{"id":"F2005L01763","name":"AD/BELL 222/32 - Main Rotor Yoke - 2","slug":"ad-bell-222-32-main-rotor-yoke-2","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":35865,"registerId":"commonwealth-F2005L01763-current","compilationNumber":null,"startDate":"2026-04-01","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"Bell Helicopter Textron Canada (BHTC) 22","sectionType":"division","heading":"Bell Helicopter Textron Canada (BHTC) 222 Series Helicopters","content":"### Bell Helicopter Textron Canada (BHTC) 222 Series Helicopters\n\n| AD/BELL 222/32 | Main Rotor Yoke - 2 | 8/2005 |\n| -------------- | ------------------- | ------ |\n\n| Applicability: | Model 222 helicopters, serial numbers 47006 through 47089,Model 222B helicopters, serial numbers 47131 through 47156,Model 222U helicopters, serial numbers 47501 through 47574,Model 230 helicopters, serial numbers 23001 through 23038.                                                                                                                                                     |\n| -------------- | ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n| Requirement:   | Action in accordance with Bell Helicopter Textron Alert Service Bulletin 222-03-97, 222U-03-68, or 230-03-28, as applicable, or later revisions approved by Transport Canada.Note: Transport Canada AD CF-2003-27 refers.                                                                                                                                                                      |\n| Compliance:    | For Part I of the Requirement document:Within 50 flight hours after 4 August 2005, and thereafter at intervals not to exceed 25 flight hours.For Part II of the Requirement document:Within 50 flight hours after 4 August 2005, and thereafter at intervals not to exceed 50 flight hours.                                                                                                    |\n|                | This Airworthiness Directive becomes effective on 4 August 2005.                                                                                                                                                                                                                                                                                                                               |\n| Background:    | Transport Canada received a report of a fatigue crack being found in a main rotor yoke, part number 222-011-102-105, in the area of the flapping bearing bushing. It was determined that the buffer pad installed under the bushing flange during manufacture had deteriorated to the point that there was metal-to-metal contact, resulting in heavy fretting, which led to crack initiation. |\n\n![](image.001.png)  \nDavid Villiers  \nDelegate of the Civil Aviation Safety Authority\n\n24 June 2005","sortOrder":0},{"sectionNumber":"AD/BELL 222/32","sectionType":"part","heading":"AD/BELL 222/32","content":"## AD/BELL 222/32","sortOrder":1},{"sectionNumber":"Main Rotor Yoke - 2","sectionType":"part","heading":"Main Rotor Yoke - 2","content":"## Main Rotor Yoke - 2","sortOrder":2},{"sectionNumber":"8/2005","sectionType":"part","heading":"8/2005","content":"## 8/2005","sortOrder":3}],"analysis":{"flash_summary_failed":{"failed":true,"reason":"Unauthenticated. Configure AI_GATEWAY_API_KEY or use a provider module. Learn more: https://ai-sdk.dev/unauthenticated-ai-gateway","source":"analysis-cron"},"kimi_summary":{"content_quality":"ok","complexity_score":2,"scope_assessment":{"changed":false,"description":"This is a standard Airworthiness Directive with a narrow, specific safety purpose — addressing a known defect in main rotor yokes on specific helicopter models. The scope remains tightly focused on the original safety issue without expansion into broader operational or regulatory matters."},"complexity_factors":["Short, single-purpose safety directive with only 4 specific helicopter models affected","Clear applicability table with explicit serial number ranges","Simple two-part compliance schedule with specific flight hour intervals","Minimal cross-referencing — only refers to specific Bell service bulletins and one Transport Canada AD","No defined terms section or interpretation provisions","Straightforward factual background explaining the safety issue"],"plain_english_summary":"This CASA Airworthiness Directive mandates mandatory inspections of main rotor yokes on about 84 specific Bell 222, 222B, 222U and 230 helicopters after a fatigue crack was traced to a worn buffer pad causing metal-to-metal contact. It affects owners/operators of the listed aircraft and requires frequent inspections (every 25–50 flight hours) per Bell Helicopter service bulletins approved by Transport Canada to prevent possible catastrophic rotor failure."},"flash_summary":{"complexity_score":4,"scope_assessment":{"changed":false,"description":"This AD remains narrowly focused on addressing the specific airworthiness problem identified (fatigue cracking in the main rotor yoke caused by buffer pad deterioration and fretting). It applies only to defined serial-number ranges and prescribes inspections and corrective actions per the manufacturer’s service bulletins. It does not expand into unrelated areas or add new regulatory powers; it delegates procedural detail to the cited service bulletins and allows later revisions only with Transport Canada approval, but that delegation is a mechanism for implementation rather than a change in substantive scope."