Line Maintenance Manual Iss 02 Rev 08 PDF

LINE MAINTENANCE MANUAL
^] Hμ néi - 01. 2015 ^ ]

Page: Ch1/cover
CHAPTER 1 Issue: 02
ORGANIZATION AND RESPONSIBILITY Rev. : 08
Date : Jan.2015
chapter 0
GENERAL
Page: 0.0 / 1
CHAPTER 0 Issue: 02
GENERAL Rev. : 06
Date : Jan. 2014
0.0 Table of Content
Index Titles and Descriptions Pages
CHAPTER 0: GENERAL
0.0 Table of Content 0.0/1
0.1 Approval Sheet 0.1/1
0.2 Transmittal Letter 0.2/1
0.3 Record of Revisions 0.3/1
0.4 List of Effective Pages 0.4/1
0.5 Distribution List 0.5/1
0.6 Procedure of Amendment and Revision 0.6/1
0.7 Abbreviations 0.7/1
08 Summary of Changes 0.8/1
CHAPTER 1: ORGANISATION AND RESPONSIBILITY
1.0 Content of Chapter One 1.0/1
1.1 VNA’s General Policy and Administration of Line 1.1/1
Maintenance
1.1.1 General Policy 1.1.1
1.1.2 Line Maintenance Administration 1.1/2
1.1.3 Duty and Responsibilities 1.1/3
1.2 Contracted Line Maintenance Organizations and 1.2/1
Authorization
1.2.1 VAECO - A Member of Vietnam Airlines 1.2/1
1.2.2 Other Line Maintenance Organizations 1.2/1
1.3 VNA’s aircraft fleet 1.3/1
1.4 List of VNA’s outstations 1.4/1
CHAPTER 2 : LINE MAINTENANCE PROCEDURES
2.0 Content of Chapter two 2.0/1
2.1 Master line maintenance Procedures 2.1/1
2.2 Use and Completion of line documentations 2.2/1
2.3 Defect Control Procedures 2.3/1
2.4 Fuelling procedure 2.4/1
2.5 Reporting Systems 2.5/1
2.6 De/Anti-Icing Procedures 2.6/1
2.7 Component’s movement monitoring 2.7/1
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CHAPTER 0 Issue: 02
GENERAL Rev. : 06
Date : Jan. 2014
2.8 Aircraft Incident and Accident Handling Procedures 2.8/1
2.9 ETOPS Maintenance Procedures 2.9/1
2.10 One-Off Authorization 2.10/1
2.11 Certifying Staff - Monitoring and Control 2.11/1
2.12 Installation of Aircraft Wheel-Chocks Procedure 2.12/1
2.13 RVSM and RNP Maintenance Procedure 2.13/1
2.14 CAT II/III Maintenance Procedure 2.14/1
CHAPTER 3: LINE MAINTENANCE CHECKLIST
3.0 Content of Chapter Three 3.0/1
3.1 Control of Line Maintenance Checklists onboard 3.1/1
3.2 List of Line Maintenance Checklist 3.2/1
CHAPTER 4: FORMS AND INSTRUCTIONS
4.0 Content of Chapter Four 4.0/1
4.1 Line Maintenance Instructions 4.1/1
4.1.1 Control of blanking and locking devices 4.1/1
4.1.2 Maintenance Data to be used at outstations 4.1/1
4.1.3 Control and monitoring of defects 4.1/2
4.1.4 Spare request, aircraft parts/components acquisition and 4.1/5
handling
4.1.5 Special inspections 4.1/7
4.1.6 Recording of tools and test equipments used for maintenance 4.1/10
4.1.7 Structural damage repair 4.1/11
4.1.8 Paper works during line maintenance 4.1/11
4.1.9 Aircraft maintenance records 4.1/11
4.2 Line Maintenance Forms 4.2/1
4.2.1 Technical Log 4.2/1
4.2.2 Cabin Defect Log 4.2/10
4.2.3 MEL/Airworthiness related acceptable deferred defects 4.2/12
“Type B”
4.2.4 Non-MEL/Airworthiness related acceptable deferred defects 4.2/14
“Type C”
4.2.5 Movement TELEX 4.2/16
4.2.6 Mandatory Occurrence Report 4.2/17
4.2.7 A.O.G Report 4.2/21
4.2.8 Technical Delay Report 4.2/22
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Date : Jan. 2014
4.2.9 Concession/Variation Request 4.2/23
4.2.10 Serviceable/Unserviceable Item 4.2/24
4.2.11 Note to crews and engineers form 4.2/25
4.2.12 Aircraft/Engine dent and buckle chart forms 4.2/26
Page: 0.1 / 1
CHAPTER 0 Issue: 02
GENERAL Rev. : 08
Date : Jan. 2015
0.1 Approval Sheet
Issue Revision Date of Effective Approved by:

No. No. Issue Date (Sign and Full Name)
01 00 Jun. 2007 01.Jul.2007 (Signed date: June 2007)
Vice President Technical
Nguyen Van Hung
01 01 Nov.2007 Dec.2007 (Signed date: Dec. 2007)

Nguyen Van Hung
02 00 Mar.2009 Apr.2009 (Signed date: Mar. 2009)

Nguyen Van Hung

02 01 Aug. 2009 Sep.2009 (Signed date: Oct. 2009)
Nguyen Van Hung

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CHAPTER 0 Issue: 02
GENERAL Rev. : 08
Date : Jan. 2015

02 02 Dec. 2010 01.Jan.2011 (Signed date: Jan. 2011)
Nguyen Van Hung
02 03 Dec.2011 Feb.2012 (Signed date: Feb. 2012)

Nguyen Van Hung
02 04 Feb.2012 Mar.2012 (Signed date: Mar. 2012)

Nguyen Ngoc Trong
02 04A Jun.2012 Jun.2012

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CHAPTER 0 Issue: 02
GENERAL Rev. : 08
Date : Jan. 2015

02 05 Jan.2013 Jan.2013
02 05A Jul.2013 Jul.2013
02 06 Jan.2014 Jan.2014
02 07 Nov.2014 Nov.2014
•
Page: 0.1 /4
CHAPTER 0 Issue: 02
Vietnam Airlines GENERAL Rev. ;08
Date; Jan. 2015

No. No. Issue Date Si n and Full Name
02 08 Jan.2015 Jan.20 15 Date:2.81 9( 12015
Page: 0.2 / 1
CHAPTER 0 Issue: 02
GENERAL Rev. : 08
Date : Jan. 2015
0.2 Transmittal Letter
TRANSMITTAL LETTER

ISSUE 02
REVISION 08
DATED: Jan.2015
Upon receipt of this transmittal and the manual attached, please follow this
instruction in order to update your manual correctly. Then, you are requested to
complete this form by signing and send it to VNA’s Technical Department as
detailed below:
Technical Department
Vietnam Airlines
200 Nguyen Son St.
Long Bien District of Hanoi, 10000
Fax: (00) 84-34 8 27 30 04
Instruction for updated:

Please discard Line Maintenance Manual old revision and replaced it by a new
manual as Line Maintenance Manual issued 02, revision 08 dated Jan.2015.
Thank you for your cooperation.
Date (day/month/year) : /Jan /2015
Signed by:.............................. Name:...................................................

Page: 0.3 / 1
CHAPTER 0 Issue: 02
GENERAL Rev. : 08
Date : Jan. 2015
0.3 Record of Revisions
Issue/ revision revision date insertion date name and signature

number
01/00 Jun.2007
01/01 Nov.2007
02/00 Mar.2009
02/01 Aug. 2009
02/02 Dec. 2010
02/03 Dec.2011
02/04 Feb.2012
02/04A Jun.2012
02/05 Jan.2013
02/05A Jul.2013
02/06 Jan.2014
02/07 Nov.2014
02/08 Jan.2015
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CHAPTER 0 Issue: 02
GENERAL Rev. : 08
Date : Jan. 2015
0.4 List of Effective Pages
Page Issue Revision Date Page Issue Revision Date

Ch0/cover 02 08 Jan.15 2.11/1-3 02 06 Jan.14
0.0/1-3 02 06 Jan.14 2.12/1-5 02 06 Jan.14
0.1/1-2 02 08 Jan.15 2.13/1-3 02 06 Jan.14
0.2/1 02 08 Jan.15 2.14/1-6 02 06 Jan.14
0.3/1 02 08 Jan.15 Ch3/cover 02 03 Dec.11
0.4/1 02 08 Jan.15 3.0/1 02 03 Dec.11
0.5/1-2 02 07 Nov.14 3.1/1 02 03 Dec.11
0.6/1 02 03 Dec.11 3.2/1 02 03 Dec.11
0.7/1 02 03 Dec.11 Ch4/cover 02 08 Jan.15
0.8/1 02 08 Jan.15 4.0/1 02 03 Dec.11
Ch1/cover 02 07 Nov.14 4.1/1-12 02 08 Jan.15
1.0/1 02 03 Dec.11 4.2/1-32 02 08 Jan.15
1.1/1-4 02 07 Nov.14
1.2/1 02 03 Dec.11
1.3/1 02 08 Jan.15
1.4/1 02 03 Dec.11
Ch2/cover 02 08 Jan.15
2.0/1 02 06 Jan.14
2.1/1-7 02 07 Nov.14
2.2/1-6 02 06 Jan.14
2.3/1-4 02 08 Jan.15
2.4/1-2 02 06 Jan.14
2.5/1-7 02 08 Jan.15
2.6/1-2 02 06 Jan.14
2.7/1-4 02 06 Jan.14
2.8/1-2 02 03 Dec.11
2.9/1-12 02 06 Jan.14
2.10/1-3 02 06 Jan.14
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CHAPTER 0 Issue: 02
GENERAL Rev. : 07
Date : Nov. 2014
0.5 Distribution List
Item Holder Location Quantity Doc. No.:
1 Civil Aviation Authority of Vietnam HAN 01 01

2 Technical Post Holder HAN 01 02
3 Safety-Quality & Security Department HAN 02 03;04
4 Technical Department HAN 02 05;06
5 Supply Management Department HAN 01 07
HAN 01 08
SGN 01 09
SIN 01 10
6 VAECO
BKK 01 11
REP 01 12
PNH 01 13
HAN 01 14
7 Flight Crew Division 919
SGN 01 15
8 Operation Control Center HAN 01 16
9 Air France (AF) CDG 01 17
10 Alitalia (AZ) KIX 01 18
11 British Airway (BA) DME 01 19
12 Storm Aviation LGW 01 20
13 Japan Airlines (JAL) NRT 01 21
14 HAECO HKG 01 22
ICN 01 23
15 Korean Air
PUS 01 24
16 Malaysia Airlines (MAS) KUL 01 25
MEL 01 26
17 Etihad
SYD 01 27
PEK 01 28
18 AMECO
PVG 01 29
19 Lufthansa FRA 01 30
TPE 01 31
20 China Airlines (CI)
KHH 01 32
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CHAPTER 0 Issue: 02
GENERAL Rev. : 07
Date : Nov. 2014
21 AMECO CAN 01 33
22 SMECO CTU 01 34
23 JASAERO CGK 01 35
24 A321 Fleet (CD format) Onboard 50
25 A330 Fleet (CD format) Onboard 09
26 B777 Fleet (CD format) Onboard 10
27 ATR 72 Fleet (CD format) Onboard 16
28 Fokker 70 Fleet (CD format) Onboard 02
Note:
- VNA will ensure that every VNA’s suppliers provided line maintenance
services at outstations and VNA’s aircraft must be delivered at least one
controlled copy of the Line Maintenance Manual. The Technical Department
is responsible for this task.
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CHAPTER 0 Issue: 02
GENERAL Rev. : 03
Date : Dec.11
0.6 Procedure of Amendment and Revision

0.6.1 General
The Line Maintenance Manual is issued by Vietnam Airlines and it must be
approved by the Technical Post Holder. This manual is applied for all line
maintenance activities and at all airports where VNA’s aircraft are operating. All
revisions to the manual must be approved before coming into force.
Normally, the Line Maintenance Manual is to be reviewed at least one per twelve
months. In the 12-month period, -any requirement of changes to the manual
should be sent to VNA’s Technical Department for consideration of amendment.
Revised pages will be annotated to show the effective date, the amendment
number and the portion of the text which has been revised or new text inserted, as
indicated by vertical marginal lines on the left hand side of the page adjacent to
the changes.
The Manual will be reviewed when there are changes of regulations, MME,
AMS, AMM... relating line maintenance activities. When immediate revisions are
required on the interest of safety, the revision shall be published and promulgated
immediately in the format “Temporary revision”.
0.6.2 Temporary revision

In case of requirements from CAAV, other authorities or VNA relating to safety
issues which must be applied immediately, the Temporary Revision will be
approved by the Director of Technical Department and promulgated to relevant
manual holders. The pages of Temporary revision will be accompanied by a
transmittal letter.
Temporary revisions will be disposed of as soon as they are no longer relevant or
they will be updated in Line Maintenance Manual at the next amendment or
within six months whichever is the sooner.
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CHAPTER 0 Issue: 02
GENERAL Rev. : 03
Date : Dec.11
0.7 Abbreviation
ADD Acceptable Deferred Defect

AMC Approved Maintenance Centre
AMM Aircraft Maintenance Manual
AMO Aircraft Maintenance Organisation
AMS Aircraft Maintenance Schedule
CAAV Civil Aviation Administration of Vietnam
CDL Configuration Deviation List
CEO Chief Executive Officer
CRS-SMI Certificate of Release to Service - Schedule Maintenance
Inspection
DDG Dispatch Deviation Guide
ESDS Electro-static Discharge Sensitive
FIM Fault Isolation Manual
GRN Good Received Number
HT Hard Time
LLP Life Limited Part
LMM Line Maintenance Manual
MCC Maintenance Control Centre
MEL Minimum Equipment List
MME Maintenance Management Exposition
OPM Out of Phase Maintenance
PN Part Number
TSM Trouble Shooting Manual
SQS Safety - Quality and Security
VAECO Vietnam Airlines Engineering Company Ltd.
VNA Vietnam Airlines
Page: 0.8 / 1
CHAPTER 0 Issue: 02
GENERAL Rev. : 08
Date : Jan.2015
0.8 Significant of Changes

The Issue 02, Rev 08 include the following Significant of changed as below:
Index Section Description of changes

1.3 To raise ADDs: add Note 5 about the
1 2.3 Defect Control Procedure maximum number of inoperative MEL
items
VI. 1. Line station telex (reporting):
- adding MOC and MCC email address for
2 2.5 Reporting System those stations who do not use SITA
- removing SQS department from the list
of recipients (not necessary)
4.1.5 b) Limit maintenance inspection:
4.1 Line Maintenance totally changed – please refer to the
3
Instructions entirely new paragraph. Note: preliminary
inspection is no longer accepted.
4.2 Line Maintenance Form Appendix 4.2.1: add “applied for domestic
4
Instructions airports only”
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CHAPTER 1 Issue: 02
Date : Jan.2015
chapter 1
Organisation & responsibility
Page: 1.0 / 1
CHAPTER 1 Issue: 02
Date : Dec.11
1.0 Content of chapter one
1.0 Content of chapter one

1.1 VNA’s general policy and administration of line
maintenance
1.1.1 General policy
1.1.2 Line maintenance administration
1.1.3 Duty and responsibilities
1.2 Contracted line maintenance organizations and authorization
1.2.1 VAECO -
1.2.2 Other line maintenance organizations
1.3 VNA’s aircraft fleet
1.4 List of VNA’s outstations
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CHAPTER 1 Issue: 02
Date : Nov.2014
1.1 VNA’s General Policy and Administration of Line Maintenance

1.1.1 General Policy
Complying with Vietnam Aviation Regulation, VNA develops this manual in
order to describe how VNA manages and controls line maintenance activities safely.
- MME 3.13
All Management Board and staffs of Vietnam Airlines always understand
thoroughly that line maintenance activity plays an important role to ensure flight
safety and to despatch aircraft on time.
We would like to commit ourselves to:

- Each member of Management Board and VNA’s staff shall strictly follow the
regulations of competence Authority, the requirements of maintenance stipulated
in this manual;
- Regularly review and amend this manual on time to compliance with regulations
of Civil Aviation Authority of Vietnam, requirements of Vietnam Airlines & of
Aircraft/Aircraft components Manufacturer;
- Establish an efficient communication system in order to ensure continual
provision of updated maintenance data.
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CHAPTER 1 Issue: 02
Date : Nov.2014
1.1.2 Line Maintenance Administration
CAAV
Standard&Safety
Dept.
VNA
AOC Holder
No.1997-01/CAAV
Marketing& Training
Service Dept. Department
SQS Dept. Flight OPS. Supply&

OCC Management
Dept.
Flight Crew VNA’s

Technical Dept. Division 919 Representatives
MOC Commander/Pilots Outstations
VAECO Contracted Organization

CAAV AMO – Others AMO
Outstations
MCC
Ground Handling
Supplier/Provider
MCC Outstations
Outstations
Legend:
Full Technical Support/Information
Line Maintenance Contract
Quality Audit Line & Quality Support/ One-off Auth./Contr. CRS list &
CRS approval
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CHAPTER 1 Issue: 02
Date : Nov.2014
1.1.3 Duty and Responsibilities

1.1.3.1 Technical Vice President (Technical Post Holder)
As a nominated post holder of maintenance, acceptable to CAAV, he is
responsible for all technical, engineering and maintenance functions. He reports
directly to the President & Chief Executive Officer and to ensure that
operations are safely conducted and in compliance with CAAV regulations.
1.1.3.2 Technical Department
Technical Department is responsible for (here mentioned only functions
related to contracted line station):
- Preparing and sign the line maintenance agreement
- Up date the Line Maintenance Manual - LMM
1.1.3.3 Safety-Quality&Security Department reports to the President & Chief
Executive Officer and is responsible for :
- Performing an audit Aircraft Maintenance Organisation and submitting the
audit report to CAAV when requested.
- Issue a quality note (if any) and distribute to VAECO, other contracted
parners and line stations as well.
1.1.3.4 Supply & Management Department is responsible for managing
aircraft part to contracted line station in compliance with company’s
requirement.
1.1.3.5 Flight Crew Division 919
Do these related procedures when no appropriate AMO is available.
1.1.3.6 VAECO: They are responsible for (here mentioned only functions
related to contracted line station):
- Carry out all maintenance activities in accordance with this Line
Maintenance Manual and the aircraft maintenance contract VNA-
VAECO/HĐ2013;
- Update all line maintenance check list into technical log file;
- Technical support on entire flight route of VNA (such as issue EO,
engineering required, quality note, tech service in case of necessary).
- Provide all data and technical information when requested.
1.1.3.7 Line Maintenance Providers (other than VAECO) are responsible for
performing all line maintenance tasks under the line maintenance contract
with VNA.
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CHAPTER 1 Issue: 02
Date : Nov.2014
1.1.3.8 Ground Handling Company is responsible for providing services i.a.w the
agreement with VNA.
1.1.4 Training:
1.1.4.1 Initial training:
- All technical staffs must complete Line maintenance manual initial training
before being certified by VNA SQS department.
- Initial training must be performed by certified instructors.
Note: Line maintenance provider’s in-house instructors (certified by VNA
SQS department) can perform initial training to their staffs.
1.1.4.2 Recurrent training:
- Line maintenance manual recurrent training will be performed every 24
calendar months.
- Read & Sign method is acceptable.
1.1.4.3 Records:
- Training records must be stored by Line maintenance provider for audit,
copies shall be sent to Technical Department and SQS Department.
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CHAPTER 1 Issue: 02
Date : Dec.11
1.2 Contracted Line Maintenance Organizations and Authorizations
1.2.1 VAECO
VAECO stands for Vietnam Airlines Engineering Company .
VAECO has become a Approved Maintenance Organisation since 01st January
2009 holding a maintenance certificate issued by Civil Aviation Administration
of Vietnam No. VN-268/CAAV.
To comply with Vietnam Aviation Regulations, VNA has signed a maintenance
contract with VAECO and assigned to VAECO responsibility to carry out most of
its maintenance activities. By using maintenance services of VAECO and other
AMO, VNA ensures that a maintenance system is well established and operated
as described in VNA’s Maintenance Management Exposition, ETOPS Manual
and this Line Maintenance Manual.
In accordance to the mentioned contract, relating to line maintenance for VNA
fleets VAECO is mainly responsible for:
- Having Line Maintenance Control Centers to ensure that all line
maintenance activities for VNA’s aircraft are performed in safe, controlled
and airworthy conditions;
- Providing and supporting fully and adequately all technical instructions,
advices etc. to all outstations where VNA’s aircraft are operated to upon
requested;
- Ensuring that at outstations under VAECO control (refer to MME chapter
5; MOE Chapter 22 and the related appendixes of the contract No VNA-
VAECO/HĐ01/2009) line maintenance services for VNA’s aircraft are
provided.
1.2.2 Other Line Maintenance Organizations

In order to ensure that line maintenance services at all outstation for VNA’s
aircraft are provided adequately and safely, on behalf of VNA, Technical
Department will sign some line maintenance contracts with either AMO other
than VAECO or Airlines with capabilities.
VNA has a procedure of maintenance organization selection in MME chapter 5.3.
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CHAPTER 0 Issue: 02
GENERAL Rev. : 08
Date : Jan.2015
1.3 VNA’s Aircraft Fleet

Date of Date of
Type Registration MSN Engine Type
Manufacture Operation
A321 A344 2255 2004 07-Jul-04 IAE V2533-A5
A321 A348 2303 2004 08-Oct-04 IAE V2533-A5
A321 A350 2974 2006 11-Jan-07 IAE V2533-A5
A321 A351 3005 2007 25-Jan-07 IAE V2533-A5
A321 A352 3013 2007 04-Feb-07 IAE V2533-A5
A321 A353 3022 2007 14-Feb-07 IAE V2533-A5
A321 A354 3198 2007 20-Jul-07 IAE V2533-A5
A321 A356 3315 2007 30-Nov-07 IAE V2533-A5
A321 A357 3355 2008 01-Feb-08 IAE V2533-A5
A321 A358 3600 2008 02-Aug-08 IAE V2533-A5
A321 A359 3737 2008 16-Dec-08 IAE V2533-A5
A321 A360 3862 2009 22-Apr-09 IAE V2533-A5
A321 A361 3864 2009 11-Dec-09 IAE V2533-A5
A321 A362 3966 2009 04-Dec-09 IAE V2533-A5
A321 A363 4136 2009 22-Mar-10 IAE V2533-A5
A321 A365 4213 2009 22-Mar-10 IAE V2533-A5
A321 A366 4277 2009 25-Apri-10 IAE V2533-A5
A321 A367 4315 2009 30-May-10 IAE V2533-A5
A321 A322 4311 2010 22-May-10 IAE V2533-A5
A321 A323 4669 2011 01-May-11 IAE V2533-A5
A321 A324 4703 2011 22-May-11 IAE V2533-A5
A321 A325 4737 2011 12-Jun-11 IAE V2533-A5
A321 A326 4783 2011 23-Jul-11 IAE V2533-A5
A321 A327 4826 2011 01-Sep-11 IAE V2533-A5
A321 A329 4863 2011 06-Nov-11 IAE V2533-A5
A321 A331 4945 2011 05-Dec-11 IAE V2533-A5
A321 A332 4971 2011 01-Jan-12 IAE V2533-A5
A321 A334 5164 2012 20-Jun-12 IAE V2533-A5
A321 A335 5241 2012 26-Aug-12 IAE V2533-A5
A321 A336 5247 2012 26-Aug-12 IAE V2533-A5
A321 A338 5251 2012 25-Aug-12 IAE V2533-A5
A321 A339 5272 2012 08-Sep-12 IAE V2533-A5
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CHAPTER 0 Issue: 02
GENERAL Rev. : 08
Date : Jan.2015
A321 A390 5297 2012 08-Oct-12 IAE V2533-A5

