{"id":"F2007L01393","name":"AD/BEECH 95/33 - Landing Gear Up-lock Mechanism","slug":"ad-beech-95-33-landing-gear-up-lock-mechanism","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":65724,"registerId":"commonwealth-F2007L01393-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"Beechcraft 95 (Travelair) Series Aeropla","sectionType":"division","heading":"Beechcraft 95 (Travelair) Series Aeroplanes","content":"### Beechcraft 95 (Travelair) Series Aeroplanes\n\n| AD/BEECH 95/33 | Landing Gear Up-lock Mechanism | 6/2007 |\n| -------------- | ------------------------------ | ------ |\n\n| Applicability: | Beechcraft Travelair aircraft models 95, B95, B95A, D95A, and E95 serial numbers TD-2 through TD-721, 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 95/33","sectionType":"part","heading":"AD/BEECH 95/33","content":"## AD/BEECH 95/33","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":3,"scope_assessment":{"changed":false,"description":"The AD is narrowly targeted at a specific failure mode (seizure of up-lock rollers) for a defined set of Beechcraft Model 95 serial numbers. The measures (inspect, replace, fit zerk bolts, lubricate) align with that original safety objective. The instrument does not broaden regulatory scope beyond that original, specific purpose; it prescribes a corrective and preventive maintenance regimen rather than creating new unrelated obligations."},"complexity_factors":["Narrow applicability but precise serial-number range (TD-2 through TD-721).","Reference to external document: Beechcraft Service Instructions No. 0448-211 at \"FAA approved revision status\" (dependency on external revision control).","Four discrete requirements (inspect, replace, fit zerk bolts, lubricate) plus recurrent lubrication obligation.","Multiple timing rules: initial 100 hours TIS deadline, a \"before further flight\" clause contingent on inspection findings, and recurring 100 +/-10 hours TIS lubrication intervals.","Cross-reference to FAA AD 2007-08-08 and supersedes earlier FAA AD (administrative cross-jurisdictional linkage).","Implicit technical definitions (\"greasable\" vs \"non-greasable\" rollers) must be interpreted from the SI rather than defined in the AD itself."],"plain_english_summary":"**What this instrument does (mechanics)**\n\n- This Airworthiness Directive (AD) applies to Beechcraft Travelair (Model 95) aeroplanes with serial numbers TD-2 through TD-721 inclusive.\n- It requires operators or maintenance organisations to follow Beechcraft Service Instructions (SI) No. 0448-211 (at the FAA-approved revision level) to inspect and modify the landing gear up-lock mechanism as follows (Requirements):\n  1. Check whether each up-lock roller is the greasable type (identified by a drilled and grooved inner race).\n  2. If a roller is a non-greasable solid-inner-race type, replace it with the greasable type.\n  3. Fit hollow, zerk-ended mounting bolts on the up-lock rollers so they can be lubricated.\n  4. Lubricate the up-lock mechanism, and then lubricate it repeatedly at specified intervals.\n- The AD cross-references FAA AD 2007-08-08 and the FAA-approved Service Instructions for the exact repair/inspection procedure.\n\n**Who must act and who pays**\n\n- Aircraft owners/operators and their maintenance providers must carry out the inspections, parts replacements, bolt installations and ongoing lubrication. They bear the cost of parts, labour and aircraft downtime.\n- Civil Aviation Safety Authority (CASA) enforces compliance with the AD.\n\n**Timing and compliance mechanics**\n\n- Initial actions (inspection, replacement where required, bolt installation) must be completed within 100 hours time in service (TIS) after the AD’s effective date unless already done. The lubrication action has an initial interval of approximately 100 hours TIS (100 +/- 10 hours) and must be repeated at intervals not to exceed that schedule.\n- If, during the inspection required by Requirement 1, an unsafe condition is identified that requires replacement (i.e. a non-greasable roller is found), replacement must be completed before the next flight (\"before further flight\").\n\n**Why the AD exists (stated rationale)**\n\n- The AD follows a reported incident where up-lock rollers seized on a related Beechcraft model. The stated purpose is to reduce the risk of landing with the gear up (a gear-up landing) caused by seized up-lock rollers.