It’s progress, apparently. But is it trust? That’s another question.

The Long Shadow

The 737 Max is still tied to two horrific crashes in 2018 and 2019. A flawed software system, MCAS, forced the nose down when it shouldn’t have. Pilots couldn’t override it. In total, 346 people died. Investigations later showed that some engineers had doubts, which were overlooked.

And the Dreamliner? The jet that promised to change long-haul flying? It stumbled through fuselage gaps, stabiliser defects, and overheating batteries that grounded fleets in 2013. More recently, 787 deliveries were halted for months due to quality-control problems, leaving airlines furious.

That kind of record doesn’t vanish just because the FAA hands Boeing a partial hall pass.

Why the FAA Did It

There’s a practical angle. Certification is the final hurdle before a plane can be delivered, and Boeing’s production line has been clogged. Under the new arrangement, inspectors from Boeing and the FAA alternate weeks signing off aircraft. The idea is to ease bottlenecks while keeping outside eyes in the process.

For passengers, though, the calculation is simpler. Nobody boarding a flight thinks about alternating oversight schedules. They just want to know an independent regulator checked the plane.

The Pressure Cooker

Investors liked the news. Boeing’s stock nudged up. But the company is still under pressure. The FAA continues to cap 737 Max production at 38 aircraft a month — a restriction imposed after the Alaska Airlines Flight 1282 incident on 5 January 2024, when a door-plug panel blew out mid-flight.

Nobody died, but the images of a gaping hole in the fuselage were searing. The NTSB later confirmed bolts were missing from the plug. That’s not the kind of oversight lapse regulators forget quickly.

So Boeing’s leadership faces three masters: airlines demanding planes on time, shareholders demanding profits, and regulators demanding perfection. Good luck balancing all three.

Airlines on Edge

When Boeing stumbles, carriers pay. Ryanair’s growth slowed when its 737 Max deliveries ran late. British Airways and Lufthansa had to adjust long-haul schedules when Dreamliner deliveries were delayed. In Asia, Singapore Airlines and ANA faced disruption during Boeing’s 787 quality-control pauses. In the Gulf, Qatar Airways and Etihad leaned heavily on Dreamliners, but delays left them at a disadvantage against Emirates and Turkish.

Passengers don’t follow supply-chain headaches. They ask a blunt question: would you feel safe on a plane certified by Boeing itself? Some shrug. Others hesitate.

The Numbers, in Case You Forgot

• 346 lives lost in the two 737 Max crashes.
• 38 aircraft per month — Boeing’s current 737 Max production cap.
• Tens of billions — the scale of Boeing’s payouts, settlements, and legal costs since 2019.
• Alternating oversight — Boeing and FAA inspectors now take turns signing off new jets.

These aren’t just statistics. They’re scars.

Airbus Must Be Smiling

Every Boeing delay creates an opening. Airbus has been quietly hoovering up frustrated customers. A hiccup in Seattle ripples into London, Singapore or Dubai — and Toulouse picks up the call. Yes, Airbus has its own supply-chain headaches, but compared to Boeing, it currently looks steadier.

What Now?

The FAA hasn’t handed Boeing the keys back in full. Think of it as probation: “You can try again, but we’re watching.”

And that’s probably the right call. Boeing doesn’t just need to build planes. It needs to rebuild its safety culture. Prove to regulators that quality comes before quarterly numbers. Convince passengers who still remember the headlines that trust isn’t misplaced.

In aviation, trust isn’t rebuilt with press releases. It’s rebuilt in silence — in flights that take off, cruise, and land without incident. No drama. No headlines. Just the way it should be.

Until then, Boeing only has half the keys.