A321 A392 5306 2012 14-Oct-12 IAE V2533-A5
A321 A393 5340 2012 30-Oct-12 IAE V2533-A5
A321 A395 5385 2012 27-Dec-12 IAE V2533-A5
A321 A396 5392 2012 07-Dec-12 IAE V2533-A5
A321 A397 5418 2012 18-Dec-12 IAE V2533-A5
A321 A399 5438 2013 31-Jan-13 IAE V2533-A5
A321 A601 5456 2013 07-Feb-13 IAE V2533-A5
A321 A602 5469 2013 18-Mar-13 IAE V2533-A5
A321 A603 5495 2013 25-Mar-13 IAE V2533-A5
A321 A604 5555 2013 17-Apr-13 IAE V2533-A5
A321 A605 5699 2013 18-Aug-13 IAE V2533-A5
A321 A606 5709 2013 16-Aug-13 IAE V2533-A5
A321 A608 5916 2013 23-Dec-2013 IAE V2533-A5
A321 A609 5958 2014 12-Feb-2014 IAE V2533-A5
A321 A610 5994 2014 04-Mar-2014 IAE V2533-A5
A321 A611 6266 2014 13-Sep-14 IAE V2533-A5
A321 A612 6344 2014 11-Nov-2014 IAE V2533-A5
ATR72 B210 678 2001 02-Oct-01 PW-127M
ATR72 B212 685 2002 05-Mar-02 PW-127M
ATR72 B214 688 2002 19-Jun-02 PW-127M
ATR72 B218 877 2009 26-Jun-09 PW-127M
ATR72 B219 886 2009 06-Oct-09 PW-127M
ATR72 B220 890 2009 27-Oct-09 PW-127M
ATR72 B221 892 2009 24-Nov-09 PW-127M
ATR72 B223 896 2009 24-Dec-09 PW-127M
ATR72 B225 897 2010 25-Jan-10 PW-127M
ATR72 B233 912 2010 18-Apr-10 PW-127M
ATR72 B236 914 2010 10-Jun-10 PW-127M
ATR72 B237 925 2010 15-Sep-10 PW-127M
ATR72 B239 927 2010 12-Oct-10 PW-127M
ATR72 B240 939 2010 07-Jan-11 PW-127M
B777 A141 28688 2003 17-Apr-03 GE90-94B
B777 A142 32701 2003 19-Jun-03 GE90-94B
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CHAPTER 0 Issue: 02
GENERAL Rev. : 08
Date : Jan.2015
B777 A143 33502 2003 23-Aug-03 PW4090

B777 A144 33503 2003 13-Sep-03 PW4090
B777 A145 33504 2004 19-Sep-04 PW4090
B777 A146 33505 2004 30-Jul-04 PW4090
B777 A149 32716 2005 28-May-05 GE90-94B
B777 A150 32717 2005 10-Dec-05 GE90-94B
A330 A371 275 1999 20-Sep-07 PW4168A
A330 A372 294 1999 19-Nov-09 PW4168A
A330 A374 299 1999 09-Dec-09 PW4168A
A330 A375 366 2001 03-July-09 PW4168A
A330 A376 943 2008 20-Jul-10 PW4168A
A330 A377 962 2008 08-Sep-10 PW4168A
A330 A378 1019 2009 04-Jul-10 PW4170
A330 A379 1256 2011 20-Oct-11 PW4170
A330 A381 1266 2011 30-Nov-11 PW4170
TAY MK 620-
F70 A502 11580 1995 31-Jan-97
15
Note: If there is any change and/or supplemental of aircraft, this above list will be
updated at the next revision.
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CHAPTER 1 Issue: 02
Date : Jan.2015
1.4 List of VNA’s outstations

1.4.1 List of VNA’s outstations in Vietnam: SGN; DAD; HPH; VII; VCA; HUI;
HUI; DLI; DLI; HPH; DLI; PQC; CXR; CXR; PQC; CXR; DIN; UIH; UIH;
THH; TBB; HAN.
1.4.2 List of VNA’s outstations outside of Vietnam: CDG; LGW; DME; REP;
RGN; PEK; PVG; CAN; CTU; HGH; HKG; NRT; FUK; KIX; NGO; PUS; ICN;
TPE; KHH; CGK; KUL; SIN; BKK; SYD; MEL; HND.
Page ch2 / cover
CHAPTER 2 Issued : 02
LINE MAINTENANCE PROCEDURES Revision: 08
Date: Jan.2015
CHAPTER 2
LINE MAINTENANCE PROCEDURES
Page: 2.0 / 1
CHAPTER 2 Issue: 02
LINE MAINTENANCE PROCEDURES Rev. : 08
Date : Jan.2015
2.0 Content of chapter two
2.0 Content of Chapter Two

2.1 Master line maintenance procedure
2.2 Use and completion of line documentations
2.3 Defect control procedure
2.4 Fuelling procedure
2.5 Reporting system
2.6 De/Anti-icing procedure
2.7 Component’s movement monitoring
2.8 Aircraft incident/accident handling procedure
2.9 ETOPS maintenance procedures
2.10 One-Off authorization
2.11 Certifying staff - Monitoring and control
2.12 Installation of Aircraft Wheel-Chocks Procedure
2.13 RVSM and RNP Maintenance Procedure
2.14 CAT II/III Maintenance Procedure
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2.1 Master line maintenance Procedure

I. Purpose:
- To establish policy and main procedure for the Line Maintenance
Processes in accordance with the appropriate referenced Authority
Regulations and Vietnam Airlines Requirements.
- To ensure that an acceptable safety standards and practices for aircraft
maintenance at all line stations to be maintained.
II. Scope of Affected:

- This simplified Line Maintenance Procedure applies to Organisations
and Personnel involved to Line Maintenance Processes for VNA’s aircraft
at all outstations located in and outside of Vietnam territories.
- This procedure contains only general instructions for a normal aircraft
line maintenance process. It does not contain all intructions necessary to
solve all the situations that might appeared at any outstation during daily
operation.
- For the detailed intructions to solve a situation please contact at
followings:
Name of Department TEL FAX Sita @
MOC (84-0) 913 203 225 (84-4) 8.273.004 HDQEPVN

Vietnam Airlines (84-0) 903 452 779 (84-4) 38.732.775 HDQQAVN
Safety - Quality &
Security Department
MCC (84-4) 38.865.020 (84-4) 38.865.019 HANEMVN
III. Responsibility
- Maintenance Organisations/Airlines which have contracts and provide
the Line Maintenance Services for VNA’s aircraft must be responsible for
the retainment, updating, dissemination and application of this procedure.
- The line station Supervisor is responsible for ensurring the followings:
+ Only designated (trained and qualified) staff carry out
maintenance services for VNA aircraft.
+ All procedures related are strictly applied by the designated staff.
+ All tooling/equipment used for maintenance works on VNA
aircraft are controlled, callibrated in accordance with
manufacturers’ requirements.
+ Best standard practices are pertained.
IV. References:
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V. Definition and abbreviation:
1- Line Maintenance: Line maintenance is any maintenance that must be
carried out to ensure that the aircraft is fit for the intended flight. It may
include:
- Trouble shooting;
- Defect rectification;
- Component replacement with use of external test equipment if
required. Component replacement may include components such as
engines and propellers;
- Scheduled maintenance and/or checks including visual inspections
that detect obvious unsatisfactory conditions/discrepancies but do
not require extensive and in depth inspection. It may also include
internal structure, systems and power plant items which are visible
through quick opening access panels/doors.
- Minor repairs and modifications which do not require extensive
disassembly and can be accomplished by simple means.
2- Preflight/Transit checks: The Preflight/Transit checks are Line
Maintenance Checks to be performed at each transit or before each
flight, but not earlier than two (2) hours before the flight. This check
includes also the correction of troubles reported in the Aircraft Technical
Log if the airworthiness of the aircraft is affected.
3- Terminal checks: These checks are carried out in principle every day,
and in any case must not exceed 36 hours (applied to A320/A321/A330)
and 48 hours (applied to B777) elapsed time.
4- Weekly/Line checks:
- For B777: line checks shall be carried out within every 100 flight hours.
- For A321: weekly check shall be carried out within every 08 days.
- For A330: weekly check shall be carried out within every 07 days.
- For ATR72: weekly check shall be carried out within every 07 days.
- For F70: weekly check shall be carried our within every 08 days.
5- 125FH checks: For F70 only. The “125FH Check” shall be carried out
within 125 flight hours. Pre-fllight check is included in this check. If time
to next flight is more than two (02) hours, then it is required to perform
preflight check again.
VI. Content of Procedure:

1- Safety precautions – General:
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During Line maintenance, the following safety precautions must be
observed:
a) All safety precautions and precautions relating to the parking of
aircraft are to be observed.
b) Designated roadways are to be utilized at all times when moving to
and from aircraft.
c) Any vehicle which moves in the vicinity of the aircraft is to do so in
accordance with the conditions specified in the Maintenance/Handling
Manuals.
d) Any unsafe condition observed is to be reported to the Supervisor
immediately and the soonest action is to be taken to preserve the safety
of personnel/aircraft.
e) Priority is always to be given to emergency service personnel and
vehicles.
2- Aircraft Preflight/Transit checks:
Preflight/Transit check of aircraft is limited to certifying staff who has
achieved a required level of practical experience and training relating to
the specific tasks.
Detailed safety precautions for Preflight/Transiting checks:
In addition to the general safety precautions, the following requirements
must be met:
Transiting service of aircraft requires that the engineer(s) involved is
familiar with the conditions relative to operations on the airport ramp.
a) The requirements of the specified Preflight/Transit checklist(s)
corresponding to type of aircraft are to be followed when carrying out
line maintenance services.
b) Only approved maintenance data and documentations onboard the
aircraft are to be used during maintenance process.
c) All aircraft taxiways are to be maintained clear at any time that any
aircraft is taxiing. For safety reasons, never cross in front of or too
close behind a taxiing aircraft.
d) A position clear of the aircraft wing tip is to be maintained at any time
that an aircraft is moving.
e) Movement towards an aircraft is only to be made once the aircraft has
come to a complete stop. The chocks are then to be installed in front of
and behind the nose wheels prior to the headset being connected.
Parking brake still set on. After engines shutdown or propellers
completely stop the chocks to be installed in front of and behind the
outboard set of one MLG (LH MLG is recommended). Parking brake
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Date : Nov.2014
set off when nose wheels and at least one set of wheels on MLG have
been chocked up. In abnormal circumstances, additional chocks may
be required to be installed in front of and behind other main landing
gear wheels
(refer 2.12 for more detail)
f) To help to cool the brakes and reduce the chance of thermal pressure
release from the tires, brakes should not be applied longer than
necessary. During transit parking brake is required only when wheel
chocks are considered not sufficient. Use of brake cooling fans, if
available, is recommended.
g) No control system is to be operated during aircraft transits without an
observer first being placed in an appropriate position to ensure that
safe operation is maintained.
h) The requirements of the specified transit check checklist corresponding
to the type of aircraft are to be followed when carrying out the transit
check.
i) A final walk around check of the aircraft is to be carried out once all
doors are closed to ensure the aircraft is fit for flight. Particular
attention must be paid to doors and panels normally opened during
transit and especially the re-fuel cap.
j) At aircraft departure, when the flight crew have stated their intention to
depart, the head set man shall:
- Make sure that the areas surrounding the aircraft are clear for
taxiing.
- Advise the flight crew to obey marshalling signals from the
applicable side of the aircraft.
- Disconnect the head set from the aircraft and secure the panel.
- Remove any remaining safety pins.
- Remove the nose wheel chocks and walk to the marshalling
position.
- Show the cockpit crew the remove chocks and safety pins and
marshal the aircraft to the taxiing way.
k) If the flight crew indicate that the aircraft should return for any reason,
then the maintenance staff is to confirm brake application with the
flight crew prior to advancing towards the aircraft, apply the conditions
stated in term i) above.
3- Terminal and Weekly/Line check:
In addition to the general safety precautions and to the Preflight
/Transiting checks the following requirements must be met:
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Date : Nov.2014
a) The requirements of the specified Terminal and Weekly/Line
checklist(s) corresponding to type of aircraft are to be followed when
carrying out maintenance services.
b) Requirements (b) - (h) of Aircraft Preflight/Transit checks.
4- Refueling:
Not in all the cases but re-fueling of aircraft may be necessary during
transit service or before a flight. The amount of fuel to be re-fuelled is
given by the captain of the flight. Maintenance staff has the responsibility
to coordinate closely with the fuelling company during the fueling
process.
For the refueling process referred to the Refueling Procedure for details.
5- Certification of Preflight/Transit, Terminal, Weekly/Line check, and
125FH:
Before signing the Transit/Preflight/Terminal/Weekly/Line
Checks/125FH Checks in the Aircraft Technical Log, the signatory shall
ensure that:
a) Due entries on the Out-of-Phase Maintenance (OPM) sheets have been
cleared.
b) All Technical Log defects have been cleared or transferred to ADD’s,
whichever is applicable. If part replacement had been made, all data (P/N,
S/N, GRN or batch number) have been entered correctly in to the
appropriate fields. All accompanied release documentation of the
replacement part is attached (using stapler for example) to the
corresponding Technical Log page or inserted securely in the Technical
Log cover folder (if too big to be stapled into the Technical Log page).
c) All ADD’s have been reviewed and have had sufficient time limit for
the intended flight (taking into account any possible en-route weather
conditions) to the next destination. If any ADD requires a maintenance
action to be done before the flight, the entry in the Technical Log for that
maintenance action had been made and certified accordingly.
d) All fuel and oil uplifts have been properly recorded.
e) Concessions (if any) have not expired and have had sufficient time
limit for the intended flight (taking into account any possible en-route
weather conditions) to the next destination.
f) The Certificate of Release to Service – Scheduled Maintenance
Inspection (CRS-SMI) has not expired and have had sufficient time limit
for the intended flight (taking into account any possible en-route weather
conditions) to the next destination.
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g) The Notes to Crews and Engineers (NTC) if any has been reviewed. In
addition, information on all repetitive defects must be informed to crews
and engineers through NTC.
h) All items on the transit/line check sheets have been carried out and
verified.
Note: Cabin defects found by Cabin Attendants will be entered in the
Cabin Defects Log kept on each aircraft. At the end of each sector the
Purser will present the Cabin Defects Log to the Captain, who shall enter
defects of an airworthiness nature into the Aircraft Technical Log.
Engineers carrying out transit checks shall check the Cabin Defects Log
to ensure that all defects, which have not been transferred, are non-
airworthiness related, and have been acted (fix or deferment)
accordingly as required. Defects that have airworthiness implications and
have been transferred into Aircraft Technical Log shall be annotated as
such in the Cabin Defects Log and initialled in the ACTION TAKEN box.
The Cabin Defect Log yellow copy will be removed by the Outstation
engineer after rectification/deferment and certification of the defects both
in the Cabin Defect Log (for non-airworthiness related defects) and/or the
Aircraft Technical Log (for airworthiness related defects).
For the details of other tasks such as Defect rectification; Spare request,
aircraft part/component acquisition and handling… please refer to the
Line Maintenance Supportive Instructions for details.
6. Engine run at idle for maintenance on the ramp :
As long as it is allowed by the airport authority, engine run at idle for
maintenance on the ramp can be performed by certifying staffs.
Engine run up at idle must be performed in accordance with all safety
requirements and instructions from aircraft maintenance manual..
7. De/Anti-icing:
De/anti-icing is normally carried out by the Contracted ground service
Company/AMO before take-off. VNA has accepted De/anti-icing
procedure of the Service Company/AMO.
(For more detail please refer De/Anti-icing procedure 2.6 in chapter 2
of this manual).
8. Incident/Accident report: If Incident/Accident occurred, keep informed as
soon as possible to MOC and follow their instruction (for more detail
refer procedure 2.8 in chapter 2 of this manual).
VII. Records:
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Date : Nov.2014
Appropriate Technical Log entry and certification shall be made by a
certified maintenance staff after each line maintenance service/action.
For the Technical Log entry, certification and records keeping please
referred to the Technical Procedure for details.
VIII. Appendix:
List of supportive instructions for Line Maintenance Procedure (refer
4.1 CHAPTER 4)
- Defect rectification
- Structural damage repair
- Swapping of components
- Spare request, acquisition and handling
- Recording of tooling and test equipments used for maintenance
- Recording of used of blanking and locking devices
- Removal of serviceable components from aircraft
- Inspections during maintenance
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Date : Jan.2014
2.2 Use and Completion of Line Documentations

I. Purpose:
To establish a procedure for use and completion of the line maintenance
documents during normal line maintenance activities i.a.w appropriated
requirements of CAAV, relative authorities and VNA.
This procedure is only used for line maintenance activities, related
maintenance documents and all activities to be performed by authorized
staffs.
III. Responsibility:
Authorized staff working in aircraft line maintenance is responsible for
performing this procedure.
IV. References:
- MME 3.1, 3.2, and 3.4.
V. Definitions and abbreviations:
1. General:
a. VNA’s line maitenance documents are a system of documents for
recording all maintenance activities carried out on VNA’s aircraft whilst
the aircraft is operating between scheduled visits to the base maintenance
facility. They are specified as following:
• Vietnam Airlines Forms:
- Technical Log:
+ Technical Log’s form VNA-SQ-F14-01 are printed in sets of four
colored pages each – 50 sets in each technical logbook.
+ MEL/Airworthiness related acceptable deferred defects Type “B”
form VNA-SQ-F14-02 normally 10 pages in each technical log
book;
+ Non MEL/Airworthiness related acceptable deferred defects Type
“C” form VNA-SQ-F14-03 normally 10 pages in each technical
log book;
- Cabin Defect Log: Cabin Defect Log formed VNA-SQ-F14-04 are
printed in sets of two pages each. The pages are colour coded to
identify the destination of retention.
- Aircraft fluid list: To inform maintenance staff and flight crew of
fuid types applicable for the subjected aircraft.
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- Airframe dent & buckle chart record form(s): To record dents and
damages of the airframe of the subjected aircraft that disclosed after a
flight or curently under monitoring.
- Engines dent & buckle chart record form(s): To record dents and
damages of the subjected engine of the aircraft that disclosed after a
flight or curently under monitoring.
- MEL/Airworthiness related acceptable deferred defect type “B”
form(s): To record MEL/Airworthiness related acceptable
deferred defects - type “B” defects - disclosed after a flight or
curently under monitoring. This form is used as technical log pages
may be used up and new set of technical log pages shall be inserted
and the form(s) shall be retained until all the defects recorded have
been cleared or transferred in to a suitable base maintenance
workpackage.
+ None-MEL/Airworthiness related acceptable deferred defect type
“B” form(s): To record None-MEL and None-Airworthiness
nature acceptable deferred defects - type “C” defects disclosed
after a flight or curently under monitoring. This form is used as
technical log pages may be used up and new set of technical log pages
shall be inserted and the form(s) shall be retained until all the defects
recorded have been cleared or transferred in to a suitable base
maintenance workpackage.
+ Note to crews and engineers: This form is used by CRS holders,
AMO to pass all additional information and notices to flight crews
and others maintenance staff working with the aircraft (such as inform
of a repetitive defect…).
+ All Line Maintenance Check Forms: All line maintenance check
forms applicable to the aircraft shall be kept in the technical log file
for quick reference purpose at outstations.
+ Concession/Variation/exemtion request form: This form shall be
used to get VNA approval for further defermant of a defect or One-off
approval for the person who sign-off to release the aircraft for the
intended flight.
• Forms of maintenance organisations:
In addition to the above forms of VNA, some other forms of
AMO(s) shall also be retained in the Technical log book file for the
purpose of showing the maintenance status of the aircraft:
+ CRS-SMI of the last checks: These forms are maintenance records
that show the compliance with the AMS of the aircraft type.
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Date : Jan.2014
+ Out of phase maintenance form: This form is of VAECO and is
used to inform CRS at outstations and the flight crew of maintenance
activities to be performed in line maintenance processes at outstations
just to meet the aircraft maintenance schedule.
Please return to Chapter Four for detailed application

instructions for all above mentioned forms.
b. The Authorized staff is responsible for keeping the line maintenance

documents in good condition during line maintenance time. They only
have to use the approved and controlled documents when performing
their works. Documentation completion must be followed the related
instructions (please refer to Chapter 4 for details) the Authorized staff
certifies by signing and stamping to the related technical log pages.
2. Completion of the line maintenance documents BEFORE DEPARTURE:
a. When the aircraft arrived, authorized staff will perform line maintenance by
using VNA’s appropriate check lists; These checlists can be found in
Technical Log Book in the cockpit.
b. VNA requires that Cabin Defect Log is necessary to be reviewed by the
authorised staff before each departure.
c. The aircraft maintenance authorized staff or cabin repair staff shall write
down their works performed relating to Cabin Defect items and certified for
those jobs performed by him/her.
d. Where necessary, the cabin defects will be transfered to Technical Log by
aircraft maintenance authorised staff for monitoring and control further. Any
airworthiness item is recommended to authorized staff’s attention.
e. In case of handling over the acceptable defered defects, completion of the
MEL/Airworthiness related acceptable deferred defects Type “B” and
Non MEL/Airworthiness related acceptable deferred defects Type “C”
is required.
f. When any line maintenance requirement is due. For the operation of the
aircraft a concession request will be considered; It is advised that an
approved concession must be obtained in this case before departure. The
authorized staff working at line station can contact the appropriate MCC of
VAECO for assistant.
3. Completion of the line maintenance documents AFTER DEPARTURE:

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Date : Jan.2014
A Movement TELEX shall be required once the aircraft is departured.
Form and instruction of the TELEX can be found in the Reporting
Procedure.
4. Distribution and storage of the line maintenance documents
a. Technical Log: At the line station, the authorized staff will keep the blue
technical log page only. Period for retention of the blue technical log is 24
hours from the departure for a normal flight. For abnormal cases it shall be
kept for further instructions from VNA.
b. Cabin Defect Log: Like the technical log for a normal flight, the 2nd sheet
of the set of the cabin defect log page shall be kept by authorized staff at line
station at least 24 hours from the departure.
c. MEL/Airworthiness related acceptable deferred defects Type “B”: these
sheets are always retained with the Technical Log Folder. -
d. Non MEL/Airworthiness related acceptable deferred defects Type “C”:
these forms are also retained with the Technical Log book.
e. Movement TELEX: It is refered to Reporting Procedure.
f. Concession Request: The authorized staff is not responsible the request but
he shall provide detail technical conditions and status of the aircraft at the
time the conssesion is under consideration.
VII. Records:
Item Discription and/or Approved Form Keeping Storage

Content Periord
1 Technical Log (Blue One) VNA-SQ-F14-01 24h or Line
Instruction* Station
2 Cabin Defect Log VNA-SQ-F14-04 N/A N/A
3 MEL/Airworthiness VNA-SQ-F14-02 N/A (for Line N/A
related acceptable deferred Station)
defects Type “B”
4 Non MEL/Airworthiness VNA-SQ-F14-03 N/A (for Line N/A
related acceptable deferred Station)
defects Type “C”
5 Movement TELEX**
6 Note to crews and VNA-SQ-F11-04 Until the note N/A
engineers (if any) is no longer
valid
Note:
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Date : Jan.2014
- (*) A Blue Technical Log Page shall be kept for a periord of 24 hours
from departure for a normal flight at the departure line station. In
abnormal cases, the periord shall be specified by VNA to the related
line maintenance sub-contractor.
- (**) Refer to Reporting Procedure for details.
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Date : Jan.2014
APPENDIX 2.2.1
TECHNICAL DOCUMENTATIONS AND RECORDS ON BOARD
No. Description Form No.

