{"id":"F2006B02850","name":"AD/B737/148 Amdt 1 - Uncommanded Rudder","slug":"ad-b737-148-amdt-1-uncommanded-rudder","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":42192,"registerId":"commonwealth-F2006B02850-current","compilationNumber":null,"startDate":"2026-04-01","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/B737/148 Amdt 1 - Uncommanded Rudder","content":"![](image.001.png)\n\n![](image.001.png)  \nAIRWORTHINESS DIRECTIVE\n\nFor the reasons set out in the background section, the CASA delegate whose signature appears below revokes Airworthiness Directive (AD) AD/B737/148 and issues the following AD under subregulation 39.1 (1) of CASR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.\n\n![](image.001.png)  \n\nBoeing 737 Series Aeroplanes\n\nAD/B737/148\n\nAmdt 1\n\n  \nUncommanded Rudder 8/2003\n\nApplicability: All Model 737 series aircraft.\n\nRequirement: Revise the Normal Procedures Section of the Aircraft Flight Manual for Model 737- 100 and \\-200 series aircraft or the Non-Normal Procedures Section of the Aircraft Flight Manual for Model 737-300, \\-400, \\-500, \\-600, \\-700, and \\-800 series aircraft, as applicable, to include the procedures specified in FAA AD 2000-22-02 Amdt 39- 11948.\n\nThis may be accomplished by inserting a copy of FAA AD 2000-22-02 in the Aircraft Flight Manual.\n\nAccomplishment of the requirements of AD/B737/201 (FAA AD 2002-20-07) constitutes terminating action for the requirements of this Directive.\n\nCompliance: Within 30 days after 22 November 2000; unless the requirements of AD/B737/201 are accomplished.\n\nThe compliance time of this Directive remains unchanged. This Amendment becomes effective on 7 August 2003.\n\nBackground: This Directive was prompted by an FAA determination that the procedure currently required by the Aircraft Flight Manual to maintain aircraft control during an uncommanded yaw or roll condition, is not defined adequately. The specified actions are intended to ensure that the flight crew is advised of the procedures necessary to address a condition involving a jammed or restricted rudder.\n\nBoeing 737 Series Aeroplanes\n\nAD/B737/148 Amdt 1 (continued)\n\nAmendment 1 is issued in response to a new FAA AD (2002-20-07) which requires incorporation of a new rudder control system; and thereby supersedes the requirements of AD 2000-22-02, the Requirement document of this Directive.\n\n![Signature of David Villiers, Delegate of the Civil Aviation Safety Authority.](image.002.png)  \n\nDavid Villiers\n\nDelegate of the Civil Aviation Safety Authority 17 June 2003\n\n![](image.001.png)  \n\nThe above AD is notified in the Commonwealth of Australia Gazette on 16 July 2003.","sortOrder":0}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This amendment maintains the original scope of addressing uncommanded rudder events in Boeing 737 aircraft. The amendment merely updates the directive to acknowledge a newer technical solution (rudder control system modification) that supersedes the manual update requirement. The core safety purpose — ensuring flight crews have adequate procedures for rudder malfunctions — remains unchanged."},"complexity_factors":["Very short document (approximately 300 words)","Only 3 defined structural sections (Applicability, Requirement, Compliance)","Single cross-reference to FAA AD 2000-22-02 and one terminating reference to AD/B737/201","Simple conditional logic: compliance required unless alternative action taken","No nested exceptions or complex defined terms","Straightforward temporal compliance requirement (30 days from fixed date)"],"plain_english_summary":"This AD requires all Boeing 737 operators to insert FAA-prescribed emergency procedures into their flight manuals to address unexpected or jammed rudder events, within 30 days of 22 November 2000. It targets every -100 through -800 series and aims to mitigate yaw/roll hazards from rudder malfunctions. Operators who have installed the new rudder control system under AD/B737/201 are exempt."},"flash_summary":{"complexity_score":4,"scope_assessment":{"changed":true,"description":"The Amendment modifies the original, primarily procedural requirement by expressly linking it to a newer FAA AD that requires a hardware retrofit (a new rudder control system). Mechanically this shifts the instrument from solely imposing an AFM/procedural mitigation toward recognising a hardware modification as the terminating (permanent) remedy. In other words, the immediate scope (require AFM procedure) remains, but the longer-term scope expands to incorporate a mandatory design change as the permanent fix (AD/B737/201 / FAA AD 2002-20-07). The change therefore broadens the remedy set from procedural-only to include a capital-intensive retrofit as the end-state solution."},"complexity_factors":["Short instrument with limited text (single-airworthiness-directive length)","Cross-references to multiple FAA ADs (FAA AD 2000-22-02 and FAA AD 2002-20-07) and to AD/B737/201","Conditional logic: AFM amendment required unless the terminating action (AD/B737/201) is accomplished","Different AFM sections specified by aircraft model group (Normal Procedures for -100/-200; Non‑Normal Procedures for -300 to -800)","Timing nuance: compliance deadline defined as \"within 30 days after 22 November 2000\" even though Amendment effective date is later (7 August 2003)","Revocation and re-issue language (revokes earlier AD and issues Amendment 1) adds procedural complexity for record-keeping","Acceptable method of compliance explicitly allows insertion of a copy of the FAA AD into the AFM (administrative alternative)"],"plain_english_summary":"**What this instrument does (mechanically)**\n\n- Requires all Boeing 737 series aircraft registered in Australia to change their Aircraft Flight Manual (AFM) so that flight crews have a defined procedure to follow if the rudder jams or becomes restricted (an \"uncommanded yaw or roll\"). This is set out in the \"Requirement\" section and is implemented by inserting the procedures in FAA AD 2000-22-02 into the AFM (Requirement).