FAA Administrator Denies Agency is “Roadblock” to Boeing MAX 7 and 10 Certification

Federal Aviation Administration (FAA) Administrator Bryan Bedford has explicitly rejected the narrative that regulatory hurdles are the primary cause of delays for Boeing’s remaining 737 MAX variants. Speaking to reporters in Washington, D.C. on January 21, 2026, Bedford emphasized that the pace of certification for the MAX 7 and MAX 10 lies squarely with the manufacturer.

According to reporting by Reuters, the Administrator clarified that while the agency is heavily involved in the process, the timeline depends on Boeing completing the necessary engineering and safety documentation. The comments come as Boeing targets a 2026 certification window for both aircraft, following years of setbacks involving anti-icing systems and broader quality control reforms.

Clarifying the Regulatory Role

During the press briefing, Bedford addressed the ongoing delays that have kept the smallest and largest variants of the MAX family grounded. He pushed back against the idea that the FAA is holding up the process unnecessarily.

“I don’t think FAA is the roadblock on 7 and the -10 certification. We can only help get them there, but they have got to do the work, and they’re doing the work.”

, FAA Administrator Bryan Bedford, via Reuters

Reuters reports that Bedford noted the agency has “devoted significant resources” to the certification campaigns. However, under the stricter regulatory regime adopted following the 2024 door-plug incident and earlier crashes, the FAA has moved away from delegating authority. Instead, the agency now requires direct inspection and verification of systems, placing the onus on Boeing to demonstrate full compliance before approvals are granted.

Certification and Production Status Updates

Despite the stern words regarding responsibility, progress is being made on the technical front. Industry information indicates that Boeing executives are still expecting to finalize certification for both jets within the current calendar year.

Flight Testing Milestones

According to recent data compiled in industry research reports, the MAX 10 has advanced into a critical stage known as Type Inspection Authorization (TIA). This phase marks the entry of FAA pilots and engineers into the flight test program to verify systems directly. Meanwhile, the MAX 7 remains uncertified, pending the resolution of documentation and design reviews that overlap with the MAX 10 requirements.

Production Rate Increases

Beyond certification, Boeing is slowly ramping up its industrial output. Following the strict production cap imposed after the January 2024 Alaska Airlines incident, the FAA allowed Boeing to increase its monthly output. As of October 2025, the cap was raised to 42 jets per month.

Additionally, reporting by aviation intelligence outlet Leeham News indicates that Boeing is preparing to activate a new assembly line, dubbed the “North Line”, at its facility in Everett, Washington. While this line is eventually intended to support the high-demand MAX 10, it is expected to go live in mid-2026 building certified MAX 8 and MAX 9 models. This strategy aims to stabilize operations and train workforce teams before the MAX 10 enters full-rate production.

AirPro News Analysis

The Stakes of the 2026 Timeline

Administrator Bedford’s comments highlight a critical shift in the FAA-Boeing dynamic. By publicly stating that the FAA is not the “roadblock,” the agency is effectively insulating itself from blame should further delays occur. This places immense pressure on Boeing’s engineering teams to deliver flawless documentation.

For Boeing, the stakes of a 2026 certification are incredibly high. The MAX 10 is the company’s only direct competitor to the Airbus A321neo, which currently dominates the large narrowbody market. With a backlog of over 1,200 orders for the MAX 10 alone, further slips in the timeline could force major customers like United Airlines and Delta to reconsider their fleet strategies. The activation of the Everett North Line suggests Boeing is confident enough to invest in capacity, but that investment will only pay off if the FAA is satisfied with the safety data.

Frequently Asked Questions

When will the Boeing 737 MAX 10 be certified?
Boeing executives and industry forecasts currently target certification within 2026. The aircraft recently entered the Type Inspection Authorization (TIA) phase, a critical step toward final approval.

What is the “North Line”?
The North Line is a new 737 assembly line located in Everett, Washington. It is expected to activate in mid-2026 to help Boeing meet its production targets, initially building MAX 8 and 9 aircraft before transitioning to the MAX 10.

Why was the MAX 7 and 10 certification delayed?
Delays were caused by a combination of factors, including a redesign of the engine anti-ice system to prevent potential overheating, and a stricter FAA certification process implemented after the 2024 door-plug blowout incident.

