Boeing flags 737 MAX software glitch that can knock out autopilot functions after a missed landing

Boeing has confirmed it flagged a software glitch on some 737 MAX aircraft in late August that could cause an automated navigation feature to fail during landing, after the Wall Street Journal first reported the issue on Saturday, September 26, 2026, citing company documents. The problem arises after a missed approach when pilots alter a preprogrammed flight path: in certain circumstances, some autopilot functions can become unavailable, potentially leaving pilots to fly manually at low altitude, possibly in bad weather. Boeing maintains the issue does not pose a safety risk, saying it shared information with operators that reinforced existing pilot procedures and that its engineers are working on a software update to permanently address the problem. The Federal Aviation Administration said Saturday it is assessing the issue and will take immediate action if it identifies a safety concern, and it will review Boeing's proposed fix. Major US carriers, including Southwest, United, Alaska and American, all say none of their MAX jets currently fly with the affected software, known as Version U.14.

What happened

The glitch was first reported by the Wall Street Journal, which cited Boeing company documents, and was confirmed by CNBC and the New York Post on Saturday. According to CNBC, the fault can occur after a missed approach, when pilots alter a preprogrammed flight path. In those circumstances, some autopilot functions can become unavailable, which could require pilots to hand-fly the aircraft at low altitude, potentially in poor weather.

Boeing's response, as quoted by CNBC, was that the company "shared information with operators that reinforced existing pilot procedures for safely handling such cases. Our engineers are working on a software update to permanently address the issue." The FAA said it is assessing the problem and "will take immediate action if it identifies a safety concern," and that it will review Boeing's proposed fix before it is deployed.

The affected software is Version U.14. Southwest Airlines said "none of our fleet is equipped with Version U.14, including new deliveries of Max 8 airplanes," while United Airlines said it is not taking any Max deliveries carrying the new software. According to the New York Post, Southwest and United have told Boeing they do not want new MAX jets with the affected software and have asked for an earlier version instead. Boeing said airlines can revert to an older software version, but the company does not know exactly how many aircraft carry the newer version, because airlines are not required to notify it of upgrades.

Why it matters

The scale of the exposure is what gives the story its weight. There are 2,430 737 MAX aircraft in service globally, according to Cirium data cited by CNBC, including 2,422 MAX 8 and MAX 9 jets flying worldwide. A software fault that can degrade autopilot functions at low altitude touches the most safety-critical phase of flight, and Boeing's own admission that it cannot say precisely how many aircraft carry Version U.14 leaves an open question about the size of the affected population.

The episode also lands on a company still carrying the weight of the MAX's history. The glitch is separate from the MCAS failures implicated in the Lion Air Flight 610 crash in October 2018 and the Ethiopian Airlines Flight 302 crash in March 2019, which killed 346 people. The MAX came under renewed scrutiny after the January 2024 Alaska Airlines door-plug incident, after which the FAA blocked Boeing from expanding MAX production. Boeing shares have fallen roughly 39% since the first MAX crash, from $324.59 at the close on October 29, 2018 to about $198 as of Friday, September 25, 2026.

There is a certification wrinkle as well. The FAA certified the MAX 7 in early August 2026 with the newest software installed, and it is unclear whether that aircraft can be delivered or flown with older software. Boeing CEO Kelly Ortberg told investors earlier this month that he expected FAA certification of the MAX 10 "very soon," a timeline that now sits alongside an unresolved software question.

How it is being covered

According to ground.news, the story is carried by 19 sources, 14 of which are rated, with a left/centre/right split of 14/43/43 percent. Factuality is strong: 11 of the 14 rated sources are rated high or very high, with 3 mixed. Ground.news flags no blindspot, meaning the story is being covered across the political spectrum without a notable gap on one side.

What to watch

The FAA's assessment is the immediate variable: the regulator has said it will take immediate action if it identifies a safety concern, and its review of Boeing's proposed software fix will determine how quickly the issue is closed out. Watch also for clarity on how many in-service aircraft carry Version U.14, given that airlines need not notify Boeing of upgrades. The delivery question around the MAX 7, certified in early August with the newest software installed, and the pending MAX 10 certification that Ortberg expected "very soon" are the next pressure points. Any comment from carriers on future delivery terms, following Southwest's and United's requests for an earlier software version, would signal how the customer relationship is shifting.

By the numbers

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