(b)
Performing the collection and analysis of the reliability data,

(c)
Providing reliability reports, and

(d)
Proposing corrective actions to the MCAR-M Subpart G organisation.

Notwithstanding the above decision to implement a corrective action (or the decision to request from CAD the approval to implement a corrective action) remains the MCAR-M Subpart G organisation’s prerogative and responsibility. In relation to paragraph 6.4.2(d) above, a decision not to implement a corrective action should be justified and documented.
The arrangement  between the MCAR-M Subpart G organisation and the MCAR-145 organisation should be specified in the maintenance contract (see appendix 11) and the relevant CAME, and MOE procedures.
Reliability programme
In preparing the programme details, account should be taken of this paragraph. All associated procedures should be clearly defined.
Objectives
A statement  should  be  included summarising  as precisely as possible the prime objectives of the programme. To the minimum it should include the following:
(a)
to recognise the need for corrective action,

(b)
to establish what corrective action is needed and,

(c)
to determine the effectiveness of that action

The extent of the objectives should be directly related to the scope of the programme. Its  scope could vary from a component  defect monitoring system for a small MCAR-M Subpart G organisation, to an integrated maintenance management programme for a big MCAR-M Subpart G organisation.  The manufacturer’s maintenance planning documents may give guidance on the objectives and should be consulted in every case.
In case of a MSG-3 based maintenance programme, the reliability programme should provide a monitor that all MSG-3 related tasks from the maintenance programme are effective and their periodicity is adequate.
Identification of items.
The items controlled by the programme should be stated, e.g. by ATA Chapters. Where some items (e.g. aircraft structure, engines, APU) are controlled by separate programmes, the associated procedures (e.g. individual sampling or life development programmes, constructor’s structure sampling programmes) should be cross referenced in the programme.
Terms and definitions.
The significant terms and definitions applicable to the Programme should be clearly identified. Terms are already defined in MSG-3, MCAR-145 and MCAR-M.
Information sources and collection.
Sources of information  should be listed and procedures for the transmission  of information from the sources, together with the procedure for collecting and receiving it, should be set out in detail in the CAME or MOE as appropriate.
The type of information to be collected should be related to the objectives of the Programme and should be such that it enables both an overall broad based assessment of the information to be made and also allow for assessments to be made as to whether any reaction, both to trends and to individual events, is necessary. The following are examples of the normal prime sources:
(a)
Pilots Reports.

(b)
Technical Logs.

(c)
Aircraft Maintenance Access Terminal / On-board Maintenance System readouts.

(d)
Maintenance Worksheets.

(e)
Workshop Reports.

(f)
Reports on Functional Checks.

(g)
Reports on Special Inspections

(h)
Stores Issues/Reports.

(i)
Air Safety Reports.

(j)
Reports on Technical Delays and Incidents.

(k)
Other sources: ETOPS, RVSM, CAT II/III.

In addition to the normal prime sources of information, due account should be taken of continuing airworthiness and safety information promulgated under MCAR-21
　
中國航空網 www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：馬爾代夫民航法規 MCAR-M Continuing Airworthiness(94)