Sources

• Reuters
• Leeham News

This article is based on the official preliminary report released by the National Transportation Safety Board (NTSB) regarding the January 2, 2026, accident in Superior, Arizona.

NTSB Preliminary Report: Slackline Collision Cited in Fatal Arizona Helicopters Crash

The National Transportation Safety Board (NTSB) has released its preliminary report regarding the fatal crash of an MD Helicopters MD369FF near Superior, Arizona, on January 2, 2026. The investigation confirms that the aircraft collided with a recreational slackline suspended across Telegraph Canyon, resulting in the deaths of the pilot and three passengers. The report highlights critical issues regarding the visibility of the obstacle and the effectiveness of the Notice to Air Missions (NOTAM) system.

According to the NTSB’s findings, the accident occurred at approximately 11:00 AM local time. The helicopter, registered as N3502P, was conducting a private sightseeing flight when it struck the line, causing a catastrophic separation of the main rotor system. The fuselage subsequently fell to the canyon floor. The crash claimed the lives of pilot David McCarty, 59, and three passengers: Rachel McCarty, 23; Faith McCarty, 21; and Katelyn Heideman, 21.

Investigation Findings: The Obstacle and Visibility

The preliminary report identifies the primary hazard as a recreational highline, specifically a slackline used for balancing, strung between the canyon walls. The NTSB investigation revealed that the line spanned approximately one kilometer (0.6 miles) and was suspended roughly 600 feet above the ground. While the slackline was reportedly flagged and lighted, investigators noted significant discrepancies regarding its actual visibility to pilots.

Witnesses and first responders indicated that the line was extremely difficult to detect against the terrain. The report notes that a rescue helicopter operating in the area after the crash nearly collided with the same line, underscoring the difficulty of seeing the webbing even when crews are alert to hazards. Reports suggest the flagging may have been limited to one end of the span, and the lighting was either inactive or insufficient for daytime conditions.

The NOTAM System Disconnect

A central focus of the ongoing investigation is the dissemination of safety information through the NOTAM system. The NTSB confirmed that a Notice to Air Missions had been filed regarding the slackline. However, the warning was geographically attached to the Superior Municipal Airport (E81).

The accident flight departed from Pegasus Airpark (5AZ3) in Queen Creek, Arizona. Because standard pre-flight briefings are typically generated based on the departure point and specific route, the warning listed under the nearby Superior airport code likely did not appear in the pilot’s briefing package. Consequently, despite the hazard being “officially” logged in the system, the pilot was likely unaware of the wire’s existence before entering the canyon.

AirPro News Analysis

The tragedy in Superior has reignited urgent discussions within the aviation safety community regarding the modernization of the NOTAM system. Current protocols often rely on airport-specific filings that can bury critical en-route hazards if a pilot does not specifically query a nearby, non-departure aerodrome.

We observe that this incident parallels long-standing criticisms that the NOTAM system is antiquated. Safety advocates argue that hazards such as highlines spanning navigable canyons should be presented as geo-fenced obstacles on moving maps rather than text-based warnings hidden under specific airport identifiers. The fact that a rescue helicopter also experienced a near-miss suggests that the current method of marking and notifying pilots of temporary recreational obstacles is insufficient for low-level operations.

Context and Next Steps

The pilot, David McCarty, was the owner of Columbia Basin Helicopters and was described as a highly experienced commercial pilot specializing in utility operations, including firefighting and agricultural work. The flight was a personal sightseeing trip taken on the morning of his scheduled wedding.

The NTSB has stated that the investigation is ongoing. A final report, which will determine the probable cause of the accident and potentially issue safety recommendations, is expected to take between 12 and 24 months to complete. Future investigative work will likely focus on spectral analysis of the webbing to determine its visibility, compliance with marking regulations, and potential software improvements for pilot briefings.

Sources:

• NTSB Preliminary Report (PDF)

This article summarizes reporting by The Dallas Morning News and Reuters.

