{"id":"F2007L01395","name":"AD/BEECH 35/72 - Landing Gear Up-lock Mechanism","slug":"ad-beech-35-72-landing-gear-up-lock-mechanism","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":65729,"registerId":"commonwealth-F2007L01395-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"Beechcraft 35 (Bonanza) Series Aeroplane","sectionType":"division","heading":"Beechcraft 35 (Bonanza) Series Aeroplanes","content":"### Beechcraft 35 (Bonanza) Series Aeroplanes\n\n| AD/BEECH 35/72 | Landing Gear Up-lock Mechanism | 6/2007 |\n| -------------- | ------------------------------ | ------ |\n\n| Applicability: | Beechcraft Bonanza aircraft models 35, A35, B35, C35, D35, E35, F35, G35, H35, J35, K35, M35, N35, P35, S35, V35, V35A, and V35B serial numbers D-1 through D-9287, inclusive.                                                                                                                                                                                                                                                                                                                                                                                                    |\n| -------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| Requirement:   | Using the information contained in Beechcraft Service Instructions (SI) No. 0448-211 at any FAA approved revision status:1. Determine if each up-lock roller is of the greasible type (one having a drilled and grooved inner race).2. Replace any non-greasible up-lock roller (one having a solid inner race) with the greasible type.3. Install hollow zerk-ended mounting bolts on the up-lock rollers.4. Lubricate the up-lock mechanism.Note: FAA 2007-08-08 Amendment 39-15025 dated 06 April 2007 refers. FAA AD 2007-08-08 supersedes FAA AD 72-22-01 Amendment 39-1544. |\n| Compliance:    | 1. Unless already accomplished, within 100 hours time in service (TIS) after the effective date of this AD.2. Before further flight, after the determination required by Requirement 1 of this AD.3. Unless already accomplished, within 100 hours TIS after the effective date of this AD.4. Unless already accomplished, initially within 100 plus/minus 10 hours TIS, and repetitively thereafter, at intervals not to exceed 100 plus/minus 10 hours TIS.                                                                                                                     |\n|                | This Airworthiness Directive becomes effective on 7 June 2007.                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                    |\n\n| Background: | This AD results from a recent incident involving a Beechcraft Model 95-B55B(T-42A) airplane where a seizure of the uplock rollers occurred. The Requirements of this AD are aimed at decreasing the possibility of gear-up landings caused by seizure of the up-lock rollers. |\n| ----------- | ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n![](image.001.png)  \nDavid Punshon  \nDelegate of the Civil Aviation Safety Authority\n\n26 April 2007","sortOrder":0},{"sectionNumber":"AD/BEECH 35/72","sectionType":"part","heading":"AD/BEECH 35/72","content":"## AD/BEECH 35/72","sortOrder":1},{"sectionNumber":"Landing Gear Up-lock Mechanism","sectionType":"part","heading":"Landing Gear Up-lock Mechanism","content":"## Landing Gear Up-lock Mechanism","sortOrder":2},{"sectionNumber":"6/2007","sectionType":"part","heading":"6/2007","content":"## 6/2007","sortOrder":3}],"analysis":{"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"},"flash_summary":{"complexity_score":2,"scope_assessment":{"changed":false,"description":"The directive remains focused on the original safety concern—preventing gear-up landings caused by seized up-lock rollers—by mandating inspection, conversion to greasible rollers with grease fittings, and periodic lubrication. It does not broaden the subject matter beyond that safety objective or add unrelated requirements; its scope aligns with the stated incident-driven purpose."},"complexity_factors":["Single, narrowly defined applicability (Beechcraft 35-series, serial numbers D-1–D-9287)","Four clear, discrete corrective requirements (inspect, replace, install bolts, lubricate)","Dependency on an external technical document (Beechcraft SI No. 0448-211) at any FAA-approved revision status","References to related FAA ADs (cross-jurisdictional cross-reference)","A small set of time-based compliance rules, including a recurrent interval with ±10 hour tolerance","Minor conditional language: replacement must be done \"before further flight\" if a non-greasible roller is found"],"plain_english_summary":"**What this directive does (mechanically)**\n\n- Applies to Beechcraft Bonanza model 35 series aeroplanes with serial numbers D-1 through D-9287 inclusive.\n- Requires maintenance personnel to follow Beechcraft Service Instructions No. 0448-211 (at any FAA-approved revision) to do four things:\n  1. Inspect each landing-gear up-lock roller and determine whether it is a greasible type (identified by a drilled and grooved inner race) or a non-greasible type (solid inner race).\n  2. Replace any non-greasible (solid inner race) up-lock roller with the greasible type.\n  3. Install hollow, zerk-ended mounting bolts on the up-lock rollers (these are bolts that accept a grease fitting).