability
Airlines need a stable configuration for training, maintenance, and dispatch reliability. Late changes can ripple into manuals and spare parts.
Conformity and paperwork
Every delivered aircraft must match the certificated configuration. Any deviation can create delivery holds while paperwork catches up.
Training and entry-into-service
- Pilot differences training
- Maintenance training
- MEL and dispatch procedures
- Customer acceptance flights
- Spares positioning
That’s why “late-year” expectations often slip into the following year in terms of widespread service. The 2026 milestone sequence is best viewed as a chain: testing progress, issue closure, FAA review, certification, then production and delivery readiness.
The MAX 7 could certify earlier than the MAX 10 in 2026, but variability will come down to open item closure.
Who should book this?
Book a 737 MAX 10 flight when it shows up in schedules if you care about newer interiors, better odds of working power, and a less worn cabin. That’s especially true on dense routes where airlines tend to showcase new deliveries.
Hold off on paying extra just to chase the MAX 10 if you’re sensitive to seat comfort. It’s still a 3-3 737, and pitch is set by the airline.
If you’re a points-and-miles traveler, watch for the first wave of MAX 10 route announcements. Then set alerts for award space in the first 60–90 days after launch. That early schedule window is when airlines often load more inventory and run promo pricing.
Boeing’s 737 MAX 10 is currently in the second phase of FAA certification flight testing. Despite reaching key milestones in late 2025, a critical overheating flaw in the engine anti-ice system continues to block final approval. Once cleared, the aircraft will offer airlines high-capacity economics to rival the Airbus A321neo, potentially benefiting frequent flyers with increased seat availability and newer cabin amenities across dense domestic routes.