1 List of controlled forms, certificates, maintenance VNA-SQ-f11-01
data on board of aircraft
2 AIRFRAME DENT & BUCKLE CHART RECORD vna-Sq-f11-02
3 ENGINES DENT & BUCKLE CHART RECORD vna-Sq-f11-03
4 NOTES TO CREWS AND ENGINEERS vna-Sq-f11-04
5 aircraft fluid list vna-Sq-f11-05
6 technical log vna-Sq-f14-01
7 mel/airwothiness related acceptable deferred vna-Sq-f14-02
defects type “B”
8 NOn-mel/airwothiness related acceptable deferred vna-Sq-f14-03
defects type “c”
9 PRE-FLIGHT/TRANSIT CHECK vna-TE-f36
10 TERMINAL/DAILY CHECK OR EQUIVALENT vna-TE-f37
11 WEEKLY/LINE1/LINE2 CHECK OR EQUIVALENT vna-TE-f38
CAAV/FSSD-AIR-
12 PhiÕu yªu cÇu nh©n nh−îng- CONCESSION Request
040
Etops events-oriented reliability reports
13 Vna-rp-n2
(currently applicable for B777 aircraft only)
14 Cabin defect log VNA-SQ-F14-04
CRS-SMI of the last check(s) WITH THE NEXT DUE Vaeco fORM
15
INFORMATION Or equivalent
16 Out-of-phase maintenance Vaeco fORM
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2.3 Defect Control Procedure

I. Purpose:
To establish the procedure and instructions for the situations when
technical discrepancies are deferred as an ADD or cleared and request for
an extension of a MEL item should be made. MEL applications also are
mentioned in accordance with appropriate referenced VAR regulatory
requirements.
This procedure applies to VNA Safety- Quality & Security department,
Technical Department, Supply Department and all contracted
organization.
VNA-SQS Department, Technical Department, Supply Department,
VAECO, Authorised Staff at all line stations are required to implement
this procedure.
IV. References:
MME 3.13, 3.9.
ADD: Acceptable Deferred Defect;
CDL: Configuration Deviation List;
DDG: Dispatch Deviation Guide;
MEL: Minimum Equipments List;
A recurring defect is defined as a defect or defects of the same nature,
which has been recorded more than once in the Technical Log within 7
flights (or 03 consecutive operational days) where trouble shooting
action(s) did not rectify the defect.
VI. Contents of Procedure:
1. Deferring defect and MEL Application:
1.1 General:
In order to maintain flight schedule integrity, it occasionally becomes
necessary to defer the correction of minor discrepancies until maintenance
can be accomplished. Deferrals will be permitted under controlled conditions
defined in the VNA’s Manual System (MEL, CDL, and other technical
manuals).
The Authorized Staff, in association with VAECO, has the authority to defer
items that meet one or more of the following criteria:
a) The malfunctioning system or component is specifically listed in the MEL
or CDL.
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Date : Jan.2015
b) The item is of a non-airworthy nature.
MEL items will not be applied to aircraft if at the airport:
- Qualified maintenance personnel are on duty;
- The necessary facilities and equipment are ready, and
- Required parts, appliances, components, tools or materials to perform
the necessary repairs are available.
All deferrals will be authorized for a specific repair interval. If the repair
cannot be implemented within the repair interval, the concession may be
submitted to the SQS’s Director of VNA for approval.
Note 1: Request for concession will be mentioned here in section 1.4
below.
The ADDs are split into two groups in the Technical Log:
i) MEL/Airworthiness related ADDs (VNA-SQ-F14-02) – Numbered
sequentially from B001 onwards for an aircraft. These ADDs are those
related to the MEL/Airworthiness requirements and will additionally
include all defects that are within the Approved Maintenance Manuals
(SRM, AMM etc.) limitations.
ii) Non-MEL related ADDs (VNA-SQ-F14-03) – Numbered
sequentially from C00l onwards for an aircraft. These ADDs are those of
minor nature with no airworthiness implication.
When raising, progressing or clearing an ADD it is necessary to complete
an entry on the MEL or Non-MEL related ADD sheets as well as on the
Technical Log page. The ADD sheets will be completed in strict sequence
as mentioned above for that is one sheet must be complete before another
of the same group is started. As the ADD sheet only is a single copy all
certifications must be made on a Technical Log page and cross-referred.
Note 2: VAECO as a member and VAR145 – Contracted Maintenance
Agency of Vietnam Airlines shall have the responsibility to control and
monitoring/supporting the daily line maintenance activities which include
that at all Outstations of VNA.
1.2 To raise ADDs:
a) The Authorized staff shall refer to the appropriated ADD reference
sheet (VNA-SQ-F14-02/03) accompanied with the aircraft Technical
Log Book.
- For a defect: the next subsequence number shall be the reference
number of the new ADD.
- For the ADD – MEL related: see flowchart 2.3 at page 2.3/6
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Date : Jan.2015
When a defect occurs, certifying staff performs the step by step as
following:
STEP 1: Certifying staff assesses if the defect is recurring?
If defect is not recurring, certifying staff raises new ADD.
If defect is recurring, go to Step 2.
STEP 2: Certifying staff checks the MEL time remaining of previous
related ADD. If MEL time limit is remained, go to step 3. If MEL time
limit is NOT remained, go to Step 4:
STEP 3: Certifying staff raises a recurring ADD (with new ADD
reference number) with notes:
+ A note to crews and engineers, form VNA-SQ-F11-04 must be
raised to inform all flight crews and maintenance engineers working
further on the aircraft of the recurrence of the defect;
+ An addition note “THIS IS RECURRING DEFECT, REOPEN ADD
BXXX” must be also enter in technical log and related ADD reference
list.
STEP 4: Certifying staff grounds the aircraft and rectify defect if
aircraft is at home base (HAN, SGN).
Note: Under operation demands, MOC may require VAECO to apply a
concession.
If aircraft is outside of home base, certifying staff inform MOC/MCC
to request a concession with maximum 3 legs to home base.
b) Any time limit given for rectification of any MEL-related ADD will be
as indicated in the MEL only, with the DEFER. LIMIT DATE given as
the last date that the defect rectification must be carried out.
c) Any conditions and requirements of Approved Maintenance Manual
such as maintenance/operations procedures given in MEL/DDG…have to
comply with and entry in to Techlog as Actions Taken is required.
d) Annotate the Technical Log action taken column with the statement
“BX (or CX) ADD Raised” (X is the ADD sequence number) and include
any observations or troubleshooting carried out on the defect, any
operational limitations due to the defect and any precaution carried out
and/or Notice To Crew raised or inform to Flight crew if necessary.
Note 1: Authorized staff carrying out transit checks shall review the
Cabin Defects Log to ensure that all defects, which have not been
transferred, are non-airworthiness related, and have taken action (fix or
deferment) accordingly as required.
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Date : Jan.2015
Note 2: Defects found in Cabin Defect Log that have airworthiness
implications and have been transferred into Aircraft Technical Log shall
be annotated as such in the Cabin Defects Log and initialed in the
ACTION TAKEN box.
Note 3: Authorized staff has to liaise with VNA-Station manager when
the ADDs have affected to carrier’s ground operation (for example:
degrade of passenger’s accommodation, cargo compartment, seat
occupied, oxygen container…);
Note 4: for ADDs related to special operation such as CAT II/III, ETOPS,
RVSM/RNP: please refer to those procedures and proceed accordingly.
Note 5: according to A321/A330/B777/ATR72 MEL document, the
maximum number of inoperative MEL items that can be carried is 4. 4
MEL items B Defect are entirely independent on previous inoperative
items, and do not included:
+ CDL items
+ Repair Interval D
+ Passenger convenience items in ATA-25, as expressed in this MEL,
are those related to passenger convenience, comfort, or
entertainment such as, but not limited to, galley equipment, movie
equipment, ash trays, stereo equipment, overhead reading lamps,
headrests, armrests….
In the event of a conflict between the regulations of this manual and those
of the MEL/CDL/DDG, the MEL/CDL/DDG will govern.
1.3 To clear ADDs:
a) Insert the text appropriate to the rectification work carried out into the
ACTION TAKEN block of the Technical Log Page and certify the entry.
b) Complete the ADD sheet by annotating the CLEARANCE detail section with
Technical Log Page reference and item number and then certify the entry.
Certification will consist of the signature and approval authority of an
appropriately authorized CRS holder.
Note 1: for ADDs related to special operation such as CAT II/III, ETOPS,
RVSM/RNP: please refer to those procedures and proceed accordingly.
1.4 Time/Limitations control for MEL/Airworthiness related ADDs:
MCC VAECO is responsible to control ADD deadlines and ensure all the ADDs
must be cleared within allowable time/limitations.
- For ADD CAT C, MCC ensures that trouble shooting action and spare
part order must be performed within 5 (five) days after the ADD is raised.
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Date : Jan.2015
- For other categories of ADD, MCC ensures that trouble shooting action
and spare part order must be performed at the earliest opportunity. If required,
MOC will coordinate with OCC to arrange aircraft ground-time.
1.5 Concession Request:
Authorized staff at Outstations has to review ADDs for properly deferred and
maintained. VAECO is responsible for necessary maintenance follow-up
including spare parts support to ensure that the ADDs will be correctly cleared,
properly deferred.
MOC control the status of ADDs to ensure ADDs is deferred and cleared IAW
MEL/CDL conditions.
If the repair cannot be implemented within the repair interval, VAECO shall
prepare and certify Concession Request Form CAAV-FSSD-AIR040 before
sending to MOC. MOC shall verify and submit the Form to SQS Department.
1.6 Recurring defect monitoring:
VAECO is responsible for verifying recurring defects and performing effective
trouble shooting action. If a defect is defined as recurring:
- If the defect is deferred, CRS must annotate in the Defect Information (Form
VNA-SQ-F14-02) that it is recurring and create a note to crews and engineers by
Form VNA-SQ-F11-04.
- MCC shall report to MOC by the Form VNA-RP-F0103.
- MOC will inform OCC and contracted outstation maintenance organization
about recurring defects.
- When the recurring defect is completely cleared, the final action taken must be
entry into techlog and Form VNA-RP-F0103. MCC shall send final recurring
defect report to MOC.
VII. Records:
Content Periord
1 Recurring defect VNA-RP-F0103 For one year MOC
report
2 Note to crews and VNA-SQ-F11-04 Until the note N/A
engineers is no longer
valid
VIII. Recurring defect monitoring flowchart
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Date : Jan.2015
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CHAPTER 2 Issue: 02
Date : Jan.2014
2.4 Fueling Procedure

I. Purpose:
To establish Re-Fueling/De-fueling in accordance with the appropriate
referenced Authority Regulations and Vietnam Airlines Requirements.
This procedure is applicable to Organisations and/or Personnel involved
in the Line Maintenance Servises for VNA’s aircraft.
III. Responsibility
The Authorized Staff at outstations is responsible for the specified
procedures.
IV. References:
MME 2.5.4, 3.13.
V. Definition and abbreviation: N/A

1. Re-fuelling:
- Upon arrival, the pilot is responsible for recording correctly fuel
quantities onboard as requested at the completion of the technical log;
- When carrying out preflight or transit, the authorized staff will
communicate with flight crew in order to get pre-uplift fuel quantity.
Then he/she will inform to the Fuel supplier’s staff for fuel uplift. All
tasks which must be done by the authorized staff have been listed on
the appropriate check list onboard;
- The authorized staff must monitor the whole fueling process and on
behalf of VNA he signs into fuel receipt;
- Recording fuel uplift as the instruction is mandatory to the authorized
staff. He also must sign off the technical log page;
- Finally, the authorized staff informs the pilot of the fuel quantity
uplifted and completes the technical log before departure;
- All check lists are placed onboard for facilitating maintenance tasks.
2. Defuelling:
- During operations if de-fueling is necessary, authorized staff shall be
communicated by flight crew on the quantity to be de-fueled.
Communication with flight crew is un-necessary in cases when the de-
fuel tasks is just to avoid water in fuel tanks.
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Date : Jan.2014
- The authorized staff shall communicate with the VNA representative
and Contracted Fuel Service Company for the vessel/tanker to de-fuel
to. Make sure that the vessel or tanker
- The authorized staff shall perform the defueling task in accordance
with the AMM tasks concerned, other safety precautions and all
additional precautions that the local airport authority may have at that
particular area/gate/airport.
- Make sure to complete all necessary paper work (Technical log entry
for the task/other confirmation that required by the VNA
representative) after the defuel task have been performed.
Note 1: Re-Fueling/De-fueling Operation is normally carried out by the
Contracted Fuel Service Company before take-off and VNA has accepted
Fueling/De-fueling procedure of the Service Company/AMO. In case of
conflict between procedures, AMO procedure has the priority.
Note 2: Authorised staff is responsible for obtaining from VNA’s pilots a
Fuel quantity to be uploaded in to Aircraft and inform the Fueling
company as required.
Note 3: Before fueling Authorised staff has be sure that fuel delivered
onto aircraft is:
3. Free of contamination;
4. Is of correct grade and specification for each aircraft type.
Note 4: During refueling, Authorised staff has to comply with safety
precaution mensioned in related AMM and other requirements that the
local airport authority may have at that particular area/gate or airport.
When necessary, the actual quantity of on-board fuel shall be measured,
using manual magnetic stick. The maintenance action shall be recorded
and certified in the relevant Technical Log page to confirm the correct
fuel quantity on-board for the intended flight.
After departure, a report shall be made as per 2.5 “Reporting System”.
VII. Records:
Item Discription and/or Approved Keeping Storage

Content Form Periord
24hours min
1 Technical Log VNA-SQ-F14-01 or Outstation
Instruction*
2 Movement TELEX**
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CHAPTER 2 Issue: 02
Date : Jan.2015
2.5 Reporting System

I. Purpose:
To establish the reporting procedure concerning the aircraft status at
outstations.
This procedure applies to Authorized staff involved to the Line
Maintenance Processes for VNA’s aircraft.
VAECO’s authorized staff and VNA Line Maintenance Service
Provider’s staff are responsible for performing this procedure.
IV. References:
- MME 3.9, 3.13.
V. Definition and abbreviation: N/A

1. LINE STATION TELEX (REPORTING)
VNA designs three forms of line maintenance TELEX as following:
a) Aircraft departure TELEX:
(SENDERS ADDRESS)……..DATE/MONTH/YEAR (UTC):…….TIME
(UTC):……
A.T.A.:………A.T.D:……TOTAL HOURS:………TOTAL CYCLES:………
SECTOR TIME:………
AA1 FIRST DEFECT
AA2 SECOND DEFECT
AA3 THIRD DEFECT
BB1 FIRST DEFECT RECTIFICATION ACTION

BB2 SECOND DEFECT RECTIFICATION ACTION
BB3 THIRD DEFECT RECTIFICATION ACTION
CC 1 DEFERRED DEFECT RAISED DETAILS (Item, P/N, S/N, TLP#,

Approval#)
CC 2 DEFERRED DEFECT RAISED DETAILS (Item, P/N, S/N, TLP#,
Approval#)
DD1 DEFERRED DEFECT CLEARED DETAILS (Item, P/N, S/N, TLP#,

Approval#)
DD2 DEFERRED DEFECT CLEARED DETAILS (Item, P/N, S/N, TLP#,
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CHAPTER 2 Issue: 02
Date : Jan.2015
Approval#)
EE TYPE OF CHECK COMPLETED ……… DATE (UTC) ……. TIME (UTC)
FF1 ENGINE # 1 OIL UPLIFTS IN QTS

FF2 ENGINE # 2 OIL UPLIFTS IN QTS
FF3 APU OIL UPLIFTS IN QTS
GG1 LEFT (GREEN) HYDRAULIC SYSTEM UPLIFTS IN QTS

GG2 CENTER (BLUE) HYDRAULIC SYSTEM UPLIFTS IN QTS
GG1 RIGHT (YELLOW) HYDRAULIC SYSTEM UPLIFTS IN QTS
HH UNSCHEDULED CHECK REQUIRED (BIRD STRIKES etc)
II DELAY TIME ………… DELAY DUE TO………….. A.T.D…………

JJ ENGINEER NAME AND APPROVAL NUMBER
b) Aircraft Technical Delay Telex:

(SENDERS ADDRESS)………..DATE/MONTH/YEAR (UTC):…….TIME
(UTC):…...
A.T.A.:………A.T.D:………TOTAL HOURS:…………TOTAL
CYCLES:…………
SECTOR TIME:………..
AA A/C REG.
BB FLIGHT # AFFECTED
CC TECH. LOG PAGE #
DD S.T.A
EE A.T.A
FF S.T.D
GG INITIAL OR FINAL DELAY ADVICE
HR DEFECT DESCRIPTION
II DEFECT RECTIFICATION ACTION
JJ DEFECT ITEM DETAILS. (Item, P/N, S/N)
KK DEFERRED DEFECT RAISED DETAILS. (Item, P/N, S/N, TLP#,
Approval#)
LL SPARE PART REQUIREMENT DETAILS
MM AIRCRAFT DECLARED SERVICEABLE AT DATE (UTC):..TIME
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CHAPTER 2 Issue: 02
Date : Jan.2015
(UTC):..
OO A.T.D
PP DELAY TIME
QQ ENGINEER NAME AND APPROVAL NUMBER
c) Aircraft Night Stop/Remote Scheduled Check Telex:

(SENDERS ADDRESS)………DATE /MONTH/YEAR (UTC):……..TIME
(UTC):…...
A/C REG:…………. FLIGHT #……….. TECH LOG PAGE #:…………
ATA:………………… TOTAL HOURS:………….. TOTAL CYCLES:…….
AA1 CURRENT DEFERRED DEFECTS
BB1 DEFERRED DEFECT RAISED DETAILS. (Item, P/N, S/N, TLP#, Approval
#.)
BB2 DEFERRED DEFECT RAISED DETAILS. (Item, PIN, S/N, TLP#,
Approval#.)
BB3
CC1 DEFERRED DEFECT CLEARED DETAILS. (Item, P/N, S/N, TLP#,

Approval#.)
CC2 DEFERRED DEFECT CLEARED DETAILS. (Item, PIN, SIN, TLP#,
Approval#.)
DD TYPE OF CHECK COMPLETED…DATE (UTC):…TIME (UTC) …….

EE ENGINEER NAME AND APPROVAL NUMBER
Depending on the aircraft status and operation, a telex form raised must
be sent to SITA addresses bellows:
Item Organizations SITA @ Email (in case SITA is not
available)
1 Vietnam HDQEPVN moc.tech@vietnamairlines.com
Airlines
Technical
Department
2 VAECO - HANEMVN mcchan.vaeco@gmail.com
MCC HAN
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CHAPTER 2 Issue: 02
Date : Jan.2015
Note: Although use of the above mentioned aircraft departure TELEXs are
highly recommended by VNA, aircraft departure telex is optional for all normal
flights with CRS onboard. For other abnormal situations the CRS may use any
mean of communication (phone/fax/Telex) to contact the related VAECO MCC
to inform about the aircraft status and to provide related information in a timely
manner.
2. A.O.G. and Technical Delay Report
Definitions:
- An A.O.G. is defined as when an aircraft is unable to continue in
operation due to defect(s) or occurrence which compromises its
airworthiness and serviceability. This might be caused by lack of spare(s)
and/or resources required to rectify the defect or because of an accident or
incident.
- A technical delay is classified as when an aircraft has departed 15
minutes after Scheduled Time Departure (STD) due to Technical Defect
or Occurrence.
Authorized Staff are responsible for informing the related VAECO MCC
immediately of all the details concerning to any A.O.G. / technical delay
or any potential delay situation and related details pertaining to the event
by any available means of communication to avoid flight schedule
interruption and to ensure possible aircraft re-scheduling.
Recording requirement:
Authorized staff should record all details related to the A.O.G. situation
and all information related to Technical delay (or Telex format for Line
Station - Refer to Line Station Telex mentioned above). Forward it to the
related VAECO MCC and VNA Technical Department as soon as
possible.
3. Mandatory Occurrence Report
3.1 General:
A defect or occurrence is reportable when it endangers, or if not corrected
would endanger the safety of the aircraft, its occupants, or any other
person.
Examples of reportable occurrences are listed at the end of this procedure.
Any person discovering a defect or occurrence, which is classified as
reportable, is responsible for raising a CAAV Mandatory Occurrence
Report form 14 a/b as soon as possible but in any case, within 72 hours of
the discovery. If the occurrence is serious enough to warrant immediate
action and involves damage to the aircraft or injury to personnel, initial
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CHAPTER 2 Issue: 02
Date : Jan.2015
reporting shall be made directly to the related VAECO MCC by
telephone, fax or SITA. The CAAV MOR form 14 a/b shall be sent at the
soonest but within 48 hours to Technical & SQS departments of Vietnam
Airlines.
3.2 Instances requiring additional report:
An additional report to the Mandatory Occurrence Report will only be
raised whenever any occurrence happened that may endanger the lives of
the flight crew, the passengers or any person on the ground. Vietnam
Airlines Technical and SQS departments may request additional detailed
reports from its contracted maintenance organisation/line maintenance
service provider in these cases.
3.3 Completion requirements:
Authorized Staff are required to:
a. Complete the Mandatory Occurrence Report form: CAAV Mandatory
Occurrence Report form 14 a/b, which is kept in the aircraft documents
files on board the aircraft.
b. Follow respective procedure in retrieving and obtaining any required
documents related to the occurrence.
c. Forward the report immediately to the related VAECO MCC for proper
dissemination later.
Note: Authorized Staff should immediately inform the related VAECO
MCC of all the details concerning to the A/C occurrence by any available
means of communication to avoid flight schedule interruption and to
ensure possible aircraft re-scheduling.
3.4 Mandatory occurrence to be reported
The following are examples of reportable occurrences and are given for
the guidance of engineers. The list does not include all possible examples
and engineers should use their judgment whenever they discover a defect,
as to whether it comes within the scope of reportable occurrences.
Damage to aircraft in flight, or on the ground, which falls in the following
categories:
- Failure or defects in primary structure due to any cause.
- Cracks, corrosion, or permanent deformation of aircraft structure not
previously encountered, or greater than expected and routinely dealt with
under normal maintenance, repair or inspection procedures.
- Any failure of non-primary structure, which may endanger the safety of
the aircraft if not corrected.
- Any part of the aircraft becoming detached in flight.
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Date : Jan.2015
- Any damage caused by FOD.
System or component failure leading to:
- In flight shut down.
- Fire or explosion.
- Fire or smoke warning.
- Declaration of emergency landing.
- Rejected take off.
- Unintentional deviation from flight path caused by defective system or
component.
- Emergency evacuation or inadvertent deployments of escape slides.
- Unplanned diversion or return to base.
- Forced landing.
- Departure from the runway due to loss of control.
- Loss of braking.
- Loss of control due to turbulence or system failure.
- Failure of primary and back up control systems.
- Significant leakage of fuel, hydraulic fluid or oil.
- Spillage of toxic or corrosive substances.
Other occurrences to be reported:
- Hard landing, overload.
- Landing outside the takeoff/landing way.
- Aircraft tire burst.
- Lightning.
- Failure of ground facilities and guidance systems.
- Contamination of fuel or incorrect fuel loading.
- Incorrect declaration of hazardous or restricted cargo.
- Incorrect packing or loading of cargo.
- Incorrect passenger loading.
* Personnel Safety:
- Injury caused by faulty equipment.
- Injury caused by incorrect handling practices.
- Violent or unruly passengers.
- Sickness or drunkenness of flight crew.
- Injury caused by unpredicted turbo.
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4. ETOPS Reports:
As Vietnam Airlines operate ETOPS for B777 and A330 fleet, the following
situations related to ETOPS operations must also be reported to VNA by form
VNA-RP-N2 within 24hours after the event by the contracted maintenance
organisation:
- IFSDs, except planned IFSDs performed for flight training.
- Diversions and turnbacks for failures, malfunctions, or defects
associated with any ETOPS Significant Systems.
- Uncommanded power or thrust changes or surges.
- Inability to control the engine or obtain desired power or thrust.
- Inadvertent fuel loss or unavailability, or uncorrectable fuel imbalance
in flight.
- Failures, malfunctions or defects associated with ETOPS Significant
Systems.
- Any event that would jeopardize the safe flight and landing of the
airplane on an ETOPS flight.
Note: Initial information shall be reported by Line maintenance service provider
within 48 hours. As the course of further investigation, VNA may request
detailed reports and additional information when necessary.
VII. Records:
Item Description Approved form Retention Place of Retention

period
1 Departure As described 03 months
Telex
2 AOG VNA-TE-F01 12 months Technical Dept. and VAR-145
report contracted Organisation.
3 Delay VNA-TE-F02 12 months Technical Dept. and VAR-145
Report contracted organisation.
4 Mandatory CAAV form 24 months VNA’s Technical Dept; SQS
Occurence 14 a/b or as department and VAR-145
Report instruction contracted organisation
5 ETOPS VNA-RP-N2 VNA’s Technical Dept; SQS
events- department and VAR-145
oriented contracted organisation
reliability
reports
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Date : Jan.2014
2.6 De/Anti-Icing Procedure

I. Purpose:
- To establish de-icing/anti-icing procedure in accordance with the
appropriate referenced Authority Regulations and Vietnam Airlines
Requirements.
- To ensure that during low temperature conditions, an aircraft ready for
flight must not have ice, snow, clush or forst adhering to its surfaces.
This procedure applies to Organisations and Personnel involved to the
Line Maintenance Activities for VNA’s aircraft.
The Lines Station Authorized Staff, the ground handling staff and the
pilots are responsible for ensuring that aircraft is being De/anti-iced in
accodance with the specified procedures.
IV. References:
MME 3.16.
De/anti –icing is a combination of the two procedures: de-icing and anti-
icing performed in one or two steps.
1. During low temperature conditions, the authorised maintenance staff
performs ice-check immediately before the aircraft departure.
2. The authorised maintenance staff and/or the pilots will decide if the
aircraft need to remove frost, ice and snow.
3. Perform removal of frost, ice and snow with or without using de-icing /
anti-icing fluid.
4. De/anti-icing operation is normally carried out by the Contracted
Ground Handling Company before take-off. VNA has accepted
De/anti-icing procedures of the Ground Handling Company upon
approval by Safety-Quality & Security Department of VNA.
5. The authorised staff must communicate and check with the Contract
Ground Handling Company to make sure that the correct type of fluid
(if any) is used for the de/anti-icing of the aircraft iaw the instructions
of the aircraft manufacturer.
6. Accomplish final check before aircraft dispatch to ensure aircraft is
cleaned. This check is normally performed from both outside the
aircraft and inside the flight deck.
7. The maintenance action shall be recorded and certified in the relevant
Technical Log page to confirm the correct type and quantity of the fluid
used.
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Date : Jan.2014
8. Other information/instructions for the safe takeoff (such as hold-over
time…) shall be given to the flight crew.
VII. Records:
1 Technical Log (Blue One) VNA-SQS- 24 hours min Line
F14-01 or Station
Instruction*
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Date : Jan.2014
2.7 Component’s movement monitoring
I. Purpose:
The purpose of this procedure is to establish a procedure for
controlling/monitoring of movement of aircraft components on line
maintenance.
This procedure is applied to all aircraft components on line maintenance.
Removal/Installation of aircraft components at line stations includes but
not limits to the tasks below:
1. Identification of the parts needed for removal/installation;
2. Spare parts request, acquisition and handling; (incoming inspection,
VAECO MCC support);
3. Removal/installation of the parts;
4. Returning Defective/Serviceable components and all
documentations relating to the removal/installation to main base or
to the address provided by the VNA representative or the related
VAECO MCC.
Authorized staff at outstation will be responsible for this procedure.
VAECO MCC managers are responsible for controlling, monitoring of all
aircraft components at Line stations.
IV. References:
MME 2.5.6, 2.5.7.

