曝光臺(tái) 注意防騙 網(wǎng)曝天貓店富美金盛家居專營(yíng)店坑蒙拐騙欺詐消費(fèi)者

(3) Aircraft technical log approval (For commercial air transport)
(This paragraph should explain who is responsible for submitting the aircraft technical log any subsequent amendment to the competent authority for approval and what is the procedure to be followed)
b) M.E.L. application
(Although the MEL is a document that is normally not controlled by the continuing air-worthiness management system, and that the decision of whether accepting or not a MEL tolerance normally remains the responsibility of the operating crew, this paragraph should explain in sufficient detail the MEL application procedure, because the MEL is a tool that the personnel involved in maintenance have to be familiar with in order to ensure proper and efficient communication with the crew in case of a defect rectification to be deferred.)
(This paragraph does not apply to those types of aircraft that do not have an MEL or are not used for commercial air transport and that are not required to have one.)
(1) General
(This paragraph should explain broadly what a MEL document is. The information could be extracted from the aircraft flight manual.)
(2) MEL categories
(Where an owner/operator uses a classification system placing a time constraint on the rectification of such defect, it should be explained here what are the general principles of such a system. It is essential for the personnel involved in maintenance to be familiar with it for the management of MEL’s deferred defect rectification.)
(3) Application
(This paragraph should explain how the maintenance personnel identify a MEL limitation to the crew. This should refer to the technical log procedures)
(4) Acceptance by the crew (For commercial air transport)
(This paragraph should explain how the crew notifies his acceptance or non acceptance of the MEL deferment in the technical log)

(5) Management of the MEL time limits
(After a technical limitation is accepted by the crew, the defect must be rectified within the time limit specified in the MEL. There should be a system to ensure that the defect will actually be corrected before that limit. This system could be the aircraft technical log for those [small] operators that use it as a planning document, or a specific follow-up system, in other cases, where control of the maintenance time limit is ensured by another means such as data processed planning systems.)
(6) MEL Time Limitation Overrun
(The competent authority may grant the owner/operator to overrun MEL time limitation under specified conditions. Where applicable this paragraph should describe the specific duties and responsibilities for controlling these extensions.)
1.2 Aircraft maintenance programmes - development and amendment
a) General
(This introductory paragraph should remind that the purpose of a maintenance pro-gramme is to provide maintenance planning instructions necessary for the safe operation of the aircraft.)
b) Content
(This paragraph should explain what is [are] the format[s] of the company’s aircraft maintenance programme[s]. Appendix I to AMC M.A.302 (a) and M.B.301 (d) should be used as a guideline to develop this paragraph.)
c) Development
(1) Sources
(This paragraph should explain what are the sources [MRB, MPD, Maintenance Manual, etc..] used for the development of an aircraft maintenance programme.)
(2) Responsibilities
(This paragraph should explain who is responsible for the development of an aircraft maintenance programme)
(3) Manual amendments
(This paragraph should demonstrate that there is a system for ensuring the continuing validity of the aircraft maintenance programme. Particularly, it should show how any relevant information is used to update the aircraft maintenance programme. This should include, as applicable, MRB report revisions, consequences of modifications, manufac-turers and competent authority recommendations, in service experience, and reliability reports.)
　
中國(guó)航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：CONTINUING AIRWORTHINESS REQUIREMENTS – PART M 2(59)