(b)
Operational   Factors, such as: operational environment / utilisation, e.g. low/high/seasonal etc / respective fleet size operating rules applicable (e.g. ETOPS/RVSM/All Weather etc.)  / operating procedures / MEL and MEL utilisation

(c)
Maintenance factors,   such   as:   aircraft   age   maintenance   procedures; maintenance standards applicable; lubrication procedures and programme; MPD revision or escalation applied or maintenance programme applicable.

Although it may not be necessary for all of the foregoing to be completely common, it is necessary for a substantial amount of commonality to prevail. Decision should be taken by CAD on a case by case basis.
In case of a short term lease agreement (less than 6 month) more flexibility against the para 6.6.1 criteria may be granted by CAD, so as to allow the owner/operator to operate the aircraft under the same programme during thelease agreement effectivity.
Changes by any one of the MCAR-M Subpart  G organisation to the above, requires assessment  in order that the pooling benefits can be maintained.  Where a MCAR-M Subpart G organisation wishes to pool data in this way, the approval of CAD should be sought prior to any formalagreement being signed between MCAR-M Subpart G organisations.
Whereas this paragraph 6.6 is intended to address the pooling of data directly between MCAR-M Subpart G organisations, it is acceptable that the MCAR-M Subpart G organisation participates in a reliability programme managed by the aircraft manufacturer, when CAD is satisfied that the manufacturer manages a reliability programme which complies with the intent of this paragraph.
Appendix II to MCAR-M.201 (h) 1: Sub-contracting of continuing airworthiness management tasks
1.  SUB-CONTRACTED OPERATOR’S CONTINUING AIRWORTHINESS MANAGEMENT TASKS
To actively control the standards of the sub-contracted organisation the operator should employ  a person or group of persons  who are trained and competent in the disciplines associated with MCAR-M Subpart G. As such they are responsible for determining what maintenance is required, when it has to be performed and by whom and to what standard, in order to ensure the continued airworthiness of the aircraft being operated.
The operator should conduct a pre-contract audit to establish that the sub-contracted organisation can achieve the  standards  required by MCAR-M Subpart G in connection with those activities to be sub-contracted.
The operator should ensure that the sub-contracted organisation has sufficient qualified personnel who are trained and competent in the functions to be subcontracted. In assessing the adequacy of personnel resources the operator should consider the particular needs of those activities that are to be sub-contracted, while taking into account the sub- contracted organisations existing commitments.
To be appropriately approved to contract out continuing airworthiness management tasks the operator should have procedures  for the management control of these arrangements.  The operator’s continuing airworthiness management exposition should contain relevant procedures to reflect his control of those arrangements made with the sub- contracted organisation.
Sub-contracted continuing airworthiness management tasks should be addressed in a contract between the operator and the sub-contracted organisation. The contract should also specify that the sub-contracted organisation is responsible for informing the operator who is in turn  responsible for  notifying the CAD, of any subsequent changes that affect their ability to support the contract.
Organisations providing continuing airworthiness management tasks to support commercial air transport operators should use procedures which set out the manner by which the organisation fulfils its responsibility to those sub-contracted activities. Such procedures may be developed by either the sub-contracted organisation or the operator.
　
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