1. Identification of the parts needed for removal/installation:
When necessary, the authorized staff must identify the correct parts need for
removal/installation from/onto the aircraft for the following purposes:
- Returning the aircraft to the airworthy condition; or
- Just for correct spare handling of VNA (VNA may have to return a loan
item/pooling part to a specified partner at that particular line station at a
particular time).
VAECO is responsible for controlling and monitoring/supporting the daily line
maintenance activities that include spare handling at outstations of VNA.
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CHAPTER 2 Issue: 02
Date : Jan.2014
2. Spare parts request, acquisition and handling; (incoming inspection,
VAECO MCC support):
Parts installed to VNA’s aircraft may be the VNA own spare parts,
loan/pooled parts or purchased from other operators/sources and sent
directly to contracted maintenance organization at outstations.
When there is a need for spare part arisen at an Outstation, the authorized
staff will raise a spare part request and forward to MOC/MCC as follows:
- The Outstation Manager at Line station sent Fax or Telex (SITA)
message to MOC/MCC for spare parts required. The message will have all
details including P/N required, description and location of the unit,
providing as much as practicable Troubleshooting Information for any
possible technical support.
- Recording all troubleshooting details in aircraft Technical Log.
- Upon spare arrival doing the incoming inspection to make sure:
a. The part:
9 is properly packed; and
9 free of external physical damage; and
9 no sub-assembly missing without declaration in a missing list; and
9 is corrected with the spare part request made by the line station
manager; and
9 modification/airworthiness status requirements must be met for the
installation; and
9 for parts with self-life requirements, the requirements
(FH/FC/times…) must be met.
b. Associated documentations/certificates:
9 EASA Form 1/FAA Form 8130/TCCA Form One (or equivalent).
9 Logbook (if applicable).
9 Serviceable tag from supplier.
- If the parts are purchased and sent directly to contracted maintenance
organization for installation, the original documents/certificates must be
sent to MCC or loaded on-board with flight crew’s notice.
- At outstations, using spare parts supplied by contracted maintenance
organization is accepted with attached serviceable tag. In case the part is
loaned for more than 30 hours, a Certified True Copy of spare part
certificate (EASA Form 1/FAA Form 8130/TCCA Form One or
equivalent) must be sent to MOC/MCC.
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Date : Jan.2014
Note 1: Usage of the loan items or pooled parts at Outstation due to
logistic arrangement requires VAECO’s authorization.
Note 2: Due to the expense of loan/pooled item, it is imperative that the
earliest possible action must be taken to replace that items.
VAECO’s MCC will coordinate with all VNA concerned departments for
locating the required spare parts and will inform the Line Station as
promptly as the spare part details become available.
3. Removal/installation of the parts:
- Carrying out component replacement as soon as the spare arrived and in
accordance with the instructions of the aircraft manufacturer.
- After installation and satisfactory check have been carried out, ensure
that:
a. All required part replacement details have been correctly entered
and certified in the Technical Log (All information related to loan
item must be recorded (P/N, S/N, description, A/C reg., on which
loan item fitted, tech. log page, FH and FC at which loan item is
fitted). All accompanied release documentation of the replacement
part are attached to the corresponding Technical Log page or
inserted securely in the Technical Log cover folder.
b. In case of installing the Loan/Pooled Part: An ADD C category
has been raised for the Loan/Pooled Part monitoring (this is done
due to the charge of loan item, the part must be removed and
returned as soon as VNA own part is available).
- In some cases, there may be a need to remove a serviceable part from an
aircraft in order, for example, to return to the owner after loan period, or to
facilitate the investigation of incidents, where the recorders may be
required to remove and download.
- The removal of serviceable part from an aircraft can be carried out only
when there will be a work order and detailed instructions from VAECO’s
MCC and approved by MOC.
- The authorized staff removing the part shall take all necessary precautions
to ensure that the part is removed properly from the aircraft. All removal
data (P/N, S/N) must be entered accurately into the Technical Log page. A
Technical Log entry in the DEFECT column will be made to record the
reason for the removal.
- The status of the part removed shall also be recorded in the Technical log
book.
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Date : Jan.2014
- Before taking off the Technical Log page, make sure that the page is filled
with all the latest flight information.
- Completion of the required for part replacement paper work as per
LMM.2.2 “Use and Completion of Line Documentations”.
4. Returning Defective/Serviceable components and all related records &
documentations:
- All defective parts removed from the Aircraft and parts removed from an
aircraft by a work order must be labeled to reflect the condition of the part.
All information of the part such as P/N, S/N, reason to remove, the date of
removal, A/C registration from which part has been removed must be filed
in the U/S label (Form VNA-SQ-ST-01) by an authorized CRS staff.
Note: In case the original Form VNA-SQ-ST-01 not available at the
line station, copy of the form shall be made from the LMM and filled
by an authorized staff for the status of the removed/defective part.
- Defective components removed from A/C must be returned to store with
all documents reflect detail condition of that component ( Post Flight
Report (PFR), Pilot Report (PIREP), Maintenance Report (MAREP),
CFDU/BITE/Troubleshooting data, Technical log page and the failure
results of the return to service test procedure as per the CMM (if
applicable).
- Other components including consumable that may be required to be
retained for investigation in the case of incident/accident will be returned to
main base when authorized staff at Line station is requested to do so.
- The defective components and removed parts shall be packed into the
proper packing (preferable original one), which must meet all
transportation requirements and any additional requirements if instructed
by VAECO. The packing will be marked as required, and the part will be
shipped back whether to the related VAECO MCC and then to the related
store for data processing and transferring to main store or to the address
specified by VNA/VAECO MCC.
Note: Not returned defective components will be disposed as
instructed by VNA.
- All relevant documentation shall be inserted into the appropriate
protection bag and be securely attached to the container (or box) of
removed part.
- The authorized staff will follow instructions from the related VAECO’s
MCC for shipping arrangement details, and shall inform VAECO’s MCC
by TELEX (SITA), or fax when the part has been shipped.
5. Part Manufacturer Approval (PMA):
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CHAPTER 2 Issue: 02
Date : Jan.2014
- For leased aircraft, the use of PMA part must be accepted by lessor.
- PMA parts listed in IPC can be used without any additional permission.
- For PMA parts that are not listed in IPC:
VNA only use PMA parts for aircraft interior: cabin seats, galley,
IFE, reading light, side panel,…
VNA only use PMA parts fabricated by manufacturers who are
listed in IPC or certified by CAAV.
VII. Records:
Form VNA-SQ-ST-01 (refer to chapter 4)

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CHAPTER 2 Issue: 02
LINE MAINTENANCE PROCEDURES Rev : 03
Date: Dec. 11
2.8 Aircraft Incident/Accident Handling Procedures

I. Purpose:
Self explaination.
II. Scope of affected:
This procedure applies to Organisations and Personnel involved to the
Line Maintenance Processes for VNA aircraft in situations of Incident/
Accident.
Line Maintenance Service Provider and their staff.
IV. References: N/A
1. General:
1.1 An Incident/Accident is defined as any occurrence involving an
abnormal action taken or damage caused which may involve an
operational or non-operational aircraft.
1.2. The classification of Incident and Accident is: Incident will not result
in the injury or death of any person; Accident will result in the injury or
death of any person.
1.3. An incident/accident may be registered as a result of or an interaction
between the following:
a. An aircraft to an aircraft;
b. An aircraft to a foreign object or a person;
c. An aircraft to a motor vehicle;
d. An avoidance action;
e. An aircraft and the ground.
2. Authorized Staffs’ responsibility:
2.1 Report immediately by any means of communication to MOC of the
Incident/Accident with initial information.
2.2 To record as accurate as possible all the details of any
Incident/Accident that occurred at the station and to entry all related
information into a MOR form – CAAV form 14a/b, which is kept in the
aircraft documents files on board the aircraft and in chapter 4 of this Line
Maintenance Manual.
Page 2.8/ 2
CHAPTER 2 Issue: 02
LINE MAINTENANCE PROCEDURES Rev : 03
Date: Dec. 11
2.3 To forward the Incident/Accident report (MOR form) promptly to the
related MCC as soon as practicable.
2.4 Carry out maintenance as per Maintenance Manual relating to
Incident/Accident Recovery and/or instructions from the related MCC or
MOC.
VII. Records:
Item Description Approved Retention Place of retention

form period
1 Occurence Report CAAV- 24 month Outstation

Form 14
2 Telex N/A Outstation
Page 2.9/ 1
Date: Jan.2014
2.9 ETOPS maintenance procedures

I. Purpose:
This is a procedure for all additional maintenance to be performed on the
VNA B777 and A330 fleet for meeting the upto 120-minute ETOPS
operation requirements regardless the nature of the intended flight (ETOPS
or non-ETOPS).
II. Scope of affected:
- This procedure provides all ETOPS requirements that pertain to
Outstation maintenance activities, where the systems, methods and
procedures are defined as mandatory, and must be complied with to
obtain and maintain the CAAV ETOPS Operational Approval.
- This ETOPS Procedure must be included into the Outstation’s staff
ETOPS Awareness Training Program Syllabus for VNA Aircraft
Maintenance Service Qualifications and shall be reviewed as part of
recurrent training. Additionally, recurrent ETOPS training shall focus on
the following:
1. Significant changes to VNA ETOPS program.
2. Significant ETOPS airplane modifications and configuration changes.
3. Review of ETOPS training as required.
- Though the Focal and Contact Point for all maintenance operational
ETOPS concerns of Vietnam Airlines is Maintenance Operational
Control (a section of the VNA Technical Department), for the effective
and timely actions, all outstations carry out maintenance for VNA B777
fleet and A330 must make contact all-through the VAECO MCC :
For B777
VAECO MCC HCM
Tel: 84 8 38424 939
Fax: 84 8 38457 608
Sita: SGNEFVN
For A330
VAECO MCC Hanoi
Tel: 84 38 8 65020
Fax: 84 38 8 65019
Sita: HANEMVN
III. Responsibility
Page 2.9/ 2
Date: Jan.2014
VAECO and the Line Station Authorized Staff are responsible for the
procedure.
IV. References:
MME;
ETOPS Maintenace Manual.
Page 2.9/ 3
Date: Jan.2014

The current regulatory guidance document AC 120-42B (FAA) is accepted
by the CAAV to be the basis requirement for ETOPS approval of VNA.
Downgraded ETOPS is ETOPS restricted to less than the Operational
Approval stipulated time of 120 minutes.
Non-ETOPS are flights that remain within 60 minutes of landing at
suitable airport.
1. ETOPS Configuration Control
This sub-procedure is to ensure compliance to the current Configuration,
Maintenance and Procedures (CMP) standard set out by the aircraft
manufacturer.
At outstations, before installing a part on the aircraft, the certifying staff
must do the following:
a. Check that the part P/N is listed in the relevant IPC (and not listed in
the Non-ETOPS Parts List). Only parts (including borrowed or pooled
one) approved for ETOPS shall be used. If a part is Non-ETOPS
approved (not found in the IPC, or found listed in the Non-ETOPS Parts
List), go to the next step.
b.Check with the VAECO MCC for the part status. If the part is
considered non-ETOPS approved or with restrictions and is permitted to
install on the aircraft, the next step will apply.
c. Install the non-ETOPS part or part with restrictions on the aircraft and
release the aircraft to service after completing the followings:
- Against the entry of faulty part in the DEFECT column, add a phrase
“A/C DOWNGRADED TO NON-ETOPS, DUE TO NON-ETOPS
PART (or PART WITH RESTRICTIONS) FITTED” into the ACTION
TAKEN column of the Aircraft Technical Log after statement about
defect rectification.
- Raise an ADD “B” type (deadline note: “UNTIL ETOPS PART
REFITTED”) and open a NTC to inform flight crews that the aircraft is
downgraded to NON-ETOPS; circle YES in the “OPS LIMIT” box in
the ADD “B” type list (pink color).
- Brief Flight Crew of any possible performance limitations.
- Advise VAECO MCC of the situation by a standard departure telex.
2. MEL application
This sub-procedure is to ensure compliance to the ETOPS Requirements
when release the aircraft with deferred defects that have remarks
Page 2.9/ 4
Date: Jan.2014
“EXCEPT FOR ETOPS” in the MEL manual. As this may have an impact
on Downgraded ETOPS or Non-ETOPS status, the current status of the
aircraft must be communicated effectively throughout VNA maintenance
and operation systems.
At outstations, when a defect can not be rectified on time, the Certifying
Staff will assess the deferrable defect again MEL.
If MEL allows but with the condition of Non-ETOPS or downgraded
ETOPS operation, VAECO MCC must be informed immediately.
When permitted to release the aircraft to service with the defect deferred
for Non-ETOPS or downgraded ETOPS flight, the Certifying Staff must
do the following:
a. Add the phrase “A/C DOWNGRADED TO NON-ETOPS (or
DOWNGRADED ETOPS)” in the ACTION TAKEN column of the
Technical Log after statement about defect rectification,
b. Raise an ADD “B” type and open a NTC as per normal procedure,
adding the phrase that “AIRCRAFT IS DOWNGRADED FOR NON-
ETOPS (or DOWNGRADED ETOPS) STATUS”; circle YES in the
“OPS LIMIT” box in the ADD “B” type list (pink color).
c. Brief Flight Crew of any possible performance limitations.
d. Advise VAECO MCC by a standard departure telex about the
situation.
3. ETOPS significant systems and resolution of aircraft discrepancies
An ETOPS significant system is a system or component, which, if fails, may
cause a diversion or impede the safety of the aircraft or passengers during the
diversion.
The purpose of this sub-procedure is to provide guidance to determine ETOPS
significant systems and to ensure defects and maintenance actions on ETOPS
significant systems be rectified, certified and verified successful prior to
ETOPS flights.
Below is the guide for ETOPS significant systems:
At outstations, the Certifying Staff will refer to the Table 1 &2 below for a list
of ETOPS Significant Systems when a system is reported to be defective and
determine the need of verification flight, if the following conditions are satisfied:
3.1 Verification action for maintenance is required in the following
circumstances:
a. ETOPS significant system failure.
b. IFSD, un-commanded power changes or surges, or inability to control
engine or obtain desired power.
Page 2.9/ 5
Date: Jan.2014
c. Maintenance done on multiple, similar systems.

d. Interchanging (swapping) parts in ETOPS significant systems for
trouble shooting.
e. ETOPS significant system defects, which appear only at certain
altitudes, temperatures, flight phases or flight duration.
f. ETOPS significant system defects, which are intermittent.
3.2 The circumstances that require verification flights are:
a. ETOPS significant system defects, which appear only at certain
altitudes, temperatures, flight phases or flight duration.
b. Effective ground checks do not exist that positive rectification can be
ascertained.
c. Effective AMM checks do not exist that positive rectification can be
ascertained.
d. BITE checks which is not sufficient to positively verify the
maintenance action.
3.3 If in-flight verification is required, the following steps will be
performed:
a. The Certifying Staff will:
- Answer in the ACTION TAKEN column next to the DEFECT
column about the defect rectification with statement that
verification flight is needed.
- Raise an ADD to record the need for verification flight, detailing
the requirement, such as “ETOPS VERIFICATION OF THE XXX
SYSTEM OPERATION/FUNCTION IN-FLIGHT, AT XXX
ALTITUDE”, or “FOLLOWING ENGINE NO. XX CHANGE, THE
PARAMETERS XXXX NEED TO BE MONITORED IN ETOPS
VERIFICATION FLIGHT”, etc.
- Inform the VAECO MCC and indirectly (via MCC) VNA Flight
Operations Department. The following kinds of flights may be
suggested for verification flight, depending on the nature of
rectified defects:
i. Non-ETOPS revenue flight.
ii. ETOPS revenue flight subject to system verification during
the first 60 minutes of flight provided the airplane is within
60 minutes diversion time of a suitable alternate airfield.
iii. Test flight.
Page 2.9/ 6
Date: Jan.2014
b. If the VAECO MCC cannot get the confirmation for the verification
flight from the VNA Flight Operation, the aircraft will be dispatched
for Non-ETOPS flights with the ADD remains.
c. If confirmation from the VAECO MCC for verification flight is
received, the following entry will be made in the Technical Log
DEFECT column:
“THE ETOPS RELATED RECTIFICATION IN TECHNICAL LOG P/N
XXXXX NEEDS VERIFICATION IN THE NEXT FLIGHT. PLEASE
MONITOR THE PARAMETERS XXXX.”
For an engine change, the parameters include N1, N2, oil pressure, oil
temperature and vibration.
d. Before the flight, the Certifying Staff, who releases the airplane for
service, may need to brief the flight crew about the requirements.
e. If verification flight is satisfactory, the down-line (destination)
Certifying Staff will clear the ADD as per normal procedure, and
advise the related VAECO MCC to get the aircraft back to ETOPS
status.
Page 2.9/ 7
Date: Jan.2014
ATA
ATA CHAPTER ETOPS SIGNIFICANT SYSTEM
SECTION
21 Air Conditioning -31 Cabin Pressure Control System
-51 Pack Flow Control
Pack Cooling and Mix Manifold
-52 Temperature Control
-61 Zone Temperature Control and Indication.
22 Auto Flight -11 Autopilot Flight Director System
-31 Thrust Management Computing System
23 Communications -11 High Frequency (HF) Communication System
-15 SATCOM
24 Electrical Power -11 Integrated Drive Generator
-21 APU Driven Generator
-22 AC Generation and Bus Control
-25 Backup Generator
-32 Transformer Rectifier Units (TRUs)
26 Fire Protection -11 Engine Fire Detection
-15 APU Fire Detection
-16 Lower Cargo Compartment and E/E Smoke
Detection
-23 Lower Cargo Compartment Fire Extinguishing
28 Fuel -22 Engine Fuel Feed System
-25 APU Fuel Feed System
-41 Fuel Quantity Indicating System (FQIS)
30 Ice, Rain Protection -11 Wing Anti-Icing
-21 Engine Inlet Anti-Icing
-31 Pitot, Angle of Attack, Total Air Temperature.
-34 Engine Probe Heat

-41 Flight Compartment Window Anti-Icing
34 Navigation -43 Weather Radar System
-61 Flight Management Computing System.
36 Pneumatic -11 Engine Air Supply.
-12 Air Supply Distribution
49 Airbone Auxiliary -11 Auxiliary Power Unit
Power -13 APU Mounts
-14 APU Harness
-15 APU Inlet Door
-16 APU Drains and Vents
-27 APU Oil Filter Elements
-28 APU Oil Heater Assembly
-31 APU Fuel Sytem
Page 2.9/ 8
Date: Jan.2014
-41 APU Ignition

-42 APU Starting
-43 APU Air Turbine Starter
-52 APU Inlet Guide Vanes
-53 APU Surge Control Valve
-61 APU Control System
-71 APU Exhaust Gas Temperature
-94 APU Oil Quantity Temperature and Sight Gage
All Models
71 All Power Plant
72 All Engine
73 All Engine Fuel and Control
74 All Ignition
75 All Air
76 All Engine Controls
77 All Engine Indicating
79 All Oil
80 All Starting
Table 1: ETOPS significant systems for B777 aircraft

Page 2.9/ 9
Date: Jan.2014
The following list defines the A330 systems / functions which are
ETOPS significant, as per the following criteria:
All Systems in the list below should be tracked as "ETOPS
Significant" in the Reliability Program and may be reported as
"ETOPS relevant" in case of failure
Systems marked as "dual" should be treated as "ETOPS Parallel
Systems" for dual maintenance (Refer to enclosed Dual Maintenance
Matrix for additonal guidelines)
ATA ATA Sect. / Descr. ETOPS Rationale for Regulatory Dual Additional
Chapter Significant selecting ETOPS Reference information
Functions of Significant EASA / on typical
the selected Systems/Functions FAA "ETOPS
system(s) Relevant"
events to be
reported
21 - Air 21- Avionics Ventilation of Integrity of the AMC 20-6 Complete loss
Conditio 26 Equipment Avionic avionic system Rev 2 Ch of avionics
ning Ventilation system during an ETOPS II.8.3.(v) cooling
diversion and
21- A330 Pax: - Aircraft - Minimize Ch - Loss of
21 Cabin Air pressurization occurrence of II.8.3.(vi) / pressurization
Distribution and capability depressurization AMC 20-6 - Loss of
Recirculation - Cabin and which leads to an Rev 1 temperature
cockpit ETOPS diversion at §8.c.8 and control
A330-200F: environmental depressurized FL. It §8.c.9 / - Loss of
Main Deck and control has subsequent FAR ventilation
Courier capability impact on fuel §K25.1.2 - Loss of pack
Ventilation (temperature consumption and
21- Cockpit Air and exposure to more
22 Ventilation ventilation) severe outside
21- Pressure Control atmospheric
31 and conditions (icing).
Monitoring - Minimize
21- Flow Control occurrence of loss
51 and Indicating of cockpit and
21- Air cabin or courier X
52 Conditioning area temperature
(Packs) and ventilation
21- Pack Control control during an
53 and Indicating ETOPS diversion.
21- Cockpit and
63 Cabin
Temperature
Control
22 - Auto 22- Autopilot Autopilot Autopilot is AMC 20-6 Loss of system
Flight 10 function considered as Rev 2 Ch / function
important to II.7.5 and
maintain acceptable Ch II.7.7 /
pilot workload over AMC 20-6
Page 2.9/ 10
Date: Jan.2014
an ETOPS Rev 1
diversion. §8.b.5 and
22- Autothrust Autothrust Autothrust is §8.b.7 /
30 function considered as FAR
important to §K25.1.2
maintain acceptable
pilot workload over
an ETOPS
diversion.
22- Flight Fuel - FMS fuel X
70 Management prediction prediction functions
System functions are considered more
important for
management of an
ETOPS flight
(provide additional
in flight fuel
monitoring
function).
- Specific FMS
functions used for
diversion decision
making
(ETP, EEP,…).
22- Flight Control Interface with See 22-10
81 Unit (FCU) Autopilot
22- Multipurpose Interface with See 22-70 X
82 Control and FMS
Display Unit
(MCDU)
23 - 23- HF System HF voice One HF (voice) is AMC 20-6 Non

Commun 11 function required for all Rev 2 Ch recoverable
ication ETOPS flights. II.7.7 / total loss of
AMC 20-6 long-range
Rev 1 voice
§8.b.7 / communicatio
FAR n in flight
§K25.1.2
23- SATCOM SATCOM One SATCOM AMC 20-6
28 System voice function (voice) is required Rev 2 Ch
for ETOPS beyond III.7.2.3.(ii)
180 min. / AMC 20-
6 Rev 1
§10.d.3.(ii)
/ FAR
§121.122
23- CIDS Cargo Fire Spurious warning AMC 20-6 - Failure of
73 (for A/C not Detection can cause diversion. Rev 2 Ch smoke/fire
fitted with function II.8.3.(iv) / detection
SDCU) AMC 20-6 (except
Rev 1 lavatories),
§8.c.6 / spurious
FAR warning
§K25.1.2
24 - 24- AC Main AC Main The 2 IDGs and AMC 20-6 X Failure of
Page 2.9/ 11
Date: Jan.2014
Electrical 21 Generation generation associated GCU, Rev 2 Ch IDG(s), APU

