The 3 pin and the 3 fix point of suspension bar is definitely different on each version L1 L2 and 225 and this point is clear....
at 140knot if you loose one suspension bar you take a tragically unbalanced on main rotor and this come out instantaneously and it's true for every helicopter....
And stop the comparaison with 225 and L2 the MGB is not the same the material inside is not the same.....
And you cannot discuss about the 225 without talk of this brother the 725 same MGB engine Rotor is exactly the same in military versions and sent in Afghanistan with shield 450kg, 2 machine gun, 1000L extra tank, 2 gunner , 8 commando it was so heavy he cannot take off normally, only running due to the weight and the altitude 2400m , for pick up the guy on ground he land only on top of hill for take off with the slope, it's was every flight at 100% of this capacity and he have never crash....
At this condition it's a other thing that to do a taxi at 3000 feet..... We are far of the limit of the aircraft...
And in every manual of human factor the mistake machine is only the human....
The torque need to be checked on suspension bar every 750h but do at 500h or every time the engine one is remove and that happens commonly...
Now because for many people the C C1 L1 L2 225 is only the same aircraft the super puma, how many millions hours is flying and how many time this problem appear????
only two time at this day one is REDL but it's maintenance problem the gear box was "saised" because the alarm was inhibited and the oil not drain result corrosion and one gear crank, block the main gear box and the rotor head came out with the speed...
And this one....if the EASA ask for check this part is certainly because something is missing or not clear...and if Airbus decide to take the risk to authorize the 225 at fly again maybe he think the design it's not the problem on this crash....