马尔代夫民航法规 MCAR-M Continuing Airworthiness(95)

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Display of information.
Collected information  may  be displayed  graphically or in a tabular format  or a combination of both. The rules governing any separation or discarding of information prior to incorporation into these formats should be stated. The format should be such that the identification of trends, specific highlights and related events would be readily apparent.
The above display of information should include provisions for “nil returns” to aid the examination of the total information.
Where “standards” or “alert levels” are included in the programme, the display of information should be oriented accordingly.
Examination, analysis and interpretation of the information.
The method employed for examining, analysing and interpreting the programme information should be explained.
Examination.
Methods of examination of information may be varied according to the content and quantity of information of individual programmes. These can range from examination of the initial indication of performance variations to formalised detailed procedures at specific  periods, and the methods  should be fully described in the programme documentation.
Analysis and Interpretation.
The procedures for analysis and interpretation of information should be such as to enable the performance of the items controlled by the programme to be measured; they should also facilitate recognition, diagnosis and recording of significant problems. The whole process should be such as to enable a critical assessment to be made of the effectiveness of the programme as a total activity. Such a process may involve:
(a)
Comparisons of operational reliability with established or allocatedstandards (in the initial period these could be obtained from in-service experience of similar equipment of aircraft types).

(b)
Analysis and interpretation of trends.

(c)
The evaluation of repetitive defects.

(d)
Confidence testing of expected and achieved results.

(e)
Studies of life-bands and survival characteristics.

(f)
Reliability predictions.

(g)
Other methods of assessment.

The range and depth of engineering analysis and interpretation should be related to the particular programme and to the facilities available.The following, at least, should be taken into account:

(a)
Flight defects and reductions in operational reliability.

(b)
Defects occurring on-line and at main base.

(c)
Deterioration observed during routine maintenance.

(d)
Workshop and overhaul facility findings.

(e)
Modification evaluations.

(f)
Sampling programmes.

(g)
The adequacy of maintenance equipment and publications.

(h)
The effectiveness of maintenance procedures.

(i)
Staff training.

(j)
Service bulletins, technical instructions, etc.

Where the MCAR-M Subpart G organisation relies upon contracted maintenance and/or overhaul facilities as an information input to theprogramme, the arrangements for availability and continuity of such information should be established and details should be included.
Corrective Actions.
The procedures  and time scales both for implementing  corrective actions and for monitoring  the effects  of corrective actions should be fully  described.  Corrective actions shall correct any reduction in reliability revealed by the programme and could take the form of:
(a)
Changes to maintenance, operational procedures or techniques.

(b)
Maintenance changes involving inspection frequency and content, function checks, overhaul requirements and time limits, which will require amendment of the scheduled maintenance periods or tasks in the approved maintenance programme. This may include escalation or de-escalation of tasks, addition, modification or deletion of tasks.
　
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