Power function(s) the APU Gen and II.7.8 / Gen, CSM/G
24- AC Auxiliary AC Auxiliary associated GCU AMC 20-6 X
23 Generation generation and the CSM/G Rev 1
function constitute 4 §8.b.8 /
24- AC Emergency AC independent FAR X
24 Generation Emergency electrical power §K25.1.3.b
Generation sources for ETOPS
function (including ETOPS
beyond 180 min.)
26 - Fire 26- Engine Fire and Engine Fire Spurious warning AMC 20-6 X - Failure of
Protectio 12 Overheat and Overheat can cause IFSD Rev 2 Ch smoke/fire
n Detection Detection (diversion). II.8.3.(iv) / detection
function AMC 20-6 (except
26- A330 Pax: APU Fire and Spurious warning Rev 1 lavatories),
13 Cabin Air Overheat can cause diversion. §8.c.6 / spurious
Distribution and Detection FAR warning
Recirculation function. §K25.1.2 - Failure of
cargo fire
A330-200F: suppression
Main Deck and system
Courier - Fire
Ventilation occurrence
26- Avionics Avionics Spurious warning (detected or
15 Compartment Compartment can cause diversion. undetected)
Smoke Fire and
Detection Overheat
Detection
function.
26- LDCC Smoke Cargo Fire Spurious warning
16 Detection Detection can cause diversion.
function
26- MDCC Smoke Cargo Fire Spurious warning
19 Detection Detection can cause diversion.
(A330-200F function
only)
26- LDCC Fire Cargo Fire The cargo fire
23 Extinguishing Extinguishing protection time is
function an ETOPS
diversion time
limitation.
28 - Fuel 28- Engine Feed Provide Ensure fuel FAR X - Fuel pump(s)
21 Fuel Pump adequate fuel availability, at §K25.1.4.a failure
System pressure and adequate fuel - Fuel leaks
flow at engine pressure and flow at - Trapped fuel
inlet engine inlet in case - Over spillage
of ETOPS
diversion.
28- APU Fuel Provide fuel to In-flight APU start X Failed APU
22 System APU and run reliability start due to no
are more important fuel feed
for
ETOPS flights.
28- Cross-feed Cross-feed Ensure fuel Failed
23 System function availability to Crossfeed
complete a Valve
Page 2.9/ 12
Date: Jan.2014
diversion in case of
fuel system or
engine failure.
28- Fuel Quantity Provide Fuel quantity AMC 20-6 FQI failure
40 Indicating accurate fuel information is Rev 2 Ch
quantity and considered as more II.7.10 /
fuel important for AMC 20-6
temperature ETOPS flight (for Rev 1
information in flight fuel §8.b.9 /
monitoring). Fuel FAR
temperature §K25.1.4.a
indication is more
important for polar
flights.
29 - 29- Engine Driven Provide Minimize loss of AMC 20-6 X Hydraulic
Hydrauli 11 Pump hydraulic hydraulic system(s) Rev 2 Ch system(s)
c Power 29- (Green/Blue/Yel power to II.7.6 / failure (low
12 low) Green/Blue/Y AMC 20-6 level, low
29- ellow Rev 1 pressure,
13 Hydraulic §8.b.6 overheat)
System
30 - Ice 30- Wing Ice Provide anti- Airframe and AMC 20-6 Loss of wing
& Rain 11 Protection ice protection propulsion ice Rev 2 Ch anti-icing
Protectio capability protection systems II.7.7.(iii) capability
n 30- Engine Air must provide and X Loss of air
21 Intake Ice adequate capability Ch intake anti-
Protection for ensuring a safe II.7.7.(xiii) icing
ETOPS diversion / capability
30- Probe Ice and landing in icing AMC 20-6 X Loss of probe
31 Protection conditions. Rev 1 heating
§8.b.7.(iii) capability in
and more than one
§8.b.7.(xiii) system
30- Windshield Failure of
42 Anti-Icing and cockpit
Defogging window anti-
icing
34 - 34- Weather Radar Weather radar Weather radar AMC 20-6 Weather radar
Navigatio 41 System function considered as more Rev 2 Ch failure
n important to II.7.7 /
conduct an AMC 20-6
ETOPS diversion. Rev 1
§8.b.7.(iii)
35 - 35- Crew Oxygen Provide Provide oxygen to AMC 20-6 Loss of oxygen
Oxygen 10 (A330-200F oxygen to the flight crew Rev 2 Ch supply to one
(A330- only) flight crew during the whole II.7.6 / or several
200F time of a diversion AMC 20-6 flight crew
only) in case of fire in the Rev 1 members
main deck cargo §8.b.6
compartment.
Page 2.9/ 13
Date: Jan.2014
35- A330 Pax: Provide Provide oxygen to Loss of oxygen

20 Cabin Air oxygen to the courier area supply to one
Distribution and courier area occupants during or courier area
Recirculation occupants the whole time of a occupants
diversion in case of
A330-200F: fire in the main
Main Deck and deck cargo
Courier compartment.
Ventilation
36 - 36- Engine Bleed Provide - Provide air to AMC 20-6 X Loss of bleed
Pneumati 11 Air Supply pressure and minimize Rev 2 Ch air system(s)
c System temperature occurrence of II.8.3.(v)
regulated depressurization. and
airflow - Provide air at Ch
adequate II.8.3.(vi) /
temperature to AMC 20-6
maintain adequate Rev 1
cockpit and cabin §8.c.8 and
temperature during §8.c.9
an ETOPS
diversion.
- Provide air to
wing ice protection
systems.
36- APU Bleed Air - Provide - APU Bleed more X Loss of APU
12 Supply and back-up air- important for bleed
Cross Bleed flow ETOPS to
systems - Cross bleed pressurize the
function aircraft during an
ETOPS diversion
following dual
engine Bleed
failure.
- Crossbleed system
more important to
maintain
pressurisation,
temperature control
and wing anti-ice
capability in
ETOPS diversion
scenario.
36- Leak Detection Leak detection Leak detection can Loss of leak
22 function affect the wing anti- detection
ice capability system without
during an warning
ETOPS diversion.
49 - 49- APU Power All APU - In-flight APU AMC 20-6 X -
Auxiliary 10 Plant functions start and run Rev 2 Ch Uncommanded
Power 49- APU Engine necessary to: reliability more II.7.4 / X shut down
Unit 20 - Start the important during AMC 20-6 - APU failure
49- APU Engine APU in-flight ETOPS flight. Rev 1 X - Significant
30 Fuel and after cold soak - APU Bleed more §8.b.4 / overspeed /
Control - Preclude important for FAR over EGT
49- APU Ignition APU in-flight ETOPS to §K25.1.4.b X - Uncontained
40 and Starting shutdown pressurize the burst
Page 2.9/ 14
Date: Jan.2014
49- APU Air Bleed - Provide aircraft during an X (compressor /

51 pressurized air ETOPS diversion turbine cooling
49- APU Engine following dual X fan)
60 Controls engine bleed - No relight in
49- APU Indicating failure. flight
70 - Loss of APU
49- APU Oil X bleed
90 System - Severe fuel /
oil leak in the
APU
compartment
70 to 80 - 71- Electrical All engine's Minimize AMC 20-6 X Severe
Engine 50 Harness functions occurrence of In- Rev 2 chaffing
ATA 72 All items related necessary to: Flight Shut Down Appendix 1 -
73 to engine ATA - Preclude In- (IFSD), i.e. when / AMC 20- Uncommanded
chapters are flight an engine ceases to 6 Rev 1 power loss /
74 ETOPS shutdown function (when the Appendix 1 changes
75 Significant - Obtain and airplane is airborne) / FAR - Nacelle fire
except ATA 71 control desired and is shutdown, K25.2.2 warning / fuel
76
other than 71- thrust whether self leaks
77 50, ATA 78 - Provide induced, flight crew - Inability to
78- other than 78- power to initiated or caused control the
30 30, and ATA accessories by an external engine power
79 80. influence. Engine - Surges
failures on ground - Loss of
(e.g. during taxi), engine
also not counted as parameters
IFSDs, are to be sensing/indicat
reviewed and ing
reported as well. - Severe oil
leak
IFSD examples:
flameout, internal
failure, flight crew
initiated shutdown,
foreign object
ingestion, icing,
inability to obtain
or control desired
thrust or power, and
cycling of the start
control, however
briefly, even if the
engine operates
normally for the
remainder of the
flight.
Although not
counted as IFSDs,
airborne cessation
of the functioning
of an engine when
immediately
followed by an
automatic engine
Page 2.9/ 15
Date: Jan.2014
relight and when an

engine does not
achieve desired
thrust or power are
to be reviewed and
reported in the
Non - Aborted
ATA Take-Off
related - Diversion
- Air turn back
Table 2 : ETOPS significant systems for A330 aircraft

Page 2.9/ 16
Date: Jan.2014
4. Identical Maintenance of multiple, similar systems

Identical maintenance action is the same task (i.e. repair, replacement, or
disassembly) done on more than one of similar systems during the same
maintenance visit. This sub-procedure is to ensure that identical maintenance
action must not be done on similar ETOPS significant systems. This ensures
human factor errors are not introduced.
If identical actions do occur or cannot be avoided, one of the following shall be
applied to ensure human factor or defective components do not degrade ETOPS:
a. Do identical maintenance at different maintenance visits.
b. Different Certifying Staff and different maintenance personnel do
maintenance on the similar systems.
c. A qualified third party (e.g. flight crew) is used to do inspection.
d. Communicate with the VAECO MCC for directions.
e. Do verification actions to ensure integrity.
f. Duplicate/Double Inspection
g. VNA policy states leak checks on both engines at ground runs as identical
maintenance actions. Verification action by specified ground checks by only
ONE qualified person is NOT allowed.
At outstations, the Certifying Staff should pay the attention on the
maintenance tasks that marked with letters “ETOPS” or Task Cards with the
note: “THIS IS AN ETOPS RELATED ITEM. THE SAME
MAINTENANCE PERSON MUST NOT PERFORM THIS TASK ON
XXXX.”
The same attention must apply when there is non-scheduled ETOPS identical
maintenance with ONE Certifying Staff.
In this case, the Certifying Staff should consult with the VAECO MCC and
strictly follow their instructions.
5. Oil consumption monitoring program
There is very strict requirement on engine and APU oil consumption for ETOPS
flights and this sub-procedure is to ensure compliance to the oil consumption
monitoring program.
a. Engine oil must be checked and serviced, as necessary to the FULL level:
- Prior to dispatch on ETOPS flight.
- On non-ETOPS flights, if engine oil level check requires servicing.
b. Use EICAS for B777 (ECAM for A330) to determine the APU oil
quantity, service to FULL level if required.
Page 2.9/ 17
Date: Jan.2014
c. Every time, when APU oil system is serviced, in the Technical Log, the
Certifying Staff will make the entry in the DEFECT column “APU OIL
SYSTEM SERVICING REQUIRED”, and the statement in the ACTION
TAKEN column “APU OIL SYSTEM SERVICED TO FULL LEVEL AT XXXX
OPERATION HOURS AS INDICATED ON EICAS”.
Uplift oil quantities are recorded in the relevant boxes as usual.
d. Engine oil quantity shall be physically checked using the engine sight
gauge, and then compared to the EICAS for B777 (ECAM for A330) readout.
e. Airplane with engines and/or APU exhibiting questionable characteristics
will be restricted from ETOPS until the fault has been corrected.
f. At each transit and stay-over, Certifying Staff will check engine oil level
after engine shutdown during a period of time in accordance with the relevant
AMM requirements, do the if-required oil systems servicing and record the
information in to the Technical Log page.
g. In order to ensure the accurate calculation of oil consumption rate, the
Certifying Staff shall use the ruler provided by VAECO MCC to determine
the actual uplifted oil quantity rounded off to the nearest ¼ quarts.
h. After uplifting the oil system into FULL level, the Certifying Staff will
verify the oil consumption for each engine by comparing the actual uplifted
oil quantity with the EICAS for B777 (ECAM for A330) readout. The
calculation of oil consumption rate can be made by comparing the oil quantity
consumed during previous flight leg(s) (regarding the amount of flight
hours/operation hours, which has been accumulated since last service to
“FULL” level of the relevant system) with the data in the Engine and APU
Oil Consumption Checklist Reference Table in the Aircraft Technical Log.
Then the oil consumption rate for all engines and APU will be determined if
the rates are acceptable.
i. If the rate is not acceptable for any engine or APU, the Certifying Staff
must report problem immediately, with as much as possible information that
may be required, to VAECO MCC and wait for the instruction from them.
The Certifying Staff shall carry out the requested corrective actions before the
airplane is dispatched for ETOPS. Otherwise, airplane must be downgraded to
Non-ETOPS status.
j. If the rate is acceptable, or when a detected problem has been corrected, the
airplane can be released for the next ETOPS flight, provided other restraints
have been cleared.
Page 2.9/ 18
Date: Jan.2014
6. ETOPS certification signatories

This sub-procedure is to ensure only qualified personnel certify ETOPS
maintenance actions.
At outstations, contracted organization maintenance personnel qualified on the
B777 and A330 aircrafts. type, and whose training includes VNA airplane
differences and ETOPS training are eligible for qualification of ETOPS
maintenance for VNA B777 and A330 aircrafts.
a. If the flight was diverted for:
- Technical reasons, and
- ETOPS significant system related, and
- The subsequent flight is ETOPS, then ETOPS maintenance certification
personnel must certify for maintenance.
b. If the flight was diverted for:
- Technical reasons, and
- ETOPS significant system related, and
- The subsequent flight is not ETOPS, then Non-ETOPS maintenance
certification personnel can certify for maintenance.
However, the transit and APU check is still required (and oil uplift recorded),
though it is not required to be done by an ETOPS qualified mechanic.
VII. Records:
Techlog blue copies and other forms shall be retented as required by procedure
2.2 – Use and completion of line documentation.
Page: 2.10 / 1
CHAPTER 2 Issue: 02
Date : Jan.2014
2.10 One-Off Authorization

I. Purpose:
To establish an instruction for captains and/or engineers in order to obtain
an One-Off Authorization in accordance with VNA’s policy and
requirements.
This procedure is applied when:
- For engineers: there is no appropriate certifying staffs to release
and to ensure the VNA’s aircraft is ready for the intended flight,
and certain defect rectification.
- For captains: performing a pre-flight/transit check.
III. Responsibility
Captains and/or engineers are responsible for application of this
procedure.
IV. References:
MME 2.5.3
MME 3.27
An appropriate certifying staff is a person authorized by AMO and is
acceptable to Safety-Quality & Security Department of VNA to certify
and release the aircraft to service.
Note: A list of appropriate certifying staff at all out station can be found at
VNA’s Safety-Quality&Security Department.
- When there is a need for one-off approval, the person applied for the one-
off approval will do appropriate maintenance actions and pre-flight and/or
transit check i.a.w related procedures mentioned in the Line Maintenance
Manual in order to ensure VNA’s aircraft is ready for the intended flight;
In addition, instructions from MOC/MCC controllers must be followed.
- Then he/she applies for one-off by sending the following information to
MOC:
Personal details.
Certificates and licenses.
Training and experience records.
Scope of work for one-off authorization.
- MOC duty manager will fill-in and certify the form CAAV FSSD-AIR
044 before summiting to SQS department.
Page: 2.10 / 2
CHAPTER 2 Issue: 02
Date : Jan.2014
- The SQS Department may request additional information from the
applicant or the related organizations for the assessment.
Note 1: Base on the assessment result, approval may be grant with or
without condition. In case of rejection, SQS department shall notify the
applicant and MOC for further decision.
- Upon receipt the approval and before signing off the technical log, the
approved person must be sure that all maintenance actions have been
completely done i.a.w Line Maintenance Manual’s procedures and
instructions from MOC/MCC.
- The person authorized shall then signs off the technical log and all related
documents.
Note 2: When completing the technical log page, it is advised to complete
the following steps:
+ If the one-off authorized person is a certifying staff, completion of
documentation should be followed the instructions mentioned in
Chapter 4.2 VNA-I-L 02.
+ If the one-off authorized person is a pilot, completion of
documentation should be followed the instructions mentioned in
Chapter 4.2 VNA-I-L 02 except that he/she is not allowed to sign into
the CRS column. The rest of confirmation areas in the technical log
page are permitted.
Note 3: SQS department must submit the form to CAAV for engineer one-
off approval.
- If necessary, request for supporting documents and any maintenance data
or instructions, by contacting the related VAECO MCC or VNA
Departments at:
Item Name of Department TEL FAX Sita @
1 MOC (84-0) 913 203 225 (84-4) 8.273.004 HDQEPVN
2 VNA SQS (84-0) 903 452 779 (84-4) 38.732.775 HDQQAVN
Department
4 MCC (84-4) 38.865.020 (84-4) 38.865.019 HANEMVN
VII. Records:
Content Periord
1 Technical Log VNA-SQ-F14-01 Instruction* Outstation
2 Exemption Request CAAV FSSD-AIR One year Outstation and
044, SQS/VNA
3 Others N/A One year Outstation and
SQS/VNA
Page: 2.11 / 1
CHAPTER 2 Issue: 02
Date : Jan.2014
2.11 Certifying Staff – Monitoring and control
I. Purpose:
To establish an instruction for engineers working at outstation to get a
VNA’s approval in order to perform maintenance actions and certify
VNA’s aircraft to service .
This procedure is applied to the engineers who working on VNA’s aircraft
at outstation.
III. Responsibility
Engineers working on VNA’s aircraft in outstation are responsible for
complying with this procedure.
IV. References:
MME 2.6.5, 3.25.
- Prior to performing maintenance actions on VNA’s aircraft at outstation,
engineers must participate in a training course prepared and introduced by
VNA’s approved instructors.
- The training course’s syllabus must include at least the following:
+ Introduction of VNA’s Line Maintenance Manual;
+ Overview of VNA’s line documentation onboard;
+ VNA’s aircraft technical log system;
+ Briefing on VNA’s aircraft configuration (option) and other special
maintenance requirements.
- VNA’s Safety-Quality&Security Department can authorize engineers as
instructors in-house to perform the course for the other of engineers.
- In this case, training records must be established and sent to VNA’s Safety-
Quality&Security Department for acceptance at FAX 00-84-4-38 731 665.
- An approval issued by VNA’s Safety-Quality&Security Department shall be
delivered to the contracted organization in order to recognize that the
engineers are acceptable to VNA for performing pre-flight/transit checks and
maintenance actions required on VNA’s aircraft.
Page: 2.11 / 2
CHAPTER 2 Issue: 02
Date : Jan.2014
VII. Records:
Item Discription and/or Approved Keeping Periord Storage
Content Form
1 List of approved VNA-SQ- 01 year after the list have been SQS/VNA
engineers F23-01 changed
2 Approved 01 year after the engineer is no SQS/VNA
engineers Records longer working on VNA aircraft
3 Others SQS/VNA
VIII. Appendix
1. Form of in-house instructors and CRS staff list working at an outstation
(next page).
Page: 2.11 / 3
CHAPTER 2 Issue: 02
Date : Jan.2014
Page: 2.12 / 1
CHAPTER 2 Issue: 02
Date : Jan.2014
2.12 Installation of Aircraft Wheel-Chocks Procedure

I. Purpose:
To establish an instruction for installation of aircraft wheel-chocks during line
maintenance operation.

This procedure is applied for installation of aircraft wheel-chocks during line
maintenance operation for all VNA’s aircraft at outstation.
Engineers working on VNA’s aircraft at outstation are responsible for
complying with this procedure.
IV. References:

1. Wheel chock specifications:
- Use the wheel chock that agree with SAE AIR 4905 standard.
- The installation of the wheel-chocks on aircraft must be agreed with all
the requirements decribed in the AMM.
- Optionally, one pair of long chocks or two pairs of short chocks can be
used for intallation of both aircraft nose wheels.
2. Wheel chock installation procedure:
- Installation of the chocks on A/C Nose Wheels:
When A/C is completely stopped, the chocks are to be installed in front of
and behind both nose wheels prior to the headset being connected. Parking
brake still set on.
- Installation of chocks on A/C MLG Wheels:
After engines shutdown or propellers completely stop the chocks to be
installed in front of and behind the outboard set of one MLG (LH MLG is
recommended). Parking brake set off when nose wheels and at least one
set of wheels on MLG have been chocked up.
- In abnormal circumstances, additional chocks may be required to be
installed in front of and behind other main landing gear wheels.
3. Location of the Wheel-Chocks:
Page: 2.12 / 2
CHAPTER 2 Issue: 02
Date : Jan.2014
a/ For aircraft A330
- When wind speed less than 25 KTS
330 Wind speed < 25 KTS

- When wind speed more than 25KTS
330 Wind speed > 25 KTS
Page: 2.12 / 3
CHAPTER 2 Issue: 02
Date : Jan.2014
b/ For aicraft A320/A321, ATR 72 & F70
- When wind speed less than 25 KTS
A320/A321, ATR 72 & F70

Wind speed < 25 KTS
- When winspeed more than 25KTS

A320/A321, ATR 72 & F70
Wind speed > 25 KTS
Page: 2.12 / 4
CHAPTER 2 Issue: 02
Date : Jan.2014
c/ For aircraft B777
- When win speed less than 35 KTS
B777 Wind speed < 35 KTS
- When wind speed more than 35 KTS
B777 Wind speed > 35KTS

Page: 2.12 / 5
CHAPTER 2 Issue: 02
Date : Jan.2014
VII. Records: N/A

1 Technical Log (Blue Copy) VNA-SQS- 24 hours min or Line
F14-01 Instruction* Station
VIII. Appendix: N/A

Page 2.13/ 1
Date: Jan.2014
2.13 RVSM and RNP Maintenance Procedure

I. Scope:
This maintenance program is applied for B777, A330, A321 and F70
aircrafts in Vietnam Airlines fleet.
III. Requirement for maintenance staff:
To sign and release aircraft to service with RVSM and RNP operation
ability, a technical staff must:
a. Be a certificate holder (CRS) for the concerned aircraft type.
b. Maintenance staff are trained and certified about line maintenance
manual, including RVSM and RNP Maintenance Procedure
maintenance procedure (LMM section 2.13).
III. Definition and abbreviation:
- Reduced Vertical Separation Minimum (RVSM): The goal of RVSM is to
reduce the vertical separation above flight level (FL) 290 from the current
2000-ft minimum to 1000-ft minimum.
- Performance Based Navigation: Performance Based Navigation specifies
system performance requirements for aircraft operating along an ATS
route, on an instrument approach procedure or in a designated airspace.
- Area navigation (RNAV): A method of navigation which permits aircraft
operation on any desired flight path within the coverage of station-
referenced navigation aids or within the limits of the capability of self-
contained navigation aids, or a combination of these.
- RNP Operations: Aircraft operations using a RNP System for RNP
applications.
IV. Content of Procedure:
1. Required Equipment:
1.1. RVSM:
The following systems and components are related to RVSM operation:
A/c FCC/ Altitude Mode S Primary ADC/
Type FMGEC Alert transponder Altimetry IRU
System System
A330 2 2 2 2 3
B777 3 1 2 3 3/1
A321 2 1 2 2 3
F70 2 2 2 2 2
Page 2.13/ 2
Date: Jan.2014
1.2. RNP:
The following systems and components are related to RNP operation:
A/c Type FCC/ VOR DME IRU/ADIRU GPS
FMGEC
A330 2 2 2 3 2
B777 3 2 2 3/1 3
A321 2 2 2 3 2
F70 2 2 2 2 2
2. MEL application:
This sub-procedure is to ensure compliance to the RVSM and RNP Requirements
when release the aircraft with deferred defects that have remarks “EXCEPT FOR
OR RVSM, OR RNP” in the MEL manual. As this may have an impact on
RVSM and RNP operations, the current status of the aircraft must be
communicated effectively throughout VNA maintenance and operation systems.
At outstations, when a defect cannot be rectified on time, the Certifying Staff will
assess the deferrable defect again MEL.
If MEL allows but with the condition of RVSM and RNP operation, VAECO
MCC and VNA MOC must be informed immediately.
When permitted to release the aircraft to service with the defect deferred for
RVSM and RNP operation, the Certifying Staff must do the following:
a. Add the phrase “NON - RVSM”, “NON-RNP” in the ACTION TAKEN
column of the Technical Log after statement about defect rectification,
b. Raise an ADD “B” type and open a NTC as per normal procedure, adding
the phrase that “EXCEPT FOR RVSM and RNP”; circle YES in the “OPS
LIMIT” box in the ADD “B” type list (pink color).
c. Brief Flight Crew of any possible performance limitations.
d. Advise VAECO MCC/MOC by a SITA (or email, FAX) about the
situation.
When the defects related to RVSM and RNP operations is cleared, Certifying
staff will notify flight crew by writing a note “A/C RETURN to RVSM”, “A/C
RETURN to RNP” in the TechLog. Certifying staff should also advise VAECO
MCC/MOC the new status of the aircraft via SITA (or email, FAX).
Page 2.14/ 1
Date: Jan.2014
2.14 CAT II/III Maintenance Procedure

