{"id":158449,"date":"2026-09-22T21:06:30","date_gmt":"2026-09-22T15:36:30","guid":{"rendered":"https:\/\/aviationa2z.com\/?p=158449"},"modified":"2026-09-22T20:20:52","modified_gmt":"2026-09-22T14:50:52","slug":"faa-proposes-new-boeing-737-max-elevator-inspections","status":"publish","type":"post","link":"https:\/\/aviationa2z.com\/index.php\/2026\/09\/22\/faa-proposes-new-boeing-737-max-elevator-inspections\/","title":{"rendered":"FAA Proposes New Boeing 737 MAX Elevator Inspections"},"content":{"rendered":"\n

SEATTLE-<\/strong> The U.S. Federal Aviation Administration (FAA)<\/a> has proposed a new airworthiness directive for Boeing 737-8, 737-9, and 737-8200 aircraft after concerns emerged over incorrectly installed bearings in the elevator buss assembly. The proposal covers 95 aircraft on the U.S. register.<\/p>\n\n\n\n

Boeing is the aircraft manufacturer involved, while the proposal does not concern a specific airline or airport. The FAA filed the proposal under docket FAA-2026-8811 on September 21, 2026, with comments due by November 5, 2026.<\/p>\n\n\n\n

\"FAA
Photo: Collins Aerospace<\/figcaption><\/figure>\n\n\n\n

FAA Targets Elevator Control Assembly on Boeing 737 MAX<\/h2>\n\n\n\n

The proposed airworthiness directive focuses on the elevator buss assembly, a component within the aircraft’s elevator control system. According to the FAA, the assembly assists with movement of the control columns and falls under Air Transport Association Chapter 27, which covers flight controls.<\/p>\n\n\n\n

The FAA proposal follows a report that bearings in the elevator buss assembly may have been installed incorrectly during aircraft production. In some cases, the bearings may have been installed without sealant.<\/p>\n\n\n\n

The agency is concerned that an improperly installed bearing could develop cracks. Those cracks could then spread into the bearing housing and lead to premature failure of the elevator buss assembly crank arms.<\/p>\n\n\n\n

The FAA states that if the condition is not corrected, it could affect elevator pitch control and the aircraft’s ability to continue safe flight and landing.<\/p>\n\n\n\n

The proposed directive therefore focuses on identifying the condition before it develops into a more serious flight-control problem.<\/p>\n\n\n\n

\"FAA
United Airlines Boeing 737 MAX TAKEOFF from Chicago. Photo: Cado Photo<\/figcaption><\/figure>\n\n\n\n

95 Boeing 737 MAX Aircraft Covered<\/h2>\n\n\n\n

The proposed directive would apply to 95 aircraft registered in the United States. The affected models are the Boeing 737-8, 737-9 and 737-8200.<\/p>\n\n\n\n

The FAA did not propose inspections for the entire U.S. 737 MAX fleet. The applicability is based on aircraft identified by Boeing in its service documentation as being within the affected production range.<\/p>\n\n\n\n

This distinction is important because the issue described by the FAA relates to a specific production condition rather than a general design issue affecting every aircraft of the same model.<\/p>\n\n\n\n

The FAA proposal is also not yet a mandatory requirement. Operators would only be required to carry out the proposed inspections if the agency publishes a final airworthiness directive.<\/p>\n\n\n\n

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Photo: MarcelX42 | Wikimedia Commons\nhttps:\/\/commons.wikimedia.org\/wiki\/File:Hannover_Airport_TUIfly_Boeing_737-8_MAX_D-AMAH_(DSC09188).jpg<\/figcaption><\/figure>\n\n\n\n

Boeing Service Bulletin Forms Basis for Proposed Work<\/h2>\n\n\n\n

The inspection requirements are based on Boeing Alert Requirements Bulletin 737-27A1331 RB, dated December 17, 2025.<\/p>\n\n\n\n

Under the proposed directive, maintenance personnel would conduct a detailed inspection of the elevator buss assembly bearings and housings. The inspection would look for cracks as well as evidence that the required sealant was correctly applied.<\/p>\n\n\n\n