\n  4. Lubricate the up-lock mechanism.\n\n- Specifies compliance timing:\n  - The initial inspection and, if needed, replacement and bolt installation must be done within 100 hours time in service (TIS) after the AD takes effect, unless already done.\n  - If a non-greasible roller is found, the replacement (requirement 2) must be completed before the aircraft's next flight after that determination.\n  - Lubrication must be performed initially within approximately 100 hours TIS (100 ± 10 hours) and then repeated at intervals not exceeding 100 ± 10 hours TIS.\n\n**Why the rule exists (official rationale)**\n\n- The directive follows an incident where up-lock rollers seized on a Beechcraft Model 95-B55B, which raised the risk of a gear-up landing. The stated aim is to reduce the chance of gear-up landings caused by seizure of the up-lock rollers.\n\n**Who is affected and who pays**\n\n- Aircraft owners/operators and maintenance organisations responsible for the listed Beechcraft 35-series aeroplanes must carry out the inspections, replacements, bolt installation and recurring lubrication. They bear the costs of parts (greasible rollers and zerk-ended bolts), technician labour, and aircraft downtime.\n\n**Who decides and how compliance is determined**\n\n- Compliance is determined by maintenance staff following the referenced Beechcraft Service Instructions (SI No. 0448-211) at any FAA-approved revision status. The AD sets the mandatory tasks and timing; the SI provides the technical procedures.\n\n**Trade-offs, costs and implementation considerations**\n\n- Direct costs: purchase of greasible up-lock rollers and hollow zerk-ended bolts, technician time for inspection/replacement/installation and recurrent lubrication, and aircraft out-of-service time.\n- Recurrent burden: lubrication at roughly every 100 hours TIS creates an ongoing maintenance task and associated cost; operators with high utilisation will incur more frequent costs.\n- Supply/implementation risk: the AD depends on availability of the specified parts and on access to the approved service instruction revision. Delays in parts or approved SI revisions could delay compliance.\n- Safety mechanism: converting to greasible rollers and adding grease fittings changes the failure mode from seizure due to inadequate lubrication to a maintainable component. The rule substitutes a hardware modification plus proactive maintenance for the risk of seizure.\n- Operational impact: if a non-greasible roller is found during inspection, the aircraft cannot fly until replacement is done (replacement is required before further flight), which increases immediate downtime.\n\n**Cross-references and oversight**\n\n- The AD references and aligns with FAA airworthiness directives (FAA AD 2007-08-08 and earlier FAA ADs). That means operators should use the FAA-approved service instructions and may rely on the FAA’s amendment history for procedural detail.\n\n**Net effect, in plain terms**\n\n- Affected Beechcraft 35-series aircraft must be inspected and, if needed, converted to greasible up-lock rollers with grease fittings, and then lubricated on a regular schedule. The measure creates an immediate one-off hardware and labour cost for many aircraft and an ongoing maintenance obligation intended to reduce the risk of landing-gear failures caused by seized up-lock rollers."},"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"This AD maintains its original narrow scope — addressing a specific mechanical defect in a specific aircraft type's landing gear system. It does not expand beyond the original safety purpose of preventing up-lock roller seizure."},"complexity_factors":["Short, single-purpose directive with one clear mechanical issue to address","Only 4 specific requirements, each with straightforward compliance timelines","Single cross-reference to FAA source document (Beechcraft Service Instructions SI 0448-211)","Limited applicability — specific aircraft models and serial number range clearly defined","No nested exceptions or conditional logic; compliance is mandatory with clear deadlines","Some technical aviation terminology (TIS = Time in Service, zerk fittings, inner race) but terms are standard in aviation maintenance"],"plain_english_summary":"This AD requires owners/operators of specified Beechcraft Bonanza models (35–V35B, S/N D‑1 to D‑9287) to inspect the landing-gear up‑lock rollers, replace any non‑greasable (solid) rollers with greasable types, fit hollow bolts with zerk grease fittings, and institute regular lubrication. \n\nIt addresses seized up‑lock rollers that can cause gear‑up landings; initial inspection is within 100 flight hours, replacements before next flight, and recurring lubrication every ~90–110 hours."}},"importantCases":[],"_links":{"self":"/api/acts/ad-beech-35-72-landing-gear-up-lock-mechanism","history":"/api/acts/ad-beech-35-72-landing-gear-up-lock-mechanism/history","analysis":"/api/acts/ad-beech-35-72-landing-gear-up-lock-mechanism/analysis","conflicts":"/api/acts/ad-beech-35-72-landing-gear-up-lock-mechanism/conflicts","importantCases":"/api/acts/ad-beech-35-72-landing-gear-up-lock-mechanism/important-cases","documents":"/api/acts/ad-beech-35-72-landing-gear-up-lock-mechanism/documents"}}