I. Scope:
This maintenance program is applied for B777, A330, and A321 aircrafts
in Vietnam Airlines fleet.
II. Controlling equipment related to CAT II/III:
All equipment replacements need to comply with IPC. Equipment and
components are not allowed to be installed on aircraft if they are not listed in
IPC. Before installing any equipment or component, contracted maintenance
organizations have to ensure that those items are listed in the IPC.
III. Requirement for maintenance staff:
To sign and release aircraft to service with CAT II/III operation ability, a
technical staff must:
a. Be a certificate holder (CRS) for the concerned aircraft type.
b. Maintenance staff are trained and certified about line maintenance
manual, including CAT II/III maintenance procedure (LMM section
2.14).
IV. General principle:

In addition to normal aircraft maintenance requirements, the following
criteria must be met to maintain CAT II/III capability for an aircraft:
‐ AMM tests required for CAT II/III operation must be done during
trouble shooting, equipment repair and adjustment.
‐ At least one satisfactory low visibility system operational use, or a
satisfactory systems ground check, should be accomplished within
30 days, for an aircraft to remain in CAT III status.
‐ At least one satisfactory low visibility system operational use, or a
satisfactory systems ground check, should be accomplished within 6
months, for an aircraft to remain in CAT II status.
‐ If there’s an unsuccessful autoland performance regardless of any
reasons reported by flight crew, the aircraft will be downgraded to
CAT II capability until all defects (if any) are fixed and one
autoland is successfully performed.
‐ For a recurring defect related to CAT II/III, the aircraft will be
downgraded to CAT II. A successful autoland performance is
required to upgrade the aircraft back to CAT III.
Page 2.14/ 2
Date: Jan.2014
For an aircraft deferred defect related to CAT II/III, one B defect will be
raised and CAT II/III capability will be downgraded according to MEL. For
overdue low visibility system operational use, recurring defects and unsuccessful
autoland performance, one C defect will be raised to record the downgrade status
of aircraft.
For avoidance of doubt, C defects related to CAT III do not affect
aircrafts’ airworthiness.
Section V. Procedures shall describe the procedures that maintenance
staffs must follow regarding the criteria mentioned above.
V. Procedure:
1. Trouble shooting, Equipment Repair and Adjustment:
After a repair or an adjustment is made on the equipment, the CAT II/III
revalidation of those equipment must be made by the corresponding AMM test:
‐ For Airbus aircrafts, perform:
• all required AMM testing tasks in trouble shooting and
equipment restoration/installation task
• plus AMM testing tasks required for CAT III operation which are
mentioned in AMM documents
‐ For Boeing aircraft:
• all required AMM testing tasks in trouble shooting and
equipment restoration/installation task
2. CAT II/III downgrade:
A. Regarding deferred defects:
If there is a deferred defect with CAT II/III downgrade requirement
according to MEL, maintenance staffs have to:
• Raise an ADD type B.
• Write a note to indicate aircraft CAT II/III capability in “Notes to
crews and engineers form” (VNA-SQ-F11-04).
• Brief Flight Crew of any performance limitations.
Contracted maintenance organization shall inform MOC and MCC by
SITA (or email, FAX) about aircraft CAT II/III downgrade.
B. Regarding recurring defects:
According to MME 3.8A, a recurring defect is:
‐ A defect that recurs within 3 consecutive days or within 7
consecutive flights.
‐ and
Page 2.14/ 3
Date: Jan.2014
has the same characteristics with a previous defect and:

• The previous defect was confirmed
• The previous defect was rectified in accordance with
manufacturer documents.
Or, a monitored ADD which is in category “Intermittent Fault”
(Boeing) or “Spurious MSG” (Airbus) displayed on ECAM and
noted by Flight crew.
For a recurring defect related to CAT II/III, maintenance staffs have to:
• Follow MME 3.27.8.3.2 (if applicable).
• In addition, raise a C defect:
Operation limit: Aircraft Downgrade – Not eligible for
CAT III
Corrective Action: require one satisfactory low visibility
system operational use
• Write a note in “Notes to crews and engineers form” (VNA-SQ-
F11-04) to indicate that the aircraft is downgraded to CAT II with
regard to the C defect above, C defect number must be included.
• Brief Flight Crew on the CAT limitations.
C. Regarding periodic low visibility systems operational use:
Autoland Monitoring Form VNA-RP-F0125 is placed on cockpit for flight
crews to record autoland performance.
The aircraft is not eligible for CAT III (downgraded to CAT II) if:
‐ There’s an unsuccessful autoland performance.
‐ There’s no successful autoland performance within 30 days.
The aircraft is not eligible for CAT II and CAT III (downgraded to CAT I)
if:
‐ There’s no successful autoland performance within 6 months.
Before each flight, during pre-flight check, maintenance staffs have
to check Autoland Monitoring form (VNA-RP-F0125) placed on cockpits
and B defect form (VNA-SQ-F14-02), C defect (VNA-SQ-F14-03).
‐ If there’s no satisfactory low visibility system operational use within
30 days (deadline in form VNA-RP-F0125 is due), aircraft must be
downgraded to CAT II, maintenance staff have to:
If there’s no open C defect related to CAT II/III status:
Page 2.14/ 4
Date: Jan.2014
• Raise a C defect
CAT III
F11-04) to indicate that the aircraft is downgraded to CAT II, C
defect number must be included.
• Brief Flight Crew on CAT limitations.
If there’s already an open C defect related to CAT II/III status: No
action is required.
‐ If there’s no satisfactory low visibility system operational use within
6 months (deadline in form VNA-RP-F0125 is due), aircraft must be
downgraded to CAT I, maintenance staff have to:
• Close the open C defect which downgraded the aircraft to CAT II
• Open a new C defect
CAT II and CAT III
F11-04) to indicate that the aircraft is not eligible for CAT II and
CAT III, C defect number must be included.
• Brief Flight Crew of CAT limitations.
‐ If the last autoland performance is unsuccessful (in form VNA-RP-

F0125):
If there’s no open C defect related to CAT II/III status:
• Raise a C defect
CAT III
F11-04) to indicate that the aircraft is downgraded to CAT II, C
defect number must be included.
Page 2.14/ 5
Date: Jan.2014
• Brief Flight Crew about CAT limitations.

If there’s already an open C defect related to CAT II/III status: No
action is required.
3. CAT II/III upgrade:
Contracted maintenance organization technical staff shall upgrade aircraft
to CAT II/III operation after rectifying all defects related to CAT II/III.
A. Regarding closing ADD (B defect):
Requirements:
‐ Maintenance staff are trained and certified about line maintenance
manual, including CAT II/III maintenance procedure (LMM section
2.14).
‐ All repairs and adjustments made on CAT II/III equipment comply
with 3.27.8.1.
‐ Equipment and aircraft systems pass all corresponding testing tasks.
If the aircraft CAT II/III equipment and systems meet all requirements set
above:
‐ If there’s no open C defect related to CAT II/III:
• Close the corresponding B defect.
• Cancel the corresponding note in “Notes to crews and
engineers form” (VNA-SQ-F11-04).
Note: the aircraft is still downgraded to CAT II if there’s an open
C defect related to CAT III capability (refer to 3.27.8.3.3.).
B. Regarding satisfactory low visibility systems operational use:
Before each flight, during pre-flight check, maintenance staffs have to
check Autoland Monitoring form (VNA-RP-F0125) placed on cockpits and B
defect form (VNA-SQ-F14-02), C defect (VNA-SQ-F14-03).
‐ If there’s an open C defect related to CAT II/III:
If the last autoland performance is successful and is later than the
raised date of the C defect:
• Close the corresponding C defect.
• Cancel the corresponding note in “Notes to crews and engineers
form” (VNA-SQ-F11-04).
Page 2.14/ 6
Date: Jan.2014
Note: the aircraft is still downgraded to CAT II if there’s an open B

defect related to CAT III capability (refer to 3.27.8.3.2.).
Note: In some cases, for Airbus aircrafts, an equivalent ground test 22-97-
00 PB 501 can be used to remain, or bring the aircraft back to CAT II, CAT III
Single or CAT III Dual (depends on configuration availability). To do this,
contracted organization need to ask VNA MOC for confirmation.
VI. CAT II/III status control:
MOC division (Technical Department), together with VAECO (contracted
maintenance organization) will control CAT II/III status by B defect and C defect
database.
CAT II/III status is noticed to flight crews through “Notes to crews and
engineers form”, B defects and C defects form.
LINE MAINTENANCE MANUAL Page ch 3 / cover
LINE MAINTENANCE CHECKLIST Revision: 03
Rev. date: Dec. 11
CHAPTER 3
LINE MAINTENANCE CHECK LIST
Page: 3.0 / 1
CHAPTER 3 Issue: 02
LINE MAINTENANCE CHECKLIST Rev. : 03
Date : Dec. 11
3.0 Content of Chapter Three
3.0 Content of Chapter Three

3.1 Control of Line Maintenance Checklist Onboard
3.2 List of Line Maintenance Checklists
LINE MAINTENANCE MANUAL Page: 3.1 / 1
CHAPTER 3 Issue: 02
LINE MAINTENANCE CHECKLISTS Rev.: 03
Rev. date: Dec. 11
3.1 Control of Line Maintenance Checklists onboard:

I. Purpose:
- To establish a policy of controlling and monitoring the related Line
Maintenance Checklists onboard in accordance with the appropriate
referenced Authority Regulations and Vietnam Airlines Requirements.
- To ensure that those checklists are fully updated as soon as there is any
change and/or the aircraft maintenance schedule has a new revision,
amendment affected thereto.
This issue will be applied to Organisations and Personnel involved to the
Line Maintenance Activities for VNA’s aircraft.
- VNA’s Technical Department is responsible for ensuring necesary forms
and checklists onboard are up to date and given to VAECO;
- VAECO is responsible for monitoring and making forms and checklists
available onboard each aircraft. In addition, VAECO shall make
recommendations to VNA’s Technical Department and their authorized
staff when necessary.
- Authorized staff use the checklists as approved data when performing
his/her job.
IV. References:

1. Line Maintenance Checklists are approved data which acceptable to the
CAAV. The checklists themself are a part of VNA’s Aircraft
Maintenance Schedules;
2. Appropriate checklists will be kept in the cockpit and updated by
VAECO’s authorized staff.
3. During line maintenance process, authorized staff will refer to this
document and the related checklist(s) in order to perform his/her job.
4. In case of AMS revised and the new revision affectes to a checklist. The
updated checklist will be provided to VAECO by VNA and it then shall
be delivered onboard by VAECO i.a.w instructions from the Technical
Department of VNA (if any).
5. Annually, VNA’s Safety-Quality&Security Department shall perform
audit(s) in order to ensure this policy is effectively complied with.
VII. Records:
LINE MAINTENANCE MANUAL Page: 3.2 / 1
CHAPTER 3 Issue: 02
LINE MAINTENANCE CHECKLIST Rev.: 3
Rev. date: Dec. 11
3.2 List of Line Maintenance Checklist

I.a.w the VNA’s Aircraft Maintenance Schedule approved by CAAV, a series of
Line Maintenance checklists is listed below:
3.2.1 Boeing 777
- Pre-Flight Check Procedures;
- Terminal Check Procedures;
- Line Check Procedures.
3.2.2 Airbus A330/A321/A320
- Pre-Flight/Transit Check;
- Terminal Check;
- Weekly Check.
3.2.3 Fokker 70:
- Pre-Flight/Transit Checklist;
- Daily Checklist;
- Weekly Checklist;
- 125 FH Checklist.
3.2.4 ATR 72:
- Pre-Flight/Transit Checklist;
- Daily Checklist;
- Weekly Checklist.
Note: For new aircraft fitted with the same engine type introduced into the fleet,
line maintenance checklists for the same aircraft type/model may be used if no
other different instruction is received from the Technical department of VNA.
LINE MAINTENANCE MANUAL Page ch 4 / cover
CHAPTER 4 Issue : 02
FORMS AND INSTRUCTIONS Revision: 08
Date: Jan.2015
CHAPTER 4
FORMS AND INSTRUCTIONS
LINE MAINTENANCE MANUAL Page 4.0 / 1
Date: Jan.2015
4.0 Table of content
4.0 Content
4.1 Line Maintenance Instructions
4.1.1 Control of blanking and locking devices
4.1.2 Maintenance Data to be used at outstations
4.1.3 Control and monitoring of defects
4.1.4 Spare request, aircraft parts/components acquisition and
handling
4.1.5 Special inspections
4.1.6 Recording of tools and test equipments used for
maintenance
4.1.7 Structural damage repair
4.1.8 Paper works during line maintenance
4.1.9 Aircraft maintenance records
4.2 Line Maintenance Forms instruction
4.2.1 Technical Log
4.2.2 Cabin Defect Log
4.2.3 MEL/Airworthiness related acceptable deferred defects
“Type B”
4.2.4 Non-MEL/Airworthiness related acceptable deferred
defects “Type C”
4.2.5 Movement TELEX
4.2.6 Mandatory Occurrence Report
4.2.7 A.O.G Report
4.2.8 Technical Delay Report
4.2.9 Concession Request
4.2.10 Exemption Request
4.2.11 Serviceable/ Unserviceable Item
4.2.12 Note to crews and engineers
4.2.13 Aircraft/Engine dent and buckle chart forms
4.3 Forms
Page 4.1/ 1
Rev.Date: Jan 2015
4.1 Line Maintenance Instructions

4.1.1 Control of the use of blanking and locking devices:
The term “Blanking and Locking Devices” used in this part is refer to items such
as pitot head and static blanking covers, landing gear locking pins, intake
blanks, external control locks, etc.
The installation/removal of blanking and locking devices must be followed IAW

line maintenance check list on-board.
Technical log entry must be made identifying the installation/removal of
blanking and locking devices:
- At the time of installation of such blanking covers(s), open entries should be
made in the Technical Log, identifying which blanking cover(s) have been
installed.
- Upon removal of the blanking cover(s) the open entry in the Technical Log
should be appropriately annotated and certified.
The use of “temporary” blanking covers, such as masking tape on operational
aircraft is not acceptable.
The use of blanking and locking devices without “Attention
Getting/Streamer/Flag” is NOT acceptable.
Before departure, authorized staffs must ensure that all blanking and locking
devices are stowed and kept in the storage place.
4.1.2 Maintenance data/MEL/CDL to be used at Outstations:
Maintenance data/MEL/CDL, which is used for maintenance of VNA aircraft at
out station, can be provided by two ways, as follows:
- CD-ROMs, which are kept on-board in the cockpit of each aircraft;
- Access to VNA Technical webb page : http://vnatech.vietnamair.com.vn
Also, all current Line Maintenance check list (Pre-Flight/Transit Check,
Terminal Check) in hard copies are kept in the Technical Log folder.
Additional hard copies can be provided by sending a request to the VAECO’s
MCC (ref. LIST OF CONTACTS), but these copies can be used FOR
REFERENCE ONLY, and must be clearly marked as so upon receipt, since
they are UN-CONTROLLED COPIES.
Other supportive maintenance instructions shall be provided upon request or
when necessary from VAECO’s MCC and VNA MOC.
4.1.3 Control and monitoring of defects
a) Defect rectification:
Page 4.1/ 2
Rev.Date: Jan 2015
Defect rectification is part of the line maintenance process. Trouble shooting
must be done IAW the instructions specified in the aircraft manufacture
manuals/documentations available onboard the aircraft or instructions obtained
from VAECO.
During defect rectification, the maintenance engineer must check to identify if
the defect is recurring defect. Please check for definition of recurring defect in
2.3 “Defect control procedure”.
Note: For effective trouble shooting of recurring defect, reference to previous
rectification history is recommended. Supports form VAECO MCC shall be
provided upon request.
Removal and installation of aircraft part must be done IAW instructions in the
AMM. Best standard practices must be pertained.
Appropriate Technical Log entry and certification must be made after part
removal/installation. For the completion of maintenance documentation and
records referred to the Completion of Maintenance Documentation/Records
Procedure for details.
b) Defect deferring:
An Acceptable Deferred Defect may be raised when a defect occurs on an
aircraft which can not be rectified immediately due to lack of spares, equipment,
tooling, manpower or insufficient of aircraft downtime, but the deferral of that
defect does not impair the ability of the aircraft to safely continue in service
until rectification action can be completed. Before raising an ADD the full
implications of the ADD on the airworthiness and flight safety of the aircraft
must be considered.
Appropriate Technical Log entry and certification shall be made for the ADD by
an authorized engineer before the aircraft can be released to service. Refer to the
Completion of Maintenance Documentation/Records Procedure for details.
Note: In some circumstances, CONCESSION shall be applied for defect
deferring. Please check for the valid CONCESSION if any currently applied for
the aircraft or contact VAECO MCC for details in any doubt situation.
For defects, which are classified as RECURRING in 2.3 “Defect control
procedure”, deferral of the defect for the second time under the same ADD
reference number is allowed at outstations only. All necessary trouble shooting
actions IAW the aircraft maintenance manual must be carried out to identify the
defected part(s) before ADD re-open. Techlog entry and application of a Note to
Crews and Engineers form must be IAW 2.3 “Defect control procedure” and
related procedures. Note that the phrases “THIS IS AN RECURRING
DEFECT” and “ADD number RE-OPEN” must be specified in the technical log
Page 4.1/ 3
Rev.Date: Jan 2015
book entry. Procedure for concession therefore shall not be applied to all
recurring defects.
c) Swap/Rob of A/C parts/components
This Instruction is established to provide the guideline for maintenance staff to

follow when carrying out swapping of parts/components for troubleshooting
and/or releasing A/C to service in accordance with approved maintenance data
such as AMM, TSM, FIM, MEL,….
VNA has policy to swap/rob components for trouble shooting and defect
rectification. This practice is only performed with permission from MOC.
In extreme circumstances, the swapping can be used to rectify the defect or to
avoid the deficiency subjected to limitations in the approved data (i.e. MEL,
etc.) to release A/C to service.
Swapping cannot be used as a mean to extend time limitation of deferred
defects.
- Swapping for trouble shooting:
Swapping is acceptable method of troubleshooting to confirm the defect,
when there is no required spare available or maybe the case when the part is
suspected to be of un-serviceable.
The swapping action must be carried out as follows:
+ The engineer carrying out troubleshooting must ensure that there is no
better alternative means to confirm the defect.
+ The parts to be swapped must be of the same P/N, and modification
status. If not, the interchangeability of parts must be qualified from the
applicable approved documents (such as IPC, Service Bulletins, etc.).
+ In order not to carry the faults (if any) across between the systems, it must
ensure that all necessary maintenance actions are performed (such as
computer memory erasure before and after swapping …). It also must
make sure that all relevant precautions are applied, such as ESDS parts
handling procedures, etc.
+ The serviceability of the swapped parts can be assessed directly from the
Technical Log before swapping, i.e. there is no any defect reported for the
part that is considered serviceable.
+ The swapping is preferable to carry out between the parts that are
installed on the same aircraft.
+ If there is a need to swap the parts installed on different aircraft, this is
ONLY allowed to do between the two aircraft located at the same place,
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Rev.Date: Jan 2015
at the same time, provided the defect can be confirmed by ground
operational (or functional) check and the parts will be returned back to
the original installations immediately after that. No swapping of the parts
installed on different aircraft is permitted if the defect can only be
confirmed during the flight.
+ The swapped parts shall be returned to the original installations, if
swapping of the parts installed on the same aircraft can confirm the
defects by operational (or functional) check on the ground. If the defect
requires flight conditions to be confirmed, the entry in the Aircraft
Technical Log shall be made to reflect the change in positions of the
swapped parts with the relevant details recorded in the GRN column of
Part Replacement Box as follows:
+ “EX. POS. 1 (FWD, AFT, LH, RH, etc.)”, with “POS. 1” (“FWD”,
“AFT”, “LH”, “RH”, etc.) is original position of installation (Position 1,
Forward, Aft, Left Hand, Right Hand, etc.), where the part has been
removed from (“EX.”)
+ In any case, an entry in the Aircraft Technical Log’s ACTION TAKEN
box shall be made to record the troubleshooting action carried out, and
certify for serviceability of the part that has been removed and installed
back to the original position.
- Swapping for defect rectification to release A/C to service:
When the defect occurred, spare parts are not available and/or there is the
request of in time operation swapping of the parts can be used to bring the
reported defect back to within the MEL limitations (such as Captain’s
priority in minimum equipment), the action can be authorized for the parts
that installed in the same aircraft ONLY, with the written permission from
VNA MOC Duty Manager, as the unserviceable part will be fitted back into
the aircraft as dummy part.
The procedure requirements for swapping of the parts will be following:
+ The faulty part must be positively confirmed.
+ The engineer must ensure that there is no better alternative means to
release the aircraft, taking into account the scheduled aircraft departure
time, part supply availability and timing, any operational factors that
could affect the intended flight, etc.
+ Request for swapping parts will be forwarded by any communication
means (SITA, fax) to VNA MOC with all the details available at the time.
Authorization in writing from VNA MOC Duty Manager will be sent
back to the VAECO MCC and/or Outstation as soon as it is considered
acceptable.
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Rev.Date: Jan 2015
+ The parts to be swapped must be of the same P/N, and modification

status. If not, the interchangeability of parts must be qualified from the
applicable approved documents (such as IPC, Service Bulletins, etc.).
+ The engineer must make sure that the swapping of the parts shall not in
anyway affect other operating systems, or the faults (if any) shall not be
carried across between the systems. As minimum requirement, the actions
that must be applied as if appropriate are, but not limited to:
• all computers’ memory of the swapped parts must be erased or reset
after fault codes (if any) have been readout and recorded in the
Aircraft Technical Log for later shop use;
• the parts must be thoroughly cleaned and accordingly inspected
before installation;
• the CBs of the unserviceable parts must be pulled out and collared.
+ The Technical Log entry shall be made with all details of the reason and
the change in positions of the swapped parts. All the relevant details
recorded in the GRN column of Part Replacement Box as follows:
+ “EX. POS. 1 (FWD, AFT, LH, RH, etc.)”, with “POS. 1” (“FWD”,
“AFT”, “LH”, “RH”, etc.) is original position of installation (Position 1,
Forward, Aft, Left Hand, Right Hand, etc.), where the part has been
removed from (“EX.”).
+ An ADD shall be raised IAW Instruction 3. Defect deferring for the
defect within the limitations of MEL scope after installation and
operational or functional check has been carried out satisfactory as per
relevant AMM.
- Rob of parts/components
Rob of pats/components/ from A/C and/or stock higher assembly for
installation onto A/C to release to service is acceptable
The procedure requirements for swapping of the parts will be following:
+ Request for swapping parts will be forwarded by any communication
means (SITA, fax) to VNA MOC with all the details available at the
time. Authorization in writing from VNA MOC Duty Manager will be
sent back to the VAECO MCC and/or Outstation as soon as it is
considered acceptable
+ The robbed parts must meet fully requirements of the certificate release to
service.
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Rev.Date: Jan 2015
+ GRN column of Part Replacement Box of the Tech Log page shall be
filled by “ Robbed from A/C Reg….” or GNR of the higher aseembly.
d) Removing of serviceable components from aircraft:

