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Ideally, if night maintenance is necessary, the bulk of work should be completed by the shifts on duty up to midnight with the residue completed by a swing shift covering the period from approximately 2300 to 0700 hrs.
4.4.3.3 Rest
Each full working shift should be followed by a minimum 8-hour rest period. When working a 24-hour split shift on line operations, at least 6 hours rest should be provided excluding travel. The entitlement for days off should be a minimum of 7 per month of which at least 4 should be in a minimum of 2-day periods. When the location or climate is arduous then this should be increased to minimize fatigue.
4.4.3.4 Remote camps
On locations such as seismic camps, where it is not feasible to provide other than the bare accom-modation necessities, a regular “time on site, time off site” routine should be set up to ensure that maintenance personnel working under these conditions do not stay in the field for prolonged peri-ods. The minimum recommended ratio of time on site to time off site is considered to be 2:1 with a maximum period on site not to exceed 2 months.
4.5 Maintenance requirements
4.5.1 Quality assurance & quality control
Quality Assurance requirements are given at paragraph 3.4. Quality Control procedures are nor-mally a regulatory requirement, and should adopt a form similar to those expressed in EASA Ops 1/EASA 145. However, where there is an absence of regulatory control in this respect, the require-ments expressed in paragraphs 4.5.2 and 4.5.3 should be satisfied by all operators/maintenance organisations on contract to the OGP Member.
4.5.2 Requirement for duplicate inspections/Required Inspection Items (RII)
After any disturbance or dis-assembly of a control system or vital point in an aircraft, most but not all Regulators call for independent inspections to be made and certified by two appropriately quali-fied persons, before the next flight. The inspections are to include correct assembly, locking, and free and correct movement of control systems over the full range. Such requirements extend to electri-cally activated “fly-by-wire” systems and their connections as well as to mechanical linkages.
This procedure is known as duplicate inspection/required inspection item and, although not all authorities have a similar requirement, it is recommended that Companies require such inspections. Therefore, whenever a contract is drawn up this requirement should be included.
Independent Duplicate/Required Inspection Item (RII) inspections are to be carried out by appropriately qualified technicians, the required qualifications normally being determined by the Regulator, e.g. FAA Inspection Authorisation (IA). In the event that the qualification of these per-sons is not regulated, then they would normally be a licensed engineer, technician or equivalent, holding a type approval for maintaining the engines and airframe of the aircraft concerned.
In all cases, the operator or maintenance organisation is to ensure that sufficient persons appropri-ately qualified are available at all main operating &/or maintenance bases. When away from the normal maintenance facilities, and only minor adjustment of a control is required, a pilot may, if approved by appropriate aviation authorities, exceptionally act as the second signatory. The licensed engineer/technician should instruct the pilot on which controls have been disturbed and the limits of the area to be checked, but should include freedom and sense of movement, as well as simple assem-bly and locking. The full procedure, which should be defined in the organisation’s Maintenance Exposition or Procedures Manual, is then to be adopted on return to base.
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飞机管理指导方针 Aircraft management guidelines(26)
