possible.
6.2.6 In order to obtain accurate reliability data, it should be recommended to pool data and analysis with one or more other M.A. Subpart G organisation(s). Paragraph 6.6 of this paragraph specifies under which conditions it is acceptable that M.A. Subpart G organisations share reliability data.
Rev 0, dated 2nd March, 2010
132
Section 2 CAR M
6.2.7 Notwithstanding the above there are cases where the M.A.Subpart G organisation will be unable to pool data with other M.A. Subpart G organisation, e.g. at the introduction to service of a new type. In that case the DGCA should impose additional restrictions on the MRB/MPD tasks intervals
(e.g. no variations or only minor evolution are possible, and with the DGCA approval).
6.3 Engineering judgement
6.3.1 Engineering judgement is itself inherent to reliability programmes as no interpretation of data is possible without judgement. In approving the M.A. Subpart G organisation’s maintenance and reliability programmes, the DGCA is expected to ensure that the organisation which runs the programme (it may be the M.A.Subpart G organisation, or an CAR-145 organisation under contract) hires sufficiently qualified personnel with appropriate engineering experience and understanding of reliability concept (see AMC M.A.706)
6.3.2 It follows that failure to provide appropriately qualified personnel for the reliability programme may lead the DGCA to reject the approval of the reliability programme and therefore the aircraft maintenance programme.
6.4 Contracted maintenance
6.4.1 Whereas M.A.302 specifies that, the aircraft maintenance programme -which includes the associated reliability programme-, should be managed and presented by the M.A. Subpart G organisation to the DGCA, it is understood that the M.A.Subpart G organisation may delegate certain functions to the CAR-145 organisation under contract, provided this organisation proves to have the appropriate expertise.
6.4.2 These functions are:
a.
Developing the aircraft maintenance and reliability programmes,
b.
Performing the collection and analysis of the reliability data,
c.
Providing reliability reports, and
d.
Proposing corrective actions to the M.A. Subpart G organisation.
6.4.3 Notwithstanding the above decision to implement a corrective action (or the decision to request from the DGCA the approval to implement a corrective action) remains the M.A.Subpart G organisation’s prerogative and responsibility. In relation to paragraph 6.4.2(d) above, a decision not to implement a corrective action should be justified and documented.
6.4.4 The arrangement between the M.A. Subpart G organisation and the CAR-145 organisation should be specified in the maintenance contract (see appendix 11) and the relevant CAME, and MOE procedures.
6.5 Reliability programme
Rev 0, dated 2nd March, 2010
133
Section 2 CAR M
In preparing the programme details, account should be taken of this paragraph. All associated procedures should be clearly defined.
6.5.1.1 Objectives
6.5.1.1 A statement should be included summarising as precisely as possible the prime objectives of the programme. To the minimum it should include the following:
a) to recognise the need for corrective action,
b) to establish what corrective action is needed and,
c) to determine the effectiveness of that action
6.5.1.2 The extent of the objectives should be directly related to the scope of the programme. Its scope could vary from a component defect monitoring system for a small M.A. Subpart G organisation, to an integrated maintenance management programme for a big M.A.Subpart G organisation. The manufacturer’s maintenance planning documents may give guidance on the objectives and should be consulted in every case.
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：CONTINUING AIRWORTHINESS REQUIREMENTS CAR -M(78)
