Originally Posted by
KPer
Same exact system on the 8 and 9. Both variants were already certified before the TAI issue was discovered. Operators were sent a procedural bulletin about the problem and how to mitigate it until a permanent fix was developed. I’m pretty sure the FAA granted the EICAS waiver already for the 7 and 10 and they were well on their way to being certified under the TAI bulletin/temp fix until the door plug on the Alaskan MAX9 blew. That, combined with the two MAX crashes, and the FAA was not in the mood to waive anything associated with certifying the 7 and 10. Boeing knew it and withdrew the TAI waiver request… and here we are.
The whole MAX design and implementation plan is a debacle. United had 250 MAX 10s on order and now probably won't get any. We took our 50 order of A-321s to replace the 757-200 fleet and upped that so now we are getting 270 A-321s and likely no MAX 10s. Some of MAX 10 orders were converted to 9s but we have pushed out getting any MAX 10s so far into the future that Delta will now be the first airline to get the 10.
Boeing has screwed so many airlines in the last 8 years its amazing they are still in operation. They are a monopoly and have massive government contracts keeping them afloat.
I'd be shocked to see a MAX 7 or 10 flying at an airline before 2027.