FAA Orders Fix for Rogue Altitude-Changing Boeing Panels
Published Date: 6/15/2026
Rule
Summary
The FAA is requiring certain Boeing 787 airplanes to get their mode control panels (MCP) replaced and tested because the old ones could change altitude settings on their own—definitely not cool when flying! This fix starts July 20, 2026, and helps keep flights safe and smooth. Airlines will need to update their planes soon, which might cost some time and money but is totally worth it for safer skies.
Analyzed Economic Effects
5 provisions identified: 3 benefits, 2 costs, 0 mixed.
Mandatory MCP replacement on Boeing 787s
The FAA requires certain Boeing Model 787-8, 787-9, and 787-10 airplanes to have their mode control panel (MCP) replaced and an installation test performed. The replacement changes MCP part numbers 4091640-901/ -902/ -903 to MCP P/N 4091640-904 and follows Boeing bulletin dated April 22, 2025; the AD is effective July 20, 2026.
Up to $405,170 cost per airplane
The FAA estimates the MCP replacement and installation test will cost up to $405,170 per airplane (labor: 2 work-hours at $85/hour = $170; parts: up to $405,000). The rule affects 163 U.S.-registered airplanes and the aggregate estimated cost on U.S. operators is up to $66,042,710.
Small-entity economic impact: one small operator affected
In the FAA's Regulatory Flexibility Act analysis, the AD affects 4 entities (134 airplanes in that analysis) and the FAA identified 1 small entity in NAICS 523910 that would be affected. The FAA estimates that the affected small entity could incur up to $405,170 in compliance cost, which the FAA reports as 21.1% of that entity's $1,920,000 annual revenue.
Warranty may reduce operator costs
The MCP manufacturer (Honeywell) stated that some or all retrofit costs to P/N 4091640-904 may be covered under warranty, so operators who have parts retrofitted may avoid buying a new replacement part.
No downtime expected; work during scheduled maintenance
The FAA determined the MCP replacement and test can be done during regularly scheduled maintenance and therefore will not trigger downtime costs for operators. The FAA used this assumption in its cost analysis and regulatory findings.
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