},"complexity_factors":["Multiple affected models with four distinct serial-number ranges in the Applicability section","Two-part Requirement with separate initial and recurring intervals (Part I: initial 50 flight hours then every 25 flight hours; Part II: initial 50 flight hours then every 50 flight hours)","Dependency on external documents: three different Bell Alert Service Bulletins (model-specific) and allowance for later revisions only if approved by Transport Canada","Cross-reference to Transport Canada AD CF-2003-27 referenced in notes","Operational details left to the service bulletins (creates layered compliance obligations between regulator and manufacturer guidance)","Short text but operationally burdensome due to very frequent inspection intervals"],"plain_english_summary":"**What this instrument does (in simple terms)**\n\n- It requires owners/operators of certain Bell 222/222B/222U/230 helicopters to carry out recurring inspections and associated actions on the main rotor yoke (the part that connects the rotor to the helicopter) because a fatigue crack was found in service.  The inspections and actions must be done exactly as set out in the Bell Helicopter Textron Alert Service Bulletin(s) listed in the directive (or later revisions approved by Transport Canada).  (A service bulletin is a manufacturer document describing inspections, repairs or modifications.)\n\n**Which helicopters are affected**\n\n- Model 222: serial numbers 47006 through 47089\n- Model 222B: serial numbers 47131 through 47156\n- Model 222U: serial numbers 47501 through 47574\n- Model 230: serial numbers 23001 through 23038\n\n(Only those specific serial-numbered aircraft are covered.)\n\n**What exactly is required and when**\n\n- The AD directs compliance with the specific Bell alert service bulletin relevant to each helicopter model (222-03-97, 222U-03-68, or 230-03-28), or later revisions if Transport Canada approves them (Requirement section).\n\n- There are two parts to the required inspections/actions:\n  - Part I: must be done within 50 flight hours after 4 August 2005, and then repeated every 25 flight hours.\n  - Part II: must be done within 50 flight hours after 4 August 2005, and then repeated every 50 flight hours.\n\n- The AD became effective on 4 August 2005. (Compliance section)\n\n**Why the regulator acted (stated reason)**\n\n- Transport Canada received a report of a fatigue crack in a main rotor yoke (part number 222-011-102-105). The investigation found that a buffer pad under a bearing flange had deteriorated, allowed metal-to-metal contact and produced heavy fretting that initiated a crack (Background section). The AD is aimed at detecting and remedying similar conditions before failure.\n\n**Who pays and who decides**\n\n- Operators/owners pay for the inspections, any corrective maintenance, and downtime while work is done. Maintenance providers perform the inspections/repairs under the instructions of the applicable service bulletin. Transport Canada (the regulator) decides whether later revisions of the cited service bulletins are acceptable.\n\n**How this changes operator behaviour and business effects**\n\n- Operators must schedule frequent, recurring inspections (every 25 or 50 flight hours after the initial 50‑hour grace period). That increases maintenance workload and aircraft downtime, particularly for operators who fly many hours in short periods.\n\n- Independent maintenance organisations can perform the work, provided they follow the manufacturer's service bulletin and regulatory approvals. Costs may favour operators with in-house maintenance versus those contracting it out.\n\n- If an inspected yoke requires repair or replacement, parts availability and approved repair methods will determine how long the aircraft is out of service and the final cost.\n\n**Trade-offs, risks and administrative features to note**\n\n- The stated safety objective is to find and fix fatigue cracks early. The cost is more frequent inspections and potential repairs. The directive does not itself mandate a design change or replacement schedule — it imposes recurring inspections and whatever corrective actions the service bulletin prescribes (Requirement section).\n\n- The AD cross-references manufacturer service bulletins and permits later revisions only if Transport Canada approves them. That creates some regulatory control over future changes to the inspection/repair procedure.\n\n- The inspection cadence is relatively frequent (25–50 flight hour intervals), which increases administrative and operational burden on high-utilisation operators. This can have material opportunity costs (lost revenue while aircraft are unavailable).\n\n- There is potential implementation risk if replacement parts or approved repair capacity are limited; the AD does not itself supply those parts or mandate stock levels.\n\n**Relevant sections cited**\n\n- Applicability: lists affected models and serial numbers.\n- Requirement: mandates compliance with the named Bell alert service bulletins (or later Transport Canada–approved revisions).\n- Compliance: initial and recurring inspection intervals and effective date.\n- Background: explains the fatigue crack and its suspected cause (buffer pad deterioration and fretting).\n\n(End of summary.)"}},"importantCases":[],"_links":{"self":"/api/acts/ad-bell-222-32-main-rotor-yoke-2","history":"/api/acts/ad-bell-222-32-main-rotor-yoke-2/history","analysis":"/api/acts/ad-bell-222-32-main-rotor-yoke-2/analysis","conflicts":"/api/acts/ad-bell-222-32-main-rotor-yoke-2/conflicts","importantCases":"/api/acts/ad-bell-222-32-main-rotor-yoke-2/important-cases","documents":"/api/acts/ad-bell-222-32-main-rotor-yoke-2/documents"}}