\n- Gives operators a clear compliance deadline: amend the AFM within 30 days after 22 November 2000, unless the operator has already completed the alternative/terminating action (Compliance).\n- States that completing the requirements of AD/B737/201 (which corresponds to FAA AD 2002-20-07, requiring installation of a new rudder control system) is a terminating action for this AFM-change requirement (Requirement; Amendment 1).\n- Revokes the earlier version of AD/B737/148 and re-issues it as Amendment 1; Amendment 1 updates the Directive to reflect the newer FAA AD that mandates a hardware modification (Amendment 1; Background).\n\n**Who this affects**\n\n- Aircraft owners and operators of any Boeing 737 model (Model 100 through 800 series) operating under Australian regulatory jurisdiction (Applicability).\n- Flight crews: they must follow the newly required AFM procedures when a jammed or restricted rudder (uncommanded rudder) condition occurs.\n- Maintenance organisations and engineering departments: they must either ensure the AFM is amended and crews are briefed/trained, or arrange the installation of the new rudder control system that constitutes terminating action.\n\n**Why it matters**\n\n- The regulator (CASA) adopted this action after the FAA concluded the previously required AFM procedure was not adequately defined to maintain control in an uncommanded yaw/roll situation (Background). The immediate effect is to give flight crews a clearer, standardised procedure to follow in that emergency.\n- The measure is framed as an interim procedural fix with a hardware retrofit (new rudder control system) available as a permanent remedy. Operators may choose the cheaper/faster procedural amendment or the more expensive but terminating hardware modification (Requirement; Amendment 1).\n\n**Practical mechanics and choices for operators**\n\n- Operators can comply simply by inserting a copy of FAA AD 2000-22-02 into the appropriate AFM section (Normal or Non-Normal Procedures) for their model (Requirement).\n- Alternatively, installing the rudder control system required by AD/B737/201 (FAA AD 2002-20-07) removes the need to keep the AFM amendment in force (Requirement: \"terminating action\").\n- The AFM amendment compliance deadline is short (30 days after 22 Nov 2000), so operators must act promptly to distribute the change to crews and confirm training/awareness (Compliance).\n\n**Who pays, who decides, and how behaviour changes**\n\n- Operators/owners pay: administrative costs (amending AFMs, distributing copies, crew briefing/training), and if they pursue the terminating action, capital and maintenance costs for the rudder control system retrofit.\n- CASA (the delegate signing the AD) decides the mandatory corrective measure and deadlines under CASR subregulation 39.1(1) (preamble).\n- Behavioural change: flight crews must follow the new non-normal/normal procedures when a rudder jam/restriction occurs; operators must track compliance and either retain the AFM amendment or carry out the retrofit.\n\n**Costs, incentives and trade-offs**\n\n- Short-term compliance (AFM insertion) is low-cost but requires prompt administrative action and crew familiarisation; it does not change aircraft hardware or eliminate the underlying rudder-system vulnerability.\n- Long-term compliance via the hardware modification is higher immediate cost (parts, installation, downtime) but removes the continuing administrative/operational requirement and is treated as the permanent fix (terminating action).\n- The rule applies uniformly across operators of the affected fleet, so small and large operators face the same per-aircraft regulatory burden; larger fleets face larger aggregate costs but may get economies of scale for retrofits.\n\n**Implementation and enforcement risks**\n\n- CASA will need mechanisms to confirm AFM amendments have been inserted and crews briefed, or that the terminating retrofit has been installed; gaps in oversight risk non-compliance.\n- Operators who delay or shortcut crew familiarisation may reduce the practical safety benefit of the AFM amendment.\n\n(References: Applicability; Requirement; Compliance; Amendment 1; Background.)"},"flash_summary_failed":{"failed":true,"reason":"A positive credit balance is required for all requests, including BYOK, so fallback providers remain available. Add credits at https://vercel.com/d?to=%2F%5Bteam%5D%2F%7E%2Fai%3Fmodal%3Dtop-up to continue.","source":"analysis-cron"}},"importantCases":[],"_links":{"self":"/api/acts/ad-b737-148-amdt-1-uncommanded-rudder","history":"/api/acts/ad-b737-148-amdt-1-uncommanded-rudder/history","analysis":"/api/acts/ad-b737-148-amdt-1-uncommanded-rudder/analysis","conflicts":"/api/acts/ad-b737-148-amdt-1-uncommanded-rudder/conflicts","importantCases":"/api/acts/ad-b737-148-amdt-1-uncommanded-rudder/important-cases","documents":"/api/acts/ad-b737-148-amdt-1-uncommanded-rudder/documents"}}