FAA issues 737 Max fuselage check order

The Federal Aviation Administration has issued a final airworthiness directive requiring structural inspections on certain Boeing (BA) 737 Max aircraft. The directive applies to 737-8, 737-9 and 737-8200 models, covering an estimated 471 aircraft registered in the United States. The rule becomes effective in September 2026 and sets out mandatory inspection and repair procedures for operators.

The directive focuses on a structural reinforcement known as the bear strap at the forward upper corner of the forward galley or service door cutout. Operators must inspect both the bear strap and the adjacent fuselage skin in this area. Where specified, the rule calls for detailed and eddy-current inspections, with on-condition corrective actions if any cracking is detected.

Regulators issued the new requirements after reports of cracking in the same fuselage area on earlier 737 Next Generation models. Cracks were previously identified in the bear strap region surrounding door cutouts on those aircraft. Because the 737 Max shares similar design and manufacturing characteristics in this section, authorities extended inspections to the newer models as a preventive measure.

As of the publication of the directive, no cracks of the specific type seen on 737 NG aircraft have been found on in-service 737 Max jets. The FAA characterized the new checks as addressing an unsafe condition that could affect structural integrity if left undetected, but emphasized the action is precautionary given the absence of confirmed cases on the Max fleet to date.

The FAA did not order any 737 Max aircraft grounded in connection with the directive. Instead, it set compliance times designed to provide multiple opportunities to identify and repair potential cracking before it reaches a critical length. These intervals are intended to allow operators to integrate the new inspections into scheduled maintenance while maintaining safety margins.

Required inspections of the door frame reinforcement and fuselage paneling will be conducted at specified times once the rule takes effect in September 2026. If cracks are found, operators must carry out repairs specified in the directive before returning the aircraft to service, ensuring the structural integrity of the affected area is restored.

Boeing stated that it identified and reported the issue and has been working with airlines for about six years on related concerns. The company supports the FAA’s final directive and the inspection regime it sets out for the 737 Max fleet. Boeing has been coordinating with operators as they prepare to comply with the forthcoming inspection requirements.

In addition to supporting the mandated checks, Boeing is developing engineering and manufacturing changes intended to prevent the cracking condition on new production aircraft. These changes are aimed at mitigating the risk of bear strap and fuselage skin cracking in the forward galley door area on future 737 Max jets. Together with the FAA directive, the measures seek to maintain long-term structural safety for the model.