Where inspection findings meet specified conditions, additional testing would be required.<\/p>\n\n\n\n

The Boeing bulletin calls for a push-out load test on three specific bearing part numbers when applicable. The test is designed to determine whether the bearing remains properly retained within its housing.<\/p>\n\n\n\n

The results of the inspection and testing would determine the required corrective action.<\/p>\n\n\n\n

\"FAA
737 Max; Renton Factory; 1st 737 Max on line; Aerial View from Front; K66444-03 | Photo: Boeing<\/figcaption><\/figure>\n\n\n\n

Possible Bearing and Assembly Replacements<\/h2>\n\n\n\n

Depending on the findings, operators could be required to replace individual bearings, repair the affected area of the elevator buss assembly, or replace the complete assembly.<\/p>\n\n\n\n

The FAA estimates that the initial inspection would require approximately 23 work-hours per aircraft.<\/p>\n\n\n\n

Using the agency’s standard labor rate of $85 per hour<\/strong>, the estimated labor cost for an individual aircraft is $1,955. Across the 95 affected U.S.-registered aircraft, the FAA estimates the inspection labor cost at approximately $185,725.<\/p>\n\n\n\n

The agency estimates the replacement cost for an individual bearing at between $1,105 and $1,809. A complete elevator buss assembly is estimated at $98,241 in parts.<\/p>\n\n\n\n

The FAA also notes that Boeing may cover some or all of the costs under warranty, depending on the aircraft and applicable warranty terms.<\/p>\n\n\n\n

\"Boeing
Boeing halts the delivery of 737 MAX over supplier defect | Photo: By File:Boeing 737 MAX (23326959580).jpg:Aka The Beav from Seattle, Washingtonderivative work: Altair78 – This file was derived from: Boeing 737 MAX (23326959580).jpg:, CC BY 2.0, https:\/\/commons.wikimedia.org\/w\/index.php?curid=60302805<\/figcaption><\/figure>\n\n\n\n

Proposed Directive Is Not Yet Mandatory<\/h2>\n\n\n\n

The September 21 action is a Notice of Proposed Rulemaking rather than a final airworthiness directive.<\/p>\n\n\n\n

That means operators are not required to carry out the proposed inspections solely because the NPRM was published. The FAA will accept public comments before deciding whether to issue a final rule.<\/p>\n\n\n\n

Comments on the proposal are due by November 5, 2026.<\/p>\n\n\n\n

If the FAA adopts the requirements, the final directive could establish compliance deadlines and any changes made in response to comments received during the rulemaking process.<\/p>\n\n\n\n

\"FAA
Photo: By Boeing \/ Addison Salzman – https:\/\/doi.org\/10.57700\/1f7s-tn05, CC0, https:\/\/commons.wikimedia.org\/w\/index.php?curid=125847136<\/figcaption><\/figure>\n\n\n\n

Separate 737 MAX Structural Inspection Ordered<\/h2>\n\n\n\n

The elevator buss proposal follows another FAA action involving the same Boeing 737 MAX family<\/a>.<\/p>\n\n\n\n

On September 17, 2026, the FAA issued a final airworthiness directive covering inspections around the forward galley door cutout. The directive targets the fuselage skin, bear straps that reinforce the structure, and partial, or stub, fuselage frames around the door’s upper hinge.<\/p>\n\n\n\n

The checks are precautionary. No cracks have been reported in the 737 MAX fleet in connection with this issue.<\/p>\n\n\n\n

The FAA adopted Boeing’s recommendation that the inspections be completed before affected aircraft reach 15,000 flight cycles. Based on current 737 MAX utilization, that threshold is not expected to be reached by the highest-cycle aircraft for several years.<\/p>\n\n\n\n

The directive represents the second FAA 737 MAX mandate involving bear straps within a six-week period.<\/p>\n\n\n\n

\"Boeing
Photo: By Anna Zvereva from Tallinn, Estonia – Boeing Company, N720IS, Boeing 737-7 MAX, CC BY-SA 2.0, https:\/\/commons.wikimedia.org\/w\/index.php?curid=72046412<\/figcaption><\/figure>\n\n\n\n