马尔代夫民航法规 MCAR-M Continuing Airworthiness(93)

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Notwithstanding paragraphs 6.1.1 and 6.1.2 above, an MCAR-M Subpart Gorganisation may however, develop its own reliability monitoring programmewhen it may be deemed beneficial from a maintenance planning point of view.
Applicability for MCAR-M. Subpart G organisation/operator of small fleets of aircraft
For the purpose of this paragraph, a small fleet of aircraft is a fleet of less than6 aircraft of the same type.
The requirement for a reliability programme is irrespective of the MCAR-M Subpart G organisation’s fleet size.
Complex reliability programmes could be inappropriate for a small fleet. It is recommended that such MCAR-M Subpart G organisations tailor their reliability programmes to suit the size and complexity of operation.
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 ofalert level is very coarse. Therefore “alert levels” should be used carefully.
An MCAR-M Subpart  G organisation  of a small  fleet of aircraft, when establishing 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 MCAR-M 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.
.  When alert levels are used, a single event may have the figures reach the alert level. Engineering judgement is necessary so as to discriminate an artefact from an actual need for a corrective action.
.  In making  his engineering judgement,  an MCAR-M Subpart G organisation is encouraged to establish contact and make comparisons  with other MCAR-M Subpart G organisations of the same aircraft, where possible and relevant. Making comparison with data provided by the manufacturer may also be possible.
In order to obtain accurate reliability data, it should be recommended to pool data and analysis with one or more other MCAR-M. Subpart G organisation(s). Paragraph 6.6 of this paragraph specifies under which conditions it is acceptable that MCAR-M. Subpart G organisations share reliability data.
Notwithstanding the above there are cases where the MCAR-M Subpart Gorganisation will be unable to pool data with other MCAR-M Subpart Gorganisation, e.g. at the introduction to service of a new type. In that case CAD should impose additional restrictions on the MRB/MPD tasks intervals
(e.g. no variations or only minor evolution are possible, and with CAD approval).
Engineering judgement Engineering judgement is itself inherent to reliability programmes as no interpretation of data is possible without judgement. In approving the MCAR-M Subpart G organisation’s maintenance and reliability programmes, CAD is expected to ensure that  the organisation  which runs the programme (it may  be the MCAR-M Subpart G organisation, or an MCAR-145 organisation under contract) hires sufficiently qualified personnel with appropriate engineering experience and understanding of reliability concept (see AMC MCAR-M.706)
It follows that failure to provide appropriately qualified personnel for the reliability programme may lead CAD to reject the approval of the reliability programme and therefore the aircraft maintenance programme.
Contracted maintenance
Whereas MCAR-M.302 specifies that, the aircraft maintenance programme which includes the  associated reliability  programme-,  should be managed and presented by the MCAR-M Subpart G organisation to CAD, it is understood that the MCAR-M Subpart G organisation may  delegate certain functions to   the MCAR-145 organisation under contract, provided this organisation proves to have the appropriate expertise.
　
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