{"id":"F2006B07106","name":"AD/S-PUMA/3 Amdt 2 - Tail Rotor Head Spindles","slug":"ad-s-puma-3-amdt-2-tail-rotor-head-spindles","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":48894,"registerId":"commonwealth-F2006B07106-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/S-PUMA/3 Amdt 2 - Tail Rotor Head Spindles","content":"COMMONWEALTH OF AUSTRALIA (Civil Aviation Regulations 1998), PART 39 \\- 105 CIVIL AVIATION SAFETY AUTHORITY\n\nSCHEDULE OF AIRWORTHINESS DIRECTIVES\n\n![](image.001.png)  \nEurocopter AS 332 (Super Puma) Series Helicopters\n\nAD/S-PUMA/3\n\nAmdt 2\n\n  \nTail Rotor Head Spindles 2/93\n\nApplicability: All models fitted with tail rotor head P/N 332A33-0001, all dash/point numbers. Requirement: Action in accordance with Eurocopter S.B. AS 332 01.30 Revision 2.\n\nNote: DGAC AD 91-012-042 (B) Rev. 3 refers.\n\nCompliance: Unless the initial inspections are already accomplished in accordance with the previous issues of this Directive, within 30 hours time in service after 4 September 1991; thereafter, in accordance with the Requirement Document, with an effective date of 4 February 1993.\n\nBackground: The initial version of the Directive was issued following the fatigue failure of a tail rotor head spindle. Amendment 1 limited the inspections to specific part number tail rotor heads. Amendment 2 reflecting the DGAC requirement calls up the manufacturers requirements which have revised the inspection result analysis.","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":4,"scope_assessment":{"changed":true,"description":"Yes. The Background states that the initial Directive was issued after a fatigue failure of a tail rotor head spindle. Amendment 1 narrowed the inspections to specific part-number tail rotor heads, and Amendment 2 \"calls up the manufacturers requirements which have revised the inspection result analysis\" and reflects a DGAC requirement. These changes altered who and how inspections are carried out by (a) restricting applicability to specific P/N tail rotor heads (Amendment 1) and (b) substituting or supplementing regulator-prescribed inspection criteria with the manufacturer’s revised analysis criteria (Amendment 2). (Background; Note; Requirement)"},"complexity_factors":["Relies on an external technical document (Eurocopter S.B. AS 332 01.30 Revision 2) for substantive inspection procedures and criteria (Requirement)","Short initial compliance window (30 hours time in service) creates scheduling pressure for operators (Compliance)","Subsequent compliance is governed by a separate Requirement Document with a different effective date, creating multiple temporal requirements (Compliance)","Revised inspection-result analysis is set out in the manufacturer documents called up by the Directive, requiring technical judgement by maintenance personnel (Background)","Cross-reference to a foreign authority (DGAC) and prior amendments increases the web of related documents to consult (Note; Background)"],"plain_english_summary":"This Directive requires owners/operators of Eurocopter AS 332 (Super Puma) helicopters fitted with tail rotor head P/N 332A33-0001 to inspect and act in accordance with Eurocopter Service Bulletin AS 332 01.30 Revision 2. If not already done, the initial inspection was required within 30 hours TIS after 4 Sept 1991, with ongoing inspections and criteria set by the Requirement Document effective 4 Feb 1993. It imposes maintenance costs and short-term downtime to reduce risk after a prior spindle fatigue failure, and relies on the manufacturer’s procedures for technical detail."},"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"The legislation remains tightly focused on its original purpose: preventing fatigue failure of tail rotor head spindles on Super Puma helicopters. Amendment 2 simply updates the technical requirements to reflect revised manufacturer guidance and analysis methods, without expanding to other aircraft types, components, or operational contexts."},"complexity_factors":["Single, specific mechanical component targeted (tail rotor head spindle)","Clear applicability criteria (one part number series)","Straightforward compliance timeline (30 hours TIS, then follow manufacturer bulletin)","Minimal cross-referencing (only to Eurocopter S.B. and French DGAC AD for context)","Short document (approximately 200 words)","No nested exceptions or conditional logic — simple 'unless already done' carve-out","Single amendment history referenced but not requiring navigation through multiple versions"],"plain_english_summary":"This is an **Airworthiness Directive (AD)** — a mandatory safety order issued by Australia's Civil Aviation Safety Authority (CASA) that requires specific maintenance actions on certain helicopters.\n\n**What it does:**\nOrders owners and operators of **Eurocopter AS 332 Super Puma helicopters** to inspect the **tail rotor head spindles** (a critical rotating component that holds the tail rotor blades) for fatigue damage.\n\n**Who it affects:**\n- All Eurocopter AS 332 Super Puma models fitted with tail rotor head part number 332A33-0001 (regardless of minor variations in that part number)\n- Aircraft operators, maintenance organisations, and owners responsible for keeping these helicopters airworthy\n\n**What must be done:**\n- Follow the inspection procedures in **Eurocopter Service Bulletin AS 332 01.30 Revision 2** (the manufacturer's official maintenance instruction)\n- Complete the first inspection within **30 flight hours** after 4 September 1991, unless already done under earlier versions of this directive\n- Continue inspections thereafter according to the manufacturer's revised schedule, effective from 4 February 1993\n\n**Why it matters:**\nThis directive was issued after a **tail rotor head spindle actually broke due to metal fatigue** — a failure that could cause loss of tail rotor control and potentially crash the helicopter. The amendment updates the inspection requirements based on revised analysis by the manufacturer and the French aviation authority (DGAC), ensuring the safety checks remain adequate as understanding of the fatigue risk evolved.\n\n**Key point:** This is not optional. Compliance is legally mandatory for these aircraft to remain certified to fly in Australia."}},"importantCases":[],"_links":{"self":"/api/acts/ad-s-puma-3-amdt-2-tail-rotor-head-spindles","history":"/api/acts/ad-s-puma-3-amdt-2-tail-rotor-head-spindles/history","analysis":"/api/acts/ad-s-puma-3-amdt-2-tail-rotor-head-spindles/analysis","conflicts":"/api/acts/ad-s-puma-3-amdt-2-tail-rotor-head-spindles/conflicts","importantCases":"/api/acts/ad-s-puma-3-amdt-2-tail-rotor-head-spindles/important-cases","documents":"/api/acts/ad-s-puma-3-amdt-2-tail-rotor-head-spindles/documents"}}