{"id":"F2006B07121","name":"AD/S-PUMA/45 Amdt 1 - Main Rotor Blades - Vibration Absorbers","slug":"ad-s-puma-45-amdt-1-main-rotor-blades-vibration-absorbers","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":48938,"registerId":"commonwealth-F2006B07121-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"AD/S-PUMA/45 Amdt 1 - Main Rotor Blades - Vibration Absorbers","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/S-PUMA/45 and issues the following AD under subregulation 39.1 (1) of CAR 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\nEurocopter AS 332 (Super Puma) Series Helicopters\n\nAD/S-PUMA/45\n\nAmdt 1\n\n  \nMain Rotor Blades \\- Vibration Absorbers 1/2003\n\nTX\n\nApplicability: Model AS 332 L2 helicopters.\n\nRequirement: 1. For helicopters equipped with one or several main rotor blade vibration absorbers P/N 332A11-0460-02 that have logged more than 700 flight hours since new:\n\n    On shafts that have not undergone a magnetic particle inspection within the last 200 flight hours, remove the vibration absorbers and check the tightening torque loads of the plugs and the condition of the shaft in accordance with the instructions described in paragraph 2.B.1 of EUROCOPTER AS 332 Alert Telex (AT) No. 05.00.60.\n\n    ii. On vibration absorber assemblies that have undergone a magnetic particle inspection within the last 200 flight hours, accomplish the inspection as described in paragraph 2.B.1 of EUROCOPTER AS 332 Alert Telex (AT) No. 05.00.60.\n    2. For helicopters equipped with one or several main rotor blade vibration absorbers P/N 332A11-0460-02 that have logged less than 700 flight hours since new, comply with the instructions described in paragraph 2.B.1 of EUROCOPTER AS 332 Alert Telex (AT) No. 05.00.60.\n\nFollowing compliance with parts 1 or 2 above:\n\n\\- If the fretting on the shaft is not removed after touching up, or a crack is found in the shaft, scrap the shaft and the spacer on the leading edge side.\n\n    3. Check the tightening torque of the two plugs in accordance with the instructions described in paragraph 2.B.2 of EUROCOPTER AS 332 Alert Telex (AT) No. 05.00.60.\n    4. Lubricate the vibration absorbers in accordance with the instructions described in paragraph 2.B.3 of EUROCOPTER AS 332 Alert Telex (AT) No. 05.00.60.\n\nFor vibration absorbers that were lubricated more than 100 hours or more than three months ago, comply with paragraph 2.B.3 of EUROCOPTER AS 332 Alert Telex (AT) No. 05.00.60 no later than the next check after the last flight of the day.\n\nEurocopter AS 332 (Super Puma) Series Helicopters\n\nAD/S-PUMA/45 Amdt 1 (continued)\n\nNote 1: Compliance with this amendment cancels the operational restrictions imposed by the original issue of this AD which became effective on 12th November 2002.\n\nNote 2: DGAC AD T2002-582(A) refers.\n\nCompliance: 1.i. Within 50 flight hours and before December 31, 2002 (whichever occurs first).\n\n1.ii. Within 250 flight hours following the magnetic particle inspection and before December 31, 2002 (whichever occurs first).\n\n    2. No later than 750 flight hours (since new for the vibration absorber).\n\n    3. Within 300 flight hours, then at maximum intervals of 300 flight hours, after compliance with paragraph 2.B.1 of EUROCOPTER AS 332 Alert Telex.\n    4. Within 100 flight hours, then at maximum intervals of 100 flight hours (without exceeding 3 month intervals between inspections).\n\nThis Amendment becomes effective on the 26 November 2002.\n\nBackground: This Airworthiness Directive is issued after a helicopter lost a pendulous weight following the failure of the shaft that supports the pendulous flyweight assemblies on the main rotor vibration absorbers.\n\nLoss of one or more weights will cause very high vibration in the rotor system and may cause rotor system damage.\n\nThis amendment specifies various inspections that need to be carried out on the vibration absorber assembly. The original issue of this AD only required an operational limitation as an interim measure, pending the issue of this amendment. Compliance with this amendment removes the operational limitation imposed by the original issue of this AD.\n\nThe original issue of this Airworthiness Directive became effective on 12 November 2002.\n\n![Signature of David Alan Villiers Delegate of the Civil Aviation Safety Authority](image.002.jpeg)  \n\nDavid Alan Villiers\n\n![](image.001.png)  \nDelega te of the Civil Aviation Safety Authority 25 November 2002\n\nThe above AD is notified in the Commonwealth of Australia Gazette on 26 November 2002.","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":5,"scope_assessment":{"changed":true,"description":"Yes. The original AD imposed an interim operational limitation only. This amendment revokes that interim restriction and replaces it with detailed, recurring inspection, torque-check and lubrication requirements for a particular vibration absorber part on AS 332 L2 helicopters. The instrument therefore shifts the approach from a temporary operational constraint to an ongoing maintenance/inspection regime, changing the practical obligations on operators (from avoiding certain operations to performing specified maintenance actions)."