\n\n**Practical effects, incentives and trade-offs**\n\n- Direct costs to affected operators: purchase of greasable rollers and hollow zerk bolts, maintenance labour to inspect/replace/install, and recurring labour/time for periodic lubrication. The AD gives a clear maintenance obligation rather than a performance standard, so operators must use the specified parts and procedures in the referenced SI.\n- Operational impact: affected aeroplanes will incur additional maintenance downtime and recurring servicing at roughly every 100 hours TIS. This imposes a predictable recurring cost on owners/operators of the specified serial-number fleet.\n- Competition and private choice: the AD applies to a closed set of serial numbers and a narrow part; it does not create entry barriers for unrelated businesses. Independent maintenance organisations may perform the work provided they follow the SI and are authorised to work on the aircraft; the AD does not prescribe a particular supplier beyond the parts types (greasable rollers, hollow zerk bolts).\n- Compliance risk and discretion: the AD relies on an external Service Instruction at an \"FAA-approved revision status\" — operators must ensure they use the approved revision, which creates operational dependency on the FAA/Beechcraft documentation. CASA enforces compliance but the AD leaves the procedural steps to the SI.\n- Substitution and unintended effects: operators could elect to do the replacements and lubrication at scheduled heavy maintenance to minimise downtime, but the AD’s 100-hour deadlines limit flexibility. There is little scope for alternative compliance unless an approved alternative method of compliance (AMOC) is obtained from the regulator.\n\n**Implementation risk and administrative burden**\n\n- Implementation is straightforward technically (inspect, replace, fit zerk bolts, lubricate), but requires: obtaining correct parts, access to the referenced SI, and record-keeping to show compliance. Recurrent lubrication intervals create ongoing administrative and cost obligations. If the approved SI revision changes, operators must ensure they are using the FAA-approved version cited by the AD.\n\n**Bottom line**\n\n- The AD mandates a focused hardware change and a recurrent maintenance procedure for a defined set of Beechcraft Model 95 aeroplanes to reduce the risk of gear-up landings caused by seized up-lock rollers (see Requirements and Compliance). The immediate costs fall on aircraft owners/operators through parts, labour and increased maintenance intervals; the safety objective is to reduce a specific mechanical failure mode."},"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"This is a standard Airworthiness Directive with focused, original intent: addressing a specific mechanical defect in a defined aircraft fleet. The scope remains tightly constrained to the landing gear up-lock mechanism of the specified Beechcraft models."},"complexity_factors":["Short, single-purpose directive with clear mechanical requirements","Only 4 specific actions required, numbered sequentially","Simple applicability criteria (specific aircraft models and serial numbers)","Straightforward compliance timeline (100 hours time-in-service, with ±10 hour tolerance for recurring maintenance)","Single cross-reference to FAA source document (Beechcraft Service Instructions SI No. 0448-211)","No nested exceptions or conditional logic — requirements apply uniformly to all affected aircraft","Minimal defined terms (only 'TIS' — Time In Service — requires implicit understanding)"],"plain_english_summary":"This CASA Airworthiness Directive requires owners/operators of Beechcraft Travelair 95-series (serials TD‑2 through TD‑721) to inspect and modify the landing-gear up-lock so rollers can be greased, fit hollow mounting bolts, replace non‑greasable rollers, and adopt recurring lubrication. \n\nIt addresses roller seizure that can prevent gear extension — posed risk of a gear‑up landing — and mandates initial and recurring compliance intervals."}},"importantCases":[],"_links":{"self":"/api/acts/ad-beech-95-33-landing-gear-up-lock-mechanism","history":"/api/acts/ad-beech-95-33-landing-gear-up-lock-mechanism/history","analysis":"/api/acts/ad-beech-95-33-landing-gear-up-lock-mechanism/analysis","conflicts":"/api/acts/ad-beech-95-33-landing-gear-up-lock-mechanism/conflicts","importantCases":"/api/acts/ad-beech-95-33-landing-gear-up-lock-mechanism/important-cases","documents":"/api/acts/ad-beech-95-33-landing-gear-up-lock-mechanism/documents"}}