vi. the quantity of fuel and oil uplifted and the quantity of fuel available in each tank, or combination of tanks, at the beginning and end of each flight; provision to show, in the same units of quantity, both the amount of fuel planned to be uplifted and the amount of fuel actually uplifted; provision for the time when ground de-icing and/or anti-icing was started and the type of fluid applied, including mixture ratio fluid/water.
vii. the pre-flight inspection signature.
In addition to the above it may be necessary to record the following supplementary information: The time spent in particular engine power ranges where use of such engine power affects the life of the engine or engine module. These are two examples thereof:
. the number of landings where landings affect the life of an aircraft or aircraft component.
. flight cycles or flight pressure cycles where such cycles affect the life of an aircraft or aircraft component.
NOTE 1: Where Section 3 is of the multi-sector ‘part removable’ type then such ‘part removable’ sections should contain all of the foregoing information where appropriate.
NOTE 2: Section 3 should be designed such that one copy of each page may remain on the aircraft and one other copy may be retained on the ground until completion of the flight to which it relates.
NOTE 3: Section 3 lay-out should be divided to show clearly what is required to be completed after flight and what is required to be completed in preparation for the next flight.
Section 4 should contain details of all deferred defects that affect or may affect the safe operation of the aircraft and should therefore be known to the aircraft commander. Each page of this section should be pre-printed with the operator’s name and page serial number and make provision for recording the following:
i. a cross reference for each deferred defect such that the original defect can be identified in the particular section 3 sector record page.
ii. the original date of occurrence of the defect deferred.
iii. brief details of the defect.
iv. details of the eventual rectification carried out and its CRS or a clear cross-reference back to the document that contains details of the eventual rectification.
Section 5 should contain any necessary maintenance support information that the aircraft commander needs to know. Such information would include data on how to contact maintenance engineering if problems arise whilst operating the routes etc.
AMC M.306 (b) Operators technical log system
The aircraft technical log system can be either a paper or computer system or any combination of both methods acceptable to CAD.
In case of a computer system, it should contain programme safeguards against the ability of unauthorised personnel to alter the database.
AMC M.307 (a) Transfer of aircraft continuing airworthiness records
Where an owner/operator terminates his operation, all retained continuing airworthiness records should be passed on to the new owner/operator or stored.
A “permanent transfer” does not generally include the dry lease-out of an aircraft when the duration of the lease agreement is less than 6 months. However CAD should be satisfied that all continuing airworthiness records necessary for the duration of the lease agreement are transferred to the lessee or made accessible to them.
Subpart D MAINTENANCE STANDARDS
AMC M.401 (b) Maintenance data
1. Except as specified in sub-paragraph 2, each person or organisation performing aircraft maintenance should have access to and use:
(a)
all maintenance related MCARs and associated AMC’s, together with the maintenance related guidance material,
(b)
all applicable maintenance requirements and notices such as CAD standards and specifications that have not been superseded by a requirement, procedure or directive,
中國航空網(wǎng) www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：馬爾代夫民航法規(guī) MCAR-M Continuing Airworthiness(47)
