CONTINUING AIRWORTHINESS REQUIREMENTS – PART M 2(43)

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3 Amendments
Amendments (revisions) to the approved maintenance programme should be made by the owner or the M.A Subpart G approved organisation, to reflect changes in the TC holder’s recommendations, modifications, service experience, or as required by the competent authority.
4  Permitted variations to maintenance periods
The owner or the M.A Subpart G approved organisation may only vary the periods prescribed by the programme with the approval of the competent authority or through a procedure developed in the maintenance programme and approved by the competent authority.
5  Periodic review of maintenance programme contents
5.1 The owner or the M.A Subpart G approved organisation’s approved maintenance programmes should be subject to periodic review to ensure that they reflect current TC holder’s recommendations, revisions to the MRB report if applicable, mandatory requirements and the maintenance needs of the aircraft.
5.2 The  owner or the M.A Subpart G approved organisation should review the detailed requirements at least annually for continued validity in the light of oper-ating experience.
6.  Reliability Programmes
6.1 Applicability
6.1.1 A reliability programme should be developed in the following cases:
(a)  
the aircraft maintenance programme is based upon MSG-3 logic

(b)  
the aircraft maintenance programme includes condition monitored components

(c)  
the aircraft maintenance programme does not contain overhaul time periods for all significant system components

(d)  
when specified by the Manufacturer’s maintenance planning docu-ment or MRB.

6.1.2 A reliability Programme need not be developed in the following cases:
(a)  
the maintenance programme is based upon the MSG-1 or 2 logic but only contains hard time or on condition items

(b)  
the aircraft is not a large aircraft according to Part-M

(c)  
the aircraft maintenance programme provides overhaul time periods for all significant system components.

Note: for the purpose of this paragraph, a significant system is a system the failure of which could hazard the aircraft safety.
1.1.3  Notwithstanding paragraphs 6.1.1 and 6.1.2 above, an M.A.Subpart G organisation may however, develop its own reliability monitoring pro-gramme when it may be deemed beneficial from a maintenance planning point of view.
6.2 Applicability for M.A.Subpart G organisation/operator of small fleets of aircraft
6.2.1  For the purpose of this paragraph, a small fleet of aircraft is a fleet of less than 6 aircraft of the same type.
6.2.2  The requirement for a reliability programme is irrespective of the M.A.Subpart G organisation’s fleet size.
6.2.3  Complex reliability programmes could be inappropriate for a small fleet. It is recommended that such M.A.Subpart G organisations tailor their reli-ability programmes to suit the size and complexity of operation.
6.2.4  One difficulty with a small fleet of aircraft consists in the amount of available data which can be processed: when this amount is too low, the calculation of alert level is very coarse. Therefore “alert levels” should be used carefully.
6.2.5  An M.A.Subpart G organisation of a small fleet of aircraft, when establish-ing a reliability programme, should consider the following:
(a)  
The programme should focus on areas where a sufficient amount of data is likely to be processed.

(b)  
When the amount of available data is very limited, the M.A.Subpart G organisation’s engineering judgement is then a vital element. In the following examples, careful engineering analysis should be exercised before taking decisions:

·  A “0” rate in the statistical calculation may possibly simply reveal that enough statistical data is missing, rather that there is no potential problem.
　
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