This Instruction applied when there is a need to remove a serviceable part from
aircraft in order, for example, to return to the owner after loan period, or to
facilitate the investigation of incidents, where the recorders may be required to
remove and download.
The removal of serviceable part from an aircraft can be carried out only when
there is a request from MOC.
The engineer removing the part shall take all necessary precautions to ensure
that the part is removed properly from the aircraft. All removal data (P/N, S/N)
must be entered accurately into the Technical Log together with the removal
reason recorded in the DEFECT column. The normal part replacement will
apply.
Before taking off the Technical Log page, make sure that the page is filled with
all the latest flight information.
The removed part shall be packed and marked IAW the transportation
requirements and additional requirements/instructions (if any) from the MCC.
All relevant documentations shall be inserted into the appropriate protection bag
and be securely attached to the container (or box) of the removed part.
The Outstation Manager will follow instructions from the MCC for shipping
arrangement details, and will inform the later by TELEX or fax when the part
has been shipped.
4.1.4 Spare request, aircraft part/component acquisition and handling:
a) Spare request:
This Instruction is established for monitoring logistic arrangement of
components, which are urgently required for servicing for an aircraft.
For spares request, the Authorized staff is responsible for:
- Carrying out trouble shooting as per the TSM (FIM) and ensure spare
requirement is the correct unit and that is NIL Stock and / or NOT Stock
spare at the outstation.
- Recording all troubleshooting details in aircraft Technical Log.
- Sending a Fax or Telex (SITA) message to the MOC/MCC inform all
details including P/N required, description and location of the unit,
providing as much as practicable Troubleshooting Information for any
possible technical support.
Page 4.1/ 7
Rev.Date: Jan 2015
b) Aircraft part/component acquisition and handling
- Logistic arrangement and coordination of critical spares must be focused
through the MOC/MCC together with the Local VNA Representative
Officer in order to expedite the shipping arrangement for the quick release
of aircraft to service.
- Appropriate incoming inspections of the part/component received must be
done before installation by checking the accompanied release certificates,
physical conditions of the part and its packing and all the limitations if any
(LLP, shell-life items).
Note: Items controlled by calendar time are allowed to run on a
monthly basis. It is acceptable for serviceable labels to merely show
the month or quarter and year of life expiry, in which case the last
day of the month or last day (of the month) of the quarter will be
considered as the expiry date. In case that there are several labels
attached to the items showing different expiry dates, the date of
expiry coming first will take precedence.
- All relevant precautions must be applied during handling of special items,
such as ESDS parts etc.
- Component replacement must be done as soon as spare has been arrived
and incoming inspection of the part(s)/component(s) was passed.
- All required paper work for the removal/installation must be accomplished
as per the Completion of Maintenance Documentation/Records Procedure. .
Note: If the part installed is a Loan/Pool Item, this information must be also
entered into the Technical Log for follow up action by raising an ADD type
C “Loan/Pool part”.
c) Returning of defective parts to main base:

This Procedure provides the guideline for returning the defective components to
main base.
Only the rotable components which defects are not classified as beyond
economic repair will be returned to main base. Other components including
consumable that may be required to be retained for investigation in the case of
incident/accident will be returned to main base when Outstation Manager is
requested to do so.
The defective components shall be packed in the proper packing (preferable
original one), which must meet all transportation requirements and any
additional requirements instructed from by the MCC. The packing will be
marked as required, and the part will be shipped back to VAECO’s Supply
Manager Address.
Page 4.1/ 8
Rev.Date: Jan 2015
None-returned defective components will be disposed as instructed by VNA.
4.1.5 Special Inspections:

a) Procedure for required inspection items (RII)
I. Scope:
This maintenance program is applied for Vietnam Airlines’ whole fleet.
II. Definition of RII:
RII inspection is imposed on those tasks that could result in a failure,
malfunction, or defect that endangers the safe operation of the aircraft if the task
is not completed properly or if you use improper parts or material.
III. VNA policies for RII:
A. No person who performed any maintenance or alteration on a Required
Inspection Item may perform the required inspection of that work.
B. The decision of any VNA RII-authorized person shall not be
countermanded without the approval of the director of SQS department in
writing.
C. RII inspectors’ signature (or stamp) must be shown on maintenance dirty
finger documents and/or aircraft techlog.
D. RII inspection cannot be used as an alternative compliance method for
other inspection (for example duplicate inspection, ETOPs inspection and
verification action,…) required by OEM documents and VNA other specific
manuals.
E. A copy of the RII list items should be displayed in the visible place for
maintenance reference.
IV. RII inspection training:
A. To be able to define which tasks are under RII inspection, technical
personnel who perform line maintenance for VNA need to be trained on:
• Designated RII items listed in VNA’s MME. The training of Line
Maintenance Manual which contains RII items is considered eligible.
B. The training for RII inspector includes: refer to MME 6.2.3.30.1. (annex
3.30.1)
• Basic concept.
• Main Authority Requirements.
• VNA policies for RII inspection.
• Designated RII items listed in VNA’s MME.
• Method of performing the RII inspection.
• Buy back procedures of previous RII inspection findings.
Page 4.1/ 9
Rev.Date: Jan 2015
• Procedures, standards, and limitations for the acceptance or rejection of an
RII item.
• Work interruptions in RII inspections.
C. The training can be via email, read&sign or face-to-face with VNA
authorized instructors.
V. RII inspector authorization:
A. Aircraft maintenance organizations having RII organization can authorize
their RII inspectors for VNA. They then send the list of authorized RII
inspectors (along with training records) to VNA SQS department for being
recognized.
B. Aircraft maintenance organizations who do not have RII procedure will
send their engineers’ documents to VNA SQS department for being authorized.
C. RII inspection authority is withdrawn when an individual changes job
function, terminates or when the services of a Repair Station are canceled.
D. Requirements for authorized RII inspectors:
a. Valid authority license (CAAV or equivalent at international
outstations).
b. Training on VNA RII inspection procedure as defined in IV. B.
E. RII inspector authorization is invalid in cases:
a. Aircraft maintenance organization’s CAAV certificate is expire or
revoked.
b. Inspector’s authority license is expired or revoked.
c. The contract between inspector and maintenance organization is
terminated.
d. Inspector no longer works for aircraft maintenance organization.
e. Aircraft maintenance organization or VNA Technical department
requests to revoke the authorization.
VI. RII procedures:
A. Before performing maintenance, technical personnel shall check if any
item in their maintenance work-scope (routine or non-routine) belongs to RII
list. For those RII items, technical personnel shall inform the inspector of
inspecting their work. If the technical personnel feel unsure about whether a task
is RII or not, they can consult VAECO MCC.
Note: MPD tasks which are covered in VNA Aircraft Maintenance
Manual will be pre-defined as RII items or not by VNA Technical
department; technical personnel do not have to define MPD tasks.
Page 4.1/ 10
Rev.Date: Jan 2015
For avoidance of doubt, all line maintenance ROUTINE tasks are not RII
items.
B. The following is general guidance for inspectors to accept or reject the
performance of maintenance: (section VII. will define the scope that inspectors
need to focus on when performing the inspection)
• All maintenance and repairs have been done in accordance with approved
maintenance procedures and manual data.
• Approved material and parts have been used in all maintenance and
repairs.
• Service Bulletin part and/or modification installations must have all
procedures called for complied with.
• All parts, units or sub-assemblies installed in the build-up process for
major components are serviceable.
• Work has been performed to high standards of skill and accomplishment.
• All paperwork has been properly stamped.
• There’s no abnormality during the work.
C. Required Inspection Items that are not completed as a result of shift
change or similar work interruption shall be recorded on the shift turn over
report. The item will be recorded as "pending" or "in progress" and noted, upon
completion, as a Required Inspection Item.
D. In cases where the work has been rejected by an inspector, a re-inspection
is required after the rework has been completed.
E. When certifying the completion of a required inspection, inspectors shall
individually sign/stamp the appropriate maintenance document. If the stamp is
smudged or illegible, the inspector shall write his employee number over or next
to the stamp.
F. For maintenance, repair and replacement which are recorded in aircraft
techlog:
In ACTION COLUMN, RII inspector must:
- Create a new item number.
- Refer to the previous item number of action taken which require RII
inspection.
- If the work is accepted, write down:
REFER TO ITEM…………INSPECTED FOLLOWING VNA RII
PROCEDURES - ACCEPTED.
Fill in the C.R.S column: Inspector’s signature: ……..Auth
No.……..Place….Time/Date……..
Page 4.1/ 11
Rev.Date: Jan 2015
- If the work is rejected:
REFER TO ITEM…………INSPECTED FOLLOWING VNA RII
PROCEDURES - REJECTED.
Fill in the C.R.S column: Inspector’s signature: ……..Auth
No.……..Place….Time/Date……..
Technical personnel must do the rework (create new item in
techlog) and the rework must be inspected by RII inspector again.
RII inspector’s signature, auth

no./or stamp, place and time/date
G. Personnel authorized to sign the aircraft Return to Service Release must

review all aircraft paperwork to assure compliance with VNA Required
Inspection Item policy prior to releasing the aircraft.
VII. RII List:
A. Routine/Schedule Maintenance RII:
Vietnam Airlines Aircraft Maintenance Schedule (AMS) will indicate
routine tasks which must be inspected as RII items.
Note: for these routine tasks, only the steps belong to sub-section VII. B
require RII inspection.
Non routine tasks which are raised from routine tasks/inspection must be
evaluated by the criteria set in sub-section VII. B.
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Rev.Date: Jan 2015
B. Non-Routine maintenance event RII (maintenance, repair, modification,
AD/SB, component replacement, structure part replacement, and other non-
routine tasks):
- Contracted maintenance organization has responsibility for defining which
maintenance tasks must be inspected as RII items. The criteria are below:
a. All major repairs or alterations to the aircraft, or its systems which have
an appreciable affect on weight, balance, structural strength, performance,
powerplant operation, flight characteristics or other qualities affecting
airworthiness.
b. And all other maintenance and alteration/modification defined below:
TABLE 01. REQUIRED INSPECTION ITEMS ARE LISTED BY ATA CHAPTERS.
THIS INCLUDES INSPECTION REQUIREMENTS FOR REPLACEMENT, REPAIR,
RIGGING/ADJUSTMENTS AND RE-INSTALLATION
Inspection Method 1
Checks that parts installed are correct for the application. (Verifies identification by
accompanying documents if code numbers or part numbers are not visible after installation).
Checks for proper installation, security, safety and workmanship. Checks per test section of
applicable Maintenance Manual.
Flight Control Surfaces and Systems - The installation, reconnection, adjustment or rigging
of the following flight control surfaces and their actuating systems to include mechanical or
hydraulic components. If disturbed, check installation and security of wire bundles and
connectors of fly-by-wire control systems.
Landing Gear and Landing Gear Systems - Installation, reconnection, adjustment or

rigging of the landing gear, drag strut, side strut, truck beam and all components of the normal
and alternate gear extension systems.
Pressurized Fuselage Doors - Installation, repair or adjustment affecting latching or locking

mechanism of outward opening, non-plug type, doors.
Cargo Door - Installation repair or adjustment to pressure seal, aerodynamic seal, seal
depressors, latching and/or locking mechanisms.
Over-wing Emergency Exit Doors/Hatches - Installation, reconnection and/or rigging.
Emergency Slide Installation - Installation, reconnection and/or rigging.
NOTE: Ensure passenger survival kits are installed on door positions (if applicable) after
slide replacement.
Flap Track Fairings (fixed/moveable) - Installation, reconnection and/or rigging.

Page 4.1/ 13
Rev.Date: Jan 2015
Aircraft Weighing - The weighing of aircraft, and as such, the pre-weigh checks, scale
readings, computations, and signing of the forms by an RII qualified individual required.
Inspection Method 2
Checks for proper material, fasteners, and workmanship. Checks for conformance to
specifications per Structural Manual or applicable Engineering instructions. Pressure checks,
if applicable.
Inspection Method 3
Checks per applicable Engine Change forms or Maintenance Manual.
Propeller – The installation of a complete set of propellers and the balance work.
Engine or Auxiliary Power Unit (APU) - The installation and/or reconnection of a complete
unit, fan blade replacement.
Engine Main Fuel Control/Metering Unit and/or an Engine Main Fuel Pump -
Installation, reconnection or adjustment.
Electronic Engine Control (EEC) - Installation and/or reconnection.
Engine Fan Blades - The installation of a complete set of fan blades.
1 ELEVATOR REINSTALL/REPLACE REPAIR RIG/ADJ

A Elevator System Actuators (hyd, pneu, 1 - 1
mech)
B Control Cables 1 1 1
C Elevator Surfaces 1 - 1
D System Rigging - - 1
E Balance Weights 1 1 1
2 RUDDER REINSTALL/REPLACE REPAIR RIG/ADJ
A Rudder System Actuators 1 - 1
B Control Cable 1 1 1
C Rudder Surfces
E Balance Weights 1 1 1
3 FLAP/SLATS REINSTALL/REPLACE REPAIR RIG/ADJ
A Flaps/Slats System Actuators 1 - 1
B Flaps/Slats Surfaces 1 - 1
C Control Cable 1 1 1
4 STABILIZER REINSTALL/REPLACE REPAIR RIG/ADJ
A Stabilizer System Actuators 1 - 1
B Stabilizer Surfaces 1 - 1
C Control Cable 1 1 1
E Horizontal Stabilizer Jackscrew and 1 1 1
Gearbox
5 AILERON AND SPOILER REINSTALL/REPLACE REPAIR RIG/ADJ
Page 4.1/ 14
Rev.Date: Jan 2015
A Aileron System Actuators 1 - 1
B Aileron Surfaces 1 - 1
C Spoiler System Actuators 1 - 1
D Spoiler Surfaces 1 - 1
F Control Cables 1 1 1
G System Rigging - - 1
CHAPTER 28 – FUEL
1 FUEL REINSTALL/REPLACE REPAIR RIG/ADJ
A Structure Repairs to Interior of Integral 1 2 -
Fuel Tank
1 HYDRAULIC REINSTALL/REPLACE REPAIR RIG/ADJ
A Ram Air Turbine (if installed) 1 1 1
1 LANDING GEAR REINSTALL/REPLACE REPAIR RIG/ADJ
A Main Landing Gear assembly, bogie or 1 1 1
truck
B Main Landing Gear strut and trunnion 1 1 1
C Nose Landing Gear assembly 1 1 1
CHAPTER 34 – PITOT/STATIC
1 PITOT/STATIC REINSTALL/REPLACE REPAIR RIG/ADJ
A Captain and First Officer 1 1 -
B Captain and Standby 1 1 -
C First Officer and Standby 1 1 -
CHAPTER 51 THRU 57 – STRUCTURES
1 STRUCTURES (*) REINSTALL/REPLACE REPAIR RIG/ADJ
A Wing stringers or chord members 1 2 -
B Spars. 1 2 -
C Wing main ribs 1 2 -

D Engine mounts. 1 2 -
E Fuselage longerons. 1 2 -
F Landing gear brace struts. 1 2 1
G Axles 1 2 1
H The repair of three or more adjacent 1 2 -
wing or control surface ribs or the
leading edge of wings and control
surfaces, between such adjacent ribs
2 WINDOWS REINSTALL/REPLACE REPAIR RIG/ADJ
A Flight Deck Windows 1 - -
3 CABIN DOORS REINSTALL/REPLACE REPAIR RIG/ADJ
A Cabin Doors 1 - 1
4 OVERWING EMERGENCY EXITS REINSTALL/REPLACE REPAIR RIG/ADJ
A Emergency Exit Doors 1 - 1
5 CARGO DOORS REINSTALL/REPLACE REPAIR RIG/ADJ
A Cargo Doors 1 - 1
CHAPTER 61 – PROPELLERS (ATR72 ONLY)
1 Propellers Installation/Balancing 3 3 3
CHAPTER 71 THRU 79 – POWERPLANT
1 POWERPLANT REINSTALL/REPLACE REPAIR RIG/ADJ
A Powerplant Installation 3 3 3
B Thrust Level Control Cable (Cockpit to 3 3 3
Pylon)
C Main Fuel Pump 3 3 3
Page 4.1/ 15
Rev.Date: Jan 2015
D Fuel Main Control 3 3 3
E Borescope Port Plugs 3 - -
F Electronic Engine Control 3 - -
G Fan Assembly 3 - -
H Gear Box 3 - -
I Lube and Scavenge Pump 3 - -
(*): RII inspection is only applied for those repairs having RAS or Form 8100-9
requests.
Page 4.1/ 16
Rev.Date: Jan 2015
b) Limit Maintenance Inspections:

Chapter 5 of each Aircraft Maintenance Manual shows required inspections for
incidents such as turbulence, hard landing, corrosive spillage, lightning strike,
heavy/overweight landing, etc. If an incident happens, certified staff has to
inspect the aircraft IAW AMM instructions. Inspection performance, result and
action taken must be written in Techlog.
4.1.6 Recording of tooling and test equipments used for maintenance:

This Instruction is established to provide a mandatory requirement for
traceability of tooling or test equipment used for maintenance or calibration of
aircraft systems/aircraft components/test equipment.
During maintenance or calibration of aircraft systems/aircraft components/test
equipment, the type, P/N and S/N of the tooling/equipment used to perform the
task must be recorded in the Technical Log by the engineer who has performed
the task.
This action does not exclude the case when the Outstation has only one tooling
or test equipment, as it may be the situation when the tooling or test equipment
dedicated to that Outstation is sent for calibration/inspection/maintenance and
other tooling or test equipment will be used as replacement.
This Instruction is also applicable when any tooling or test equipment is loaned
or borrowed from other sources/operators, for example, at the Outstations.
Examples of these tooling or test equipment are tire pressure gauges, FLUKE
meters, rigging pins, go-no-go gauges, torque wrenches, etc.
4.1.7 Structural damage repair:

Normally, Structure Damage Repair at Outstations is not included into the Line
Maintenance Contract/Agreement and is not authorized by VNA to the
contractors.
When a structure damage is found at an Outstation, if it falls within the
allowable limits and/or can be deferred, the normal approved maintenance
procedure will require the engineer, after carrying out the necessary actions, to
raise an ADD and record it in the relevant Dent and Buckle Chart before
releasing the aircraft to service, making reference to the approved document(s)
for deferment.
If the repair of structure defect is mandatory before the intended flight, VNA
will coordinate their efforts with all concerned parties to perform the repair.
Then all repair details and paperwork will be forwarded to VNA for archiving.
4.1.8 Paper works during line maintenance:

Page 4.1/ 17
Rev.Date: Jan 2015
During line maintenance, paper works such as Technical log entry/certification,
cabin defect log completion, spare serviceable/un-serviceable tag completion
shall be done IAW Vietnam Airlines requirements.
4.1.9 Aircraft maintenance records:
VNA requires a number of maintenance records, such as Technical Log Pages,
Cabin defect log pages, fuel bill, all kinds of Reports/Messages copies…, as
required to be retained by the line maintenance engineers for difference
purposes.
For the details instructions of what kind of maintenance records to be retained
and retaining times, please refer to the Completion of Maintenance
Documentation/Records Procedures.
Page 4.2/ 1
CHAPTER 4 Issue: 02
Date: Jan.2015
4.2 Line Maintenance form instruction:

4.2.1 Technical Log
a. FORM No VNA-SQ-F14-01
Page 4.2/ 2
CHAPTER 4 Issue: 02
Date: Jan.2015
b. Completion of Technical Log:
General requirements:
- All entries shall be in English.
- All entries shall be in BLOCK LETTER.
- The Technical log shall be accurately completed and must be legible. All
entries shall be in back or green ballpoint pen .
- When more than one page of Technical Log recorded for a flight, before
transfer the aircraft to flight crew, Technical staff must sign in block 15 or
16 of the last techlog page (depending on maintenance type has been done
for that flight); Flight Crew required to sign the box 17 "Captain accepted
the aircraft…” of the last technical log pages of that flight. Other
information not required to transfer to the last page of this flight.
- Erasures or alteration of enteries in technical log are not permited . If
wrong entry occured, cross the incorrected word (s ) and re-entry the
correct one (for example: REDY READY).
- To cancel a whole block: 01 cross (from 7h00 to 13h00) of that block to
express that is wrong information (Note: Not allow to cancel the block
entry by others).
+ For Technical staff: Please signed and fully completed the
information into CRS columns of block “10c” to confirm about
cancel.
+ For Flight Crew: Please check the CREW box and sign in the
"Captain" block “10b” to confirm about cancel.
- When the information of total flight hours, flight cycles at the "flight log"
section is wrong and need corection request has been raise by Technical
statistic section, The Technical staff will open a new Techlog page and the
minimum information needed to transfer to the new page is: the fuel
remaining, total block time, total flight time, total LDGs. Also in block 10
must complete and sign as required.
- When replacing a new Techlog book, the technical staff has to record in
the block 10a, 10c of the Techlog pages to clarify the continuity of the two
log book.
- At the last page of old books have to write "The following techlog is ..."
and
- At the first page of the new book will record "The previous techlog is ...";
- Then signed and completed information on the corresponding CRS
column.
Page 4.2/ 3
CHAPTER 4 Issue: 02
Date: Jan.2015
- Abbreviations "Technical Staff" means the person who authorized by
AMO to release aircraft to service.
- The following specific provisions about complete a technical log only
apply for aircraft in operation. When aircraft maintain in hangar,
completion the technical log shall comply with internal procedures of the
AMO.
Page 4.2/ 4
CHAPTER 4 Issue: 02
Date: Jan.2015
2.2 Detail rule
Responsibilities
Block
Title/Content Instruction/Explanation Note
No. Crew Tech Both
Box printed the owner's name (VNA),

1 HEADER logo, form number, page number of the N/A N/A N/A
Technical log and control information.
Write down the IATA 3 letter-code for
2 FROM: X
departure airport.
Write down the IATA 3 letter-code for
3 TO: X
landing airport.
4 FLT. NO.: Write down the VNA flight number X
Write down the captain's name who
5 CAPT.: performs their duty on that flight (Ref to X
FOM 4.1 if applicable).
Write down the code of Aircraft type i.a.w
the 3 letter-code as follows:
Type Code written down on
Techlog:
A320 320
6 A/C TYPE A321 321 X
B777 777
ATR72 AT7
F70 F70
A330 330
Write down the Aircraft registration

7 A/C REG: X
number.
8 DATE Flight date: DD - MM - YY. X
9 DELAY Note down all information about the flight

delay (departure time delays more than 15 X
minutes)
DELAY CODE: Write down the technical delay code.
Delay code table is found at the behind X
cover of the Techlog.
REASON Short describe of delay reasons X
Page 4.2/ 5
CHAPTER 4 Issue: 02
Date: Jan.2015
Responsibilities
Block
No. Crew Tech Both
Delay time: write the time delayed behind

DELAY TIME: the schedule X
DELAY TIME = CHOCK OFF – SCHEDULE (> 15’)
Write down abnormal flight 3 letter code.

ABNORMAL
9A FLIGHT CODE
Abnormal flight code table is attached in X
Tech log.
Aim to reflect whatever information
related to aircraft in technical site which
DEFECT
the Crew and Technical Staff assume
(STATE IF NIL X
FURTHER) necessary.
Crew is required to write NIL in case of
10A nothing to reflect.
Write down item number of the defects. In
case the space for content of DEFECT is
ITEM not enough, continue to write down in the X
part bellow, but ITEM must be re-written
and mark (x).
4-digit ATA 100 defect code.
ATA CODE The code can be found at front of cover of X
technical log.
To define who reflects the defect by
REPORTED BY making a cross letter (X) in relative box. X Note1
CREW. MNT.
CAPT Captain (Commander) of the flight who
signs to be responsible for flight
10B X
information (ex : delay, defect in flight,
SIGN:....... Tech log, number of landing v.v. )
This Block use for Technical staff records
all Action taken to answer all demand in
DEFECT block. Every defect must be
ACTION
TAKEN
answered in ACTION TAKEN. Even X Note2
when flight crew writes “NIL” technical
staff must answers “NOTED, THANKS”,
10C sign and fill in relevant CRS column.
Item number - ITEM completed that
relevant to DEFECT item.
In case the space for content of ACTION
ITEM TAKEN is not enough, continue to write X
down in the part bellow, but ITEM must be
re-written and mark (x) to CRS column
bellow:
Page 4.2/ 6
CHAPTER 4 Issue: 02
Date: Jan.2015
Responsibilities
Block
No. Crew Tech Both
Write down Deferred defect number.