},"complexity_factors":["Applicability limited to one helicopter model (AS 332 L2) but to a specific part number (P/N 332A11-0460-02)","Several conditional branches depending on absorber hours since new (>700 or <700) and recency of magnetic particle inspection (within 200 flight hours or not)","Multiple different compliance time triggers (50h, 250h, 750h, 300h, 100h) with 'whichever occurs first' and recurring intervals","Procedural tasks and technical detail are delegated to an external document (EUROCOPTER AS 332 Alert Telex No. 05.00.60), creating cross-document dependency","A mandatory disposition rule (scrap shaft and spacer) triggered by inspection findings","Revocation of an earlier AD and cancellation of its operational restriction — an intertemporal change in required action","References to specific non-regulatory technical actions (magnetic particle inspection) that require specialist capability","Date-bound compliance deadlines (historical dates) layered onto flight-hour-based triggers"],"plain_english_summary":"**What this instrument does**\n\n- This is an Airworthiness Directive (AD) that requires specific inspections, torque checks and lubrication of the main rotor blade vibration absorber assemblies fitted to Eurocopter (now Airbus Helicopters) AS 332 L2 (Super Puma) helicopters, specifically assemblies with part number P/N 332A11-0460-02.\n\n**Who is affected**\n\n- Operators and maintainers of AS 332 L2 helicopters that carry one or more of these vibration absorbers. The Civil Aviation Safety Authority (CASA) delegate is the issuer and enforces compliance under the airworthiness regulations.\n\n**What you have to do (mechanics of the requirement)**\n\n- If a vibration absorber (P/N 332A11-0460-02) has more than 700 flight hours since new:\n  - For absorber shafts that have not had a magnetic particle inspection (MPI) within the last 200 flight hours: remove the absorber and inspect the shaft and the plug tightening torques as described in paragraph 2.B.1 of EUROCOPTER AS 332 Alert Telex (AT) No. 05.00.60.\n  - For absorber assemblies that have had an MPI within the last 200 flight hours: carry out the inspection described in paragraph 2.B.1 of the same Alert Telex.\n\n- If an absorber has less than 700 flight hours since new: follow the inspection instructions in paragraph 2.B.1 of the Alert Telex.\n\n- After those inspections:\n  - If fretting (wear) on the shaft cannot be removed by touch-up, or if a crack is found, the shaft and the leading-edge-side spacer must be scrapped (replaced).\n  - Check tightening torque of two plugs per the Alert Telex paragraph 2.B.2.\n  - Lubricate the vibration absorbers per Alert Telex paragraph 2.B.3.\n\n- Where lubrication was last done over 100 flight hours or over three months ago, do the lubrication no later than the next end-of-day check.\n\n**Timing / compliance triggers**\n\n- If shaft MPI not done in last 200 hours: inspection within 50 flight hours or before 31 Dec 2002 (whichever first).\n- If MPI recently done: inspection within 250 flight hours or before 31 Dec 2002 (whichever first).\n- For absorbers <700 hours since new: inspection no later than 750 flight hours since new.\n- Torque checks: within 300 flight hours after the inspection and thereafter at intervals not to exceed 300 flight hours.\n- Lubrication: within 100 flight hours, and thereafter at intervals not to exceed 100 flight hours (and not exceeding three months between inspections).\n\n(Procedural detail and step-by-step instructions are in EUROCOPTER AS 332 Alert Telex No. 05.00.60 — the AD cross‑references those paragraphs for the how-to.)\n\n**Consequences / effect of findings**\n\n- If inspection finds non-removable fretting or a crack: scrap the shaft and the spacer on the leading edge side.\n- Compliance with this AD cancels earlier operational restrictions imposed by the original AD (the original AD had interim operational limits; this AD replaces those with the inspection/maintenance regimen).\n\n**Stated reason**\n\n- The AD is issued because a helicopter lost a pendulous weight after the shaft supporting the pendulous flyweight assemblies failed. Loss of weights causes very high rotor vibration and can damage the rotor system.\n\n**Who pays, who decides, and how behaviour changes**\n\n- Who pays: the helicopter operator (or maintenance provider under contract) pays for removal, inspections (including magnetic particle inspections where required), torque checks, lubrication, and replacement of scrapped parts.\n- Who decides/enforces: the CASA delegate issued the AD under the airworthiness regulation cited; operators must follow the AD to remain airworthy.\n- Behaviour change: operators must add mandated inspections, maintenance tasks and intervals to their maintenance program, possibly ground aircraft for inspection and part replacement, and scrap and replace any shafts/spacers that fail the inspection.\n\n**Costs, incentives, trade-offs, and implementation risks**\n\n- Direct costs and operational impact: inspection and MPI labour, downtime while absorbers are removed/inspected, parts replacement where shafts or spacers are scrapped, and more frequent lubrication/torque checks. Those are immediate and borne by operators.\n- Safety benefit (concentrated): the primary benefit is reducing the risk of pendulous weight loss and severe rotor vibration. The AD targets a specific part and a clear failure mode (shaft breakage) described in the background.\n- Incentives: the AD creates a clear compliance imperative (airworthiness requirement). Operators have an incentive to perform inspections timely and to replace suspect components promptly to avoid in-flight failure and regulatory action.\n- Trade-offs and opportunity costs: increased maintenance frequency and part replacement may increase operating cost and aircraft downtime. Operators might decide to keep tighter life-tracking or to replace entire assemblies proactively to avoid repeated inspections.\n- Implementation risk and practical constraints: the AD depends on access to the EUROCOPTER Alert Telex for procedural details; availability of qualified maintenance staff, magnetic particle inspection resources, and replacement parts will affect ability to comply rapidly. If many helicopters require work at once, lead times for parts or MPI services could lengthen aircraft downtime.\n\n**Final note on scope**\n\n- Mechanically, the AD replaces an earlier operational limitation with a set of specified inspections, torque checks and lubrication intervals for a defined part fitted to a defined helicopter model. It does not expand to other models or parts; it replaces a temporary restriction with a maintenance-based mitigation.\n"},"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":4,"scope_assessment":{"changed":false,"description":"This amendment remains tightly focused on its original purpose: addressing the unsafe condition of main rotor blade vibration absorbers on specific Super Puma helicopters. While it replaces an interim operational restriction with specific inspection and maintenance requirements, this represents the natural progression of a safety response rather than scope creep. The directive does not expand to cover other aircraft types, other rotor components, or unrelated maintenance issues."},"complexity_factors":["Multiple conditional branches based on flight hours logged (700-hour threshold creates two distinct regulatory paths)","Nested sub-conditions within the high-time category (whether magnetic particle inspection occurred within last 200 hours)","Cross-referencing to external technical document (EUROCOPTER AS 332 Alert Telex No. 05.00.60) for actual inspection procedures — the AD doesn't contain the full instructions itself","Multiple compliance deadlines with 'whichever occurs first' logic (flight hours vs. calendar dates)","Cascading requirements where completion of earlier parts triggers subsequent maintenance intervals (300-hour and 100-hour recurring obligations)","Technical aviation terminology requiring specialized knowledge (magnetic particle inspection, fretting, P/N numbers, pendulous flyweight assemblies)"],"plain_english_summary":"This Airworthiness Directive requires operators of Eurocopter AS 332 L2 “Super Puma” helicopters fitted with vibration absorbers (p/n 332A11-0460-02) to inspect, maintain and, where required, remove absorbers showing cracked shafts or incorrect plug torque. Damaged shafts and spacers must be scrapped, with specified re-torque and lubrication intervals.\n\nCompleting the mandated inspections and maintenance replaces the earlier flight restrictions and prevents hazardous rotor vibration or catastrophic rotor damage."}},"importantCases":[],"_links":{"self":"/api/acts/ad-s-puma-45-amdt-1-main-rotor-blades-vibration-absorbers","history":"/api/acts/ad-s-puma-45-amdt-1-main-rotor-blades-vibration-absorbers/history","analysis":"/api/acts/ad-s-puma-45-amdt-1-main-rotor-blades-vibration-absorbers/analysis","conflicts":"/api/acts/ad-s-puma-45-amdt-1-main-rotor-blades-vibration-absorbers/conflicts","importantCases":"/api/acts/ad-s-puma-45-amdt-1-main-rotor-blades-vibration-absorbers/important-cases","documents":"/api/acts/ad-s-puma-45-amdt-1-main-rotor-blades-vibration-absorbers/documents"}}