Bipartisan Spending Deal Prioritizes Air Traffic Control Staffing Over High-Speed Rail

A bipartisan spending deal announced by U.S. lawmakers on Tuesday, January 20, 2026, outlines a significant shift in federal transportation priorities. According to reporting by The Dallas Morning News and Reuters, the agreement provides funding for 2,500 new air traffic controller positions and allocates $2.4 billion for Amtrak. However, these investments come at the cost of cuts to high-speed rail grants and electric vehicle infrastructure.

The legislation, part of a “minibus” package designed to avert a government shutdown before the January 30 deadline, reflects a “fix it first” approach. Lawmakers have prioritized stabilizing current aviation operations and maintaining existing rail networks over funding ambitious new expansion projects.

Aviation: Addressing the Staffing Crisis

The Federal Aviation Administration (FAA) has faced chronic staffing shortages that have led to mandatory overtime and reduced capacity at critical facilities. As noted in the Reuters report, the new spending deal directly addresses this by funding 2,500 new controller hires.

Beyond staffing, the bill includes substantial investments in physical infrastructure and rural connectivity. Key provisions include:

• Tower Modernization: $824 million is allocated to upgrade aging air traffic control towers, many of which are in need of repair.
• Essential Air Service (EAS): The deal rejects a White House proposal to cut rural flight subsidies, instead providing $514 million to maintain service to smaller communities.
• Safety Study: Following a near-miss incident in January 2025 involving a U.S. Army helicopter and a commercial jet, $2 million is earmarked for an independent study of Washington, D.C. airspace.

The National Air Traffic Controllers Association (NATCA) has long advocated for increased hiring. Union President Nick Daniels has previously identified staffing shortages as the primary risk to the national airspace system, a sentiment reflected in this funding allocation.

Rail and Infrastructure: The Trade-Off

To offset the increased spending on aviation and conventional rail maintenance, the deal rescinds unspent funds from other transportation sectors. According to legislative details, the bill cuts $928 million in high-speed rail grants. This rescission specifically targets the California High-Speed Rail project, which Transportation Secretary Sean Duffy has frequently criticized.

Additionally, $879 million originally designated for the National Electric Vehicle Infrastructure (NEVI) program is being redirected to other priorities. Secretary Duffy has cited the slow rollout of charging stations as justification for this reallocation.

Amtrak Funding Breakdown

While high-speed rail faces cuts, Amtrak secured $2.4 billion in total funding. This figure matches the railroad’s synchronized budget request with the White House, ensuring that operations on the National Network remain stable. The funding is split as follows:

• National Network: $1.6 billion to support long-distance and state-supported routes.
• Northeast Corridor (NEC): $800 million, a reduction of approximately 25% compared to previous years.

Jim Mathews, CEO of the Rail Passengers Association, offered a mixed reaction to the bill. While acknowledging that keeping Amtrak operational is positive, he noted the broader implications for rail development.

“It kneecaps the Fed-State Partnership for Intercity Passenger Rail program,” Mathews said, describing the bill as “not pretty.”

AirPro News analysis

The Reality of the “Hiring Surge”

While funding for 2,500 new controllers is a headline victory for the FAA, it may not result in immediate relief for travelers. The agency is currently facing a deficit of roughly 3,500 controllers. Furthermore, the funding covers hiring slots, not fully certified employees.

The training pipeline for an air traffic controller takes two to three years, and the attrition rate at the FAA Academy remains high. Consequently, a hiring target of 2,500 often yields a significantly lower net gain in certified staff once retirements and training failures are factored in. The industry should expect that the operational constraints caused by staffing shortages, such as flow control programs and delays at major hubs like New York and Jacksonville, will persist in the near term, despite this financial injection.

Frequently Asked Questions

Does this bill guarantee 2,500 new controllers will start immediately?
No. The bill provides funding for the FAA to hire 2,500 trainees. The certification process takes several years, and not all trainees will successfully complete the program.

What happens to the California High-Speed Rail project?
The bill rescinds $928 million in unspent federal grants previously allocated to the project. California Governor Gavin Newsom has vowed to fight this rescission, viewing it as a political maneuver.

Will rural flights be cut?
No. The spending deal provides $514 million for the Essential Air Service (EAS) program, rejecting earlier proposals to cut the budget by half.

Sources

The Dallas Morning News / Reuters