Refer to form VNA-SQ-F14-02 MEL
A.D.D RAISED airworthiness related acceptable deferred
NO.
X
defects and VNA-SQ-F14-03 NON MEL
airworthiness related acceptable deferred
defects.
Write down Aircraft Deferred Defect
A.D.D number that it has been rectified.
CLEARED NO.
X
Refer to form VNA-SQ-F14-02 and VNA-
SQ-F14-03.
Àfter defect rectification, the technician record
WORK TYPE work type into corresponding box (defined and X Note3
attached in the Techlog book)
This box is used for Technician to signed and
C.R.S fill related information to confirm the works in X
item 10 “ACTION TAKEN”.
- SIGN: Sign and, X
- AUTH NO.: Write down his Authorization number. X
- PLACE: Working Place. X
Time and date in UTC in formula of HH:
- TIME/DATE X
MM/DD-MM-YY.
COMPONENT Write down necessary information related
CHANGE to the component ON/OFF as describe in X
INFORMATION action taken block.
11 ITEM NO. Item number relevant to “ACTION TAKEN”. X
NOMENCLA Name of equipment or component.
TURE
X
PART Part number of the installed and removed

NUMBER
X
equipment.
The manufacturer serial number of the
S/N OFF component or equipment removed from X
the aircraft.
The manufacturer serial number of the
S/N ON component or equipment installed on the X
aircraft.
The GRN number of the equipment
G.R.N ON X
installed on the aircraft.
Page 4.2/ 7
CHAPTER 4 Issue: 02
Date: Jan.2015
Responsibilities
Block
No. Crew Tech Both
Write down the quantity of the fuel tank on

FUEL
the aircraft using kg unit.
DISTRIBUTION
(KGS) Leave blank column if there is no aircraft
fuel changes
12 Write down the remaining fuel in the main
tank, left main, center, right main tanks
X Not e
REMAINING and the total of fuel tank after the flight 4
Data is taken from aircraft fuel
indicator.
Write down the remaining fuel in the main
tank, left main, center, right main tanks
and the total of fuel tank before uplifting
B/F FUELING X
prior to the flight. If no refueling, leave
blank column. Data is taken from
aircraft fuel indicator.
Write down the uplift fuel for left main,
center, and right main tanks and the total
UPLIFT of tanks. X
UPLIFT = SUM - B/F FUELLING
If no refueling, leave blank column.
Write down the total fuel quantity of the
available B/F FUELLING in each tank and
the quantity of uplifting fuelling in the
tank.
Sum X
For the flight without fuelling, FOB must
be filled in this box before departure.
indicator.
Write down adjust fuel (uplift or de-
fuelling) before departure
adjust X
ADJUST = | DEPART. – SUM |
If no refueling, leave blank column.
Total adjusted fuel quantity and sum of
fuel above . If no fuel adjustment, leave
Note
depart. blank column. X
5
indicator.
Write down the total fuelling on the
Bowser Note
indication of the fuelling pumping machine X
(uplift) 6
(or fuelling pumping equipment)
Write down the total fuelling on the
total uplift X
indication of the aircraft fuel indicator.
Page 4.2/ 8
CHAPTER 4 Issue: 02
Date: Jan.2015
Responsibilities
Block
No. Crew Tech Both
Write down the difference between total

fuelling on the browser and aircraft fuel
indicator.
DISCREPANCY = |TOTAL UPLIFT -

BOWSER/(UPLIFT) |
12 DISCREPANCY X
Notes: If the fuel quantity discrepancy is
out of limits in the Appendix below, the
actual fuel quantity must be checked again
manually refer to relevant AMM task (For
example: ATR72 AMM 28-43-00…).
DENSITY Fuel density when uplift X
Write down the bill number of each
FUEL BILL NO. X
refueling.
Technician shall write down the OIL,
HYDRAULIC data during maintenance.
Oil/ IDG / Note
13 No fill: write “NIL” X
Hydraulics 7
Not apply: write N/A
Liquid unit must be indicated.
Write down the quantity of uplift oil for
OIL/ Uplift each engine and the total quantity of X
available oil in the engine.
Write down the total quantity of available
Total X
oil in the engine.
IDG/BUG Write down the quantity of uplift oils each Note
X
UPLIFT system. 8
Hydraulics Write down the quantity of uplift oil each
systems/ relevant system. X
Uplift
13A This Block used for Technical Staff to
certify about quantity and quality of fuel
and fluid uplift to aircraft on block 12 and
13.
“I hereby
NAME: name of Technical staff performed
Certify X
that... “
the fuel and oil uplift.
AUTH No: authorization number of

Technical staff issued by AMO.
SIGN: Signature of. staff’s.

Page 4.2/ 9
CHAPTER 4 Issue: 02
Date: Jan.2015
Responsibilities
Block
No. Crew Tech Both
14 flight Log Box is used for crew to record Flight Log

X
(uTC) in UTC.
Chock on Time of chock on. X
Chock off Time of chock off. X
Write down the difference between the
Block time chock on time and the chock off time: X
BLOCK TIME = CHOCK (ON – OFF)
Write down the total block time and the
Previous total block in the Previous Log Previous
X
Log
PREVIOUS LOGTLP = TOTAL BLOCK TIMEPREVIOUS TLP
Write down the total block of block Time

Total block
and the total block in the Previous Log.
X
time
TOTAL BLOCK TIME = PRE. LOG + BLOCK
TIME.
Write down the actual time at the moment
LDG X
of touch – down.
Write down the actual time at the moment
Take-off X
of take off.
Write down the difference between on
LDG and Take off time:
Flight time X
FLIGHT TIME = LDG - TAKE-OFF.
Write down the total flight time in the
Previous Previous Log.
X
Log
PREVIOUS LOGTLP = TOTAL FLT. TIMEPREVIOUS TLP
Write down the total flight hours of flight

time and the total flight hours in the
Total Previous Log. X
flight time
TOTAL FLT. TIME = PRE. LOG + FLIGHT
TIME
landings Write down the data of number of landing. X
Write down the number of landing B/F in
previous
the Previous Log. X
log
PREVIOUS LOGTLP = TOTAL LDGSPREVIOUS TLP
Page 4.2/ 10
CHAPTER 4 Issue: 02
Date: Jan.2015
Responsibilities
Block
No. Crew Tech Both
Write down the number of full stop

Full stop
landings of the aircraft X Note 9
LDGs
(LANDING -TAXIING - FULL STOP)
14 Write down the number of Touch and Go Note
Touch & Go X
(TOUCH-DOWN - TAXING -TAKE-OFF) 10
Write down the number of landings total
total LDGs LDGs = previous log + Full stop LDGs + X
Touch & Go
Write down the autoland CAT
autoland
AUTO LAND: write I, II or III X
cat
MANUAL LANDING: leave blank.
MANUAL REC. Time that irregular situations occur in
X
EVENT TIME flight or maintenance required.
Write circle mark in “YES” when aircraft
Push back
is pushed back by ground equipment X
this sector
Other: write circle mark in “NO”.
Make a circle in “YES” if ETOPS flight
ETOPS FLIGHT conducted. Otherwise, make a circle mark X
in “NO”.
15 daily / Writing down the information on daily
terminal terminal check completed. X
chk Make a circle mark in relevant content.
completed
Date Time
Date and Time in UTC to perform. X
(UTC)
Sign Signature of authorized technical staff. X
Authorization number of Technical staff
Auth No. X
issued by AMO.
Place Working place. X
preflight / Write down the information on aircraft
transit / Preflight/Transit/ETOPS check. X
etops chk Write circle mark on relevant content.
completed
16 DatE Time Date and Time in UTC to perform.
X
(UTC)
Sign Signature of authorized technical staff. X
Authorization number of Technical staff
Auth No. X
issued by AMO.
Place Working place. X
Page 4.2/ 11
CHAPTER 4 Issue: 02
Date: Jan.2015
Responsibilities
Block
No. Crew Tech Both
Write down the Flight Crew Log Page

CHẤP THUẬN Review Acceptance to ensure the aircraft
17 CỦA TỔ LÁI
X
has been satisfied airworthiness condition
to conduct the flight as scheduled.
Sign: Commander signature with full name.
X
FULL name:
In the event that the content is too long and
the next page is needed, then this box must
18 Ô ĐÁNH DẤU X
be ticked in order to show that there is still
information on the next page.
APU hrs:....... Write down the number of hour of APU
19 X
Apu cyc.:...... and APU cycles.
De/Anti - Write down all de/anti-icing work
X
icing performed with:
20 type of Type of fluid and percentage of fluid used.
fluid
X
applied:....../...
.....%
Sign: Commander signature with full name. X
Start: Starting time to perform the work in UTC.
X
..................UTC.
Finish............... Finish time of the work.
X
.UTC
Note 1: REPORTED BY: There are 02 box to mark defect. If crew found the
defect, mark the box “Crew”. If technician found the defect, mark the
box “MNT”.
Note 2: ACTION TAKEN: Record as detailed as possible all defect rectification
actions carried out. Records of relevant references for trouble
shooting/defect rectification actions must be clearly written.
Note 3: WORK TYPE: After defect rectification finishing, technician has to
record performed work type into relevant box (06 boxes defined and
attached in techlog book).
The work types are defined as following:
(1) PIREP: Crew comments on defects of aircraft, system, engines..
Æ comments Reported by Crew will mark at box No.1. Other
Page 4.2/ 12
CHAPTER 4 Issue: 02
Date: Jan.2015
comments (Reported by MNT) will be classified from type 2 to
6 as following.
(2) Additional/Deferred Items: Maintenance Reports
(MAREP) about aircraft, system, engines..
(3) SB/AD..: EO, WO related to inspection, modifications..
(4) Life Limit: life limit work related as CHK, OOP, CMR..
(5) Follow-up Sheet: following works as Swapping, Temporary
repair...
(6) Miscellaneous: Other works as insecticides biotreatment, aircraft
cleaning, ... and request for additional consumable such as First
Aid Kit, worned wheel (except cut wheel), QAR disk full,
stretcher, Potable Oxygen Used, Lightning Strike, Bird Strike.
Note 4: REMAINING: Crew record in this box the remaining fuel in each tank
and in total after the flight. In case already uplift and fuel quantity is
changed due to flight cancelled or maintenance.., Technician have to
record fuel remaining in REMAINING box before new flight.
Data is taken from aircraft fuel indicator.
Note 5: N/A
Note 6: If it is necessary to adjust the fuel quantity (uplift or de-fuelling) as
flight crew request, write down under existing figures in the boxes the
total fuel quantity (uplift or de-fuelling )of the fuel pump or truck, total
fuel quantity (uplift or de-fuelling ) of aircraft, discrepancy of browser
and aircraft fuel indicator and fuel bill (if necessary).
Note 7: In case there is no fuelling, “NIL” must be written to appropriate boxes.
For aircraft without fuel indicator to figure out “TOTAL” value, “OK”
must be written in those boxes. For boxes not applicable to specific
aircraft type, “N/A” must be specified.
Note 8: IDG/BUG Uplift: Technician records oil uplift for IDG or Back-up
Generator and circles the relevant box. If uplift for both IDG and BUG,
record oil uplift for both (for example: IDG/BUG then record 21/23)
Note 9: Full stop Landing: the process of Landing - Taxiing - Full Stop;
Note 10: Touch and Go: the process of Touch down - Taxiing -Take off.
2.3 Guidelines for use of technical log

a. Location:
Technical Log book is placed in the cockpit of the aircraft, at convenient places,
and clearly cover the registration number of the aircraft.
Page 4.2/ 13
CHAPTER 4 Issue: 02
Date: Jan.2015
b. Structural of Techlog book
- Each Techlog book contains 200 pages of carbon paper, divided into 50
series, numbers are printed. Each series has 04 relevant page, each page
associated with a different color (white-red-white-blue). The pages of
same series link to each other through carbon layer in back of page.
- Each Techlog book has 10 pages for Aircraft Defer Defect (ADD) for B
and C type of defect, 05 pages for type B defect and 05 pages for type C
defect.
- The back page of the front cover with printed Delay and Abnormal code
as defined by IATA code. The front page of back cover printed ATA code
(04 digits ATA100) for systems on the aircraft.
c. The order of recording and collecting of VNA Technical Log
Technical Log shall be recorded in appropriate time: before the flight – time
between two flights – after flight, as follows:
- White page: First sheet of a series is remaining in the Technical book and
always put on the aircraft. When the last series of the book is used, The
Techno book will be sent back to MCC (Maintenance Control Centre) of
the Maintenance & Aircraft Management Organization for store at least 36
months from the last date of entry. The books contain records of the flights
have incident affecting safety must be maintained until a command to
cancel.
- White page: Sheet No.2 of a series, to be printed from first page through
carbon layer. At the end of flight, this sheet have been collected and stored
at MCC of the Maintenance & Aircraft Management Organization. Then
transferred to the Tech record section.
- Pink page: Sheet No.3 of a series, to be printed from first page through
carbon layer. At the end of flight, this sheet have been collected and stored
at MCC of the Maintenance & Aircraft Management Organization.
- Blue page: Sheet No. 4 of a series, to be printed from first page through
carbon layer. After conducting technical /maintenance service before the
flight, and completing the information and sign the necessary boxes,
technical staff tears the green sheet and kept for at least 24 hours for
normal flight. The flights have incidents affecting safety (with classified
level) must be kept until the order to cancel.
3. Aircraft Technical Log approval
Amendment responsibility for the Technical Log Form is the Director of
Safety - Quality and Security Department. All proposed amendments should be
sent to Safety - Quality and Security Dept. to review and submit to CAAV for
approval process.
Page 4.2/ 14
CHAPTER 4 Issue: 02
Date: Jan.2015
- Form of VNA Technical log: Current Form of Technical Log was
approved by the CAAV is Form No.: VNA-SQ-F14-01, applies to all
types of VNA aircraft (see next page).
- Form No.: VNA-SQ-F14-02 used to record defect type B.
- Form No.: VNA-SQ-F14-03 used to record defect type C.
APPENDIX 4.2.1
MAXIMUM ACCEPTABLE DISCREPANCY BETWEEN FUEL
QUANTITIES UP-LIFTED INDICATED BY AIRCRAFT FUEL QUANTITY
INDICATORS AND BOWSER INDICATOR
(Applied for domestic airports only)
(The acceptable values depended on the total up-lifted quantity)
Total up-lifted quantity Maximum acceptable Maximum acceptable

(indicated by aircraft indicator) discrepancy (%) discrepancy (Kg)
0 - 1.000 kg ≤ 5,8 ≤ 58
1.000 kg - 2.000 kg ≤ 4,5 ≤ 90
2.000 kg - 5.000 kg ≤ 3,8 ≤ 190
5.000 kg - 10.000 kg ≤ 2,6 ≤ 260
10.000 kg - 20.000 kg ≤ 2,3 ≤ 460

≤ 1.600
Above 20.000 kg
≤ 1,6 (Total up-lifted
quantity <100.000kg)
Note: For the quick reference purpose, this table, ATA 100 code list and
ETOPS critical system list are attached to the Technical Logbook File on
board.
Page 4.2/ 15
CHAPTER 4 Issue: 02
Date: Jan.2015
4.2.2 Cabin Defect Log:

a) FORM VNA-SQ-F14-04
Page 4.2/ 16
CHAPTER 4 Issue: 02
Date: Jan.2015
b) Completion of the cabin defect log by authorized staff:

- After a flight, if a cabin defect found to be affecting to the aircraft
airworthiness, the defect must be transferred immediatedly to the Technical
logbook by the flight crew or CRS engineers.
- Any defect raised by the purser after each flight shall be done by the
authorized staff (CRS engineers or authorised cabin maintenance staff of
VAECO). The authorised staff (in this context) shall sign off for tasks which
are/is done by him/her to clear the cabin defect.
- It is required that the authorized staff must write down “Action” column
discriptions and information regarding the actions taken. And then, they will
sign with authorization number included and the date.
- If the defect could not be cleared, an entry to technical log must be
considered by the CRS engineer. The CRS engineer will then transfer the
defect into the relative technical log page and open an ADD regarding this
defect in accordance with the “Defer defect procedure” for further action. He
must also record of the above transfer action to the Cabin Defect Log just to
inform the others that the defect is now followed through the Technical
logbook under a C-class defect.
- Before departure, the CRS staff is responsible for reviewing the cabin defect
log.
- The cabin defect log page in yellow will be removed by the authorized staff
before departure and keeping within 24 hours after that.
Page 4.2/ 17
CHAPTER 4 Issue: 02
Date: Jan.2015
4.2.3 MEL/Airworthiness related acceptable deferred defects Type “B”:
a) FORM No VNA-SQ-F14-02
Page 4.2/ 18
CHAPTER 4 Issue: 02
Date: Jan.2015
b) Completion:
- When a deferable defect relating to MEL and/or airworthiness is raised in the
technical log, an entry will be required to the MEL/ AIRWORTHINESS
RELATED ACCEPTABLE DEFERED DEFECT.
- All information regarding must be writen by authorized staff as following:
Information Discription Note
ADD RAISED
ADD ENTERED Write name of authorized staff
BY
SIGNATURE The authorized staff makes a his signature.
L/APP No Number of the authorization
DATE Date when a defer defect is raised.
STATION Code of line station where the defect is
raised.
DEFECT INFORMATION
TX FROM TLP# Number of the technical log page where the
defect is raised.
MEL REF# MEL reference number
ADD RAISED No Number of defect raised.
DEFER LIMIT Deadline: expiredate of the defect.
In addition, specify MEL conditions relating.
P/N REQD. Part Number requirement.
EXTRA REQ. Extra Part Number requirement.
ADD CLEARANCE
TLP REF # Technical log page where the defect is clear.
SIGN: The authorized staff signs
L/APP No Number of authorization
DATE Date the defect is clear.
STATION Where ther defect is clear.
NTC RAISED If a Note-To-Crew is necessary, choose

YES. Otherwise, choose “NO”.
NTC When a exiting NTC has been done, choose
CANCELLED “YES”.
ADD REVIEWED AT BASE Not Reserved to Line Staion

CHECK
FOREMAN Not Reserved to Line Staion
QA Not Reserved to Line Staion
Page 4.2/ 19
CHAPTER 4 Issue: 02
Date: Jan.2015
4.2.4Non MEL/Airworthiness related acceptable deferred defects Type
“C”:
a) FORM No VNA-SQ-F14-03
Page 4.2/ 20
CHAPTER 4 Issue: 02
Date: Jan.2015
b) Completion:
- When a deferable defect not relating to MEL and/or airworthiness is raised in
the technical log, an entry will be required to the NON MEL/
AIRWORTHINESS RELATED ACCEPTABLE DEFERED DEFECT.
- All information regarding must be writen by authorized staff as following:
Information Discription Note
ADD RAISED
ADD ENTERED Write name of authorized staff
BY
SIGNATURE The authorized staff makes a his
signature.
L/APP No Number of the authorization
DATE Date when a defer defect is raised.
STATION Code of line station where the defect is
raised.
DEFECT INFORMATION
TX FROM TLP# Number of the technical log page where
the defect is raised.
ADD RAISED No Number of defect raised.
P/N REQD. Part Number requirement.
EXTRA REQ. Extra Part Number requirement.
ADD CLEARANCE
TLP REF # Technical log page where the defect is
clear.
SIGN The authorized staff signs
L/APP No Number of authorization
DATE Date the defect is clear.
STATION Where ther defect is clear.
NTC RAISED If a Note-To-Crew is necessary, choose

YES. Otherwise, choose “NO”.
NTC CANCELLED When a exiting NTC has been done,
choose “YES”.
ADD REVIEWED AT BASE CHECK Not Reserved to Line Staion

FOREMAN Not Reserved to Line Staion
QA Not Reserved to Line Staion
Page 4.2/ 21
CHAPTER 4 Issue: 02
Date: Jan.2015
4.2.5 Movement TELEX:

Instructions for completion of this TELEX have been specified at Chater 2.5
Reporting Systems. The authorized staff will follow the procedures in advanced.
Hereafter, It is intended to list all of the Line Maintenance Telex which will be
used during the job at outstations.
- Aircraft Departure Telex;
- Aircraft Technical Dealy Telex;
- Aircraft Night Stop/ Remote Scheduled Check Telex.
Page 4.2/ 22
CHAPTER 4 Issue: 02
Date: Jan.2015
4.2.6 Mandatory Occurrence Report
- I.a.w the MME, VNA uses CAAV’s Form 14 when an reportable event
occurs.
Page 4.2/ 23
CHAPTER 4 Issue: 02
Date: Jan.2015
Page 2
Page 4.2/ 24
CHAPTER 4 Issue: 02
Date: Jan.2015
Page 4.2/ 25
CHAPTER 4 Issue: 02
Date: Jan.2015
Page 2
Page 4.2/ 26
CHAPTER 4 Issue: 02
Date: Jan.2015
4.2.7 A.O.G Report : FORM No VNA-TE-F-01
Page 4.2/ 27
CHAPTER 4 Issue: 02
Date: Jan.2015
4.2.8 Technical Delay Report FORM No VNA-TE-F-02
Page 4.2/ 28
CHAPTER 4 Issue: 02
Date: Jan.2015
4.2.9 Concession/Variation/Exemption Request:
Form CAAV/FSSD-AIR040 Concession request
Page 4.2/ 29
CHAPTER 4 Issue: 02
Date: Jan.2015
Form CAAV/FSSD-AIR042 Variation request
Page 4.2/ 30
CHAPTER 4 Issue: 02
Date: Jan.2015
Form CAAV/FSSD-AIR044 Exemption Request
Page 4.2/ 31
CHAPTER 4 Issue: 02
Date: Jan.2015
4.2.10 Serviceable/ Unserviceabla Item FORM VNA-SQ-ST-01

Page 4.2/ 32
CHAPTER 4 Issue: 02
Date: Jan.2015
4.11 Note to crews and engineers form:
This form (VNA-SQ-F11-04) is used to pass additional information and notices
to flight crews and others maintenance staff working with the aircraft.
Page 4.2/ 33
CHAPTER 4 Issue: 02
Date: Jan.2015
4.12 Aircraft/Engine Dent and buckle chart forms
Relevant (to aircraft/engine types) dent and buckle chart forms shall be
available on board the aircraft in the technical log book. The form shall also be
provided upon request by the relevant VAECO MCC.

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LINE MAINTENANCE MANUAL

^] Hμ néi - 01. 2015 ^ ]

0.1 Approval Sheet

Issue Revision Date of Effective Approved by:

Nguyen Van Hung

01 01 Nov.2007 Dec.2007 (Signed date: Dec. 2007)

Nguyen Van Hung

02 00 Mar.2009 Apr.2009 (Signed date: Mar. 2009)

Nguyen Van Hung

Nguyen Van Hung

Issue Revision Date of Effective Approved by:

Nguyen Van Hung

02 03 Dec.2011 Feb.2012 (Signed date: Feb. 2012)

Nguyen Van Hung

02 04 Feb.2012 Mar.2012 (Signed date: Mar. 2012)

Nguyen Ngoc Trong

02 04A Jun.2012 Jun.2012

Issue Revision Date of Effective Approved by:

02 05A Jul.2013 Jul.2013

Issue Revision Date of Effective Approved by:

0.2 Transmittal Letter

LINE MAINTENANCE MANUAL

Instruction for updated:

Date (day/month/year) : /Jan /2015

Signed by:.............................. Name:...................................................

0.3 Record of Revisions

Issue/ revision revision date insertion date name and signature

02/01 Aug. 2009

02/02 Dec. 2010

0.4 List of Effective Pages

Page Issue Revision Date Page Issue Revision Date

0.5 Distribution List

Item Holder Location Quantity Doc. No.:

1 Civil Aviation Authority of Vietnam HAN 01 01

0.6 Procedure of Amendment and Revision

0.6.2 Temporary revision

ADD Acceptable Deferred Defect

0.8 Significant of Changes

Index Section Description of changes

1.0 Content of chapter one

1.1 VNA’s General Policy and Administration of Line Maintenance

We would like to commit ourselves to:

1.1.2 Line Maintenance Administration

SQS Dept. Flight OPS. Supply&

Flight Crew VNA’s

VAECO Contracted Organization

Line Maintenance Contract

1.1.3 Duty and Responsibilities

1.2.2 Other Line Maintenance Organizations

1.3 VNA’s Aircraft Fleet

A321 A390 5297 2012 08-Oct-12 IAE V2533-A5

B777 A143 33502 2003 23-Aug-03 PW4090

1.4 List of VNA’s outstations

2.0 Content of chapter two

2.0 Content of Chapter Two

2.1 Master line maintenance Procedure

II. Scope of Affected:

Name of Department TEL FAX Sita @

MOC (84-0) 913 203 225 (84-4) 8.273.004 HDQEPVN

VI. Content of Procedure:

2.2 Use and Completion of Line Documentations

Please return to Chapter Four for detailed application

b. The Authorized staff is responsible for keeping the line maintenance

has the same characteristics with a previous defect and: