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LINE MAINTENANCE MANUAL

^]

Hμ néi - 01. 2015 ^ ]

Page: Ch1/cover LINE MAINTENANCE MANUAL CHAPTER 1 ORGANIZATION AND RESPONSIBILITY

chapter 0 GENERAL

Issue: 02 Rev. : 08 Date : Jan.2015

Page: 0.0 / 1 LINE MAINTENANCE MANUAL CHAPTER 0 GENERAL

Issue: 02 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 1.1.1

VNA’s General Policy and Maintenance General Policy

1.1.2

Line Maintenance Administration

1.1/2

1.1.3

Duty and Responsibilities

1.1/3

1.2 1.2.1

Contracted Line Maintenance Organizations Authorization VAECO - A Member of Vietnam Airlines

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

Administration of Line 1.1/1 1.1.1

and 1.2/1 1.2/1

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

Page: 0.0 / 2 LINE MAINTENANCE MANUAL CHAPTER 0 GENERAL

Issue: 02 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 4.1.5

Spare request, aircraft parts/components acquisition and 4.1/5 handling 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

4.2.5

MEL/Airworthiness related acceptable deferred defects 4.2/12 “Type B” Non-MEL/Airworthiness related acceptable deferred defects 4.2/14 “Type C” 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

4.2.4

Page: 0.0 / 3 LINE MAINTENANCE MANUAL CHAPTER 0 GENERAL

Issue: 02 Rev. : 06 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 LINE MAINTENANCE MANUAL CHAPTER 0 GENERAL

0.1

Issue: 02 Rev. : 08 Date : Jan. 2015

Approval Sheet

Issue No.

Revision No.

Date of Issue

Effective Date

Approved by: (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) Vice President Technical

Nguyen Van Hung 02

00

Mar.2009

Apr.2009

(Signed date: Mar. 2009) Vice President Technical

Nguyen Van Hung 02

01

Aug. 2009

Sep.2009

(Signed date: Oct. 2009) Vice President Technical

Nguyen Van Hung

Page: 0.1 / 2 LINE MAINTENANCE MANUAL CHAPTER 0 GENERAL

Issue: 02 Rev. : 08 Date : Jan. 2015

Issue No.

Revision No.

Date of Issue

Effective Date

Approved by: (Sign and Full Name)

02

02

Dec. 2010

01.Jan.2011

(Signed date: Jan. 2011) Vice President Technical

Nguyen Van Hung 02

03

Dec.2011

Feb.2012

(Signed date: Feb. 2012) Vice President Technical

Nguyen Van Hung 02

04

Feb.2012

Mar.2012

(Signed date: Mar. 2012) Vice President Technical

Nguyen Ngoc Trong 02

04A

Jun.2012

Jun.2012

Page: 0.1 / 3 LINE MAINTENANCE MANUAL CHAPTER 0 GENERAL

Issue No.

Revision No.

Date of Issue

Effective Date

02

05

Jan.2013

Jan.2013

02

05A

Jul.2013

Jul.2013

02

06

Jan.2014

Jan.2014

02

07

Nov.2014

Nov.2014

Issue: 02 Rev. : 08 Date : Jan. 2015

Approved by: (Sign and Full Name)

•

Page: 0.1 /4 LINE MAINTENANCE

CHAPTER 0 GENERAL

Vietnam Airlines

Issue No.

Revision No.

02

08

Date of Issue Jan.2015

MANUAL

Issue: 02 Rev. ;08 Date; Jan. 2015

Effective Date

Approved by: Si n and Full Name

Jan.20 15

Date:2.81 9( 12015

Page: 0.2 / 1 LINE MAINTENANCE MANUAL CHAPTER 0 GENERAL

0.2

Issue: 02 Rev. : 08 Date : Jan. 2015

Transmittal Letter

TRANSMITTAL LETTER LINE MAINTENANCE MANUAL 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) :

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

/Jan /2015

Name:...................................................

Page: 0.3 / 1 LINE MAINTENANCE MANUAL CHAPTER 0 GENERAL

0.3

Issue: 02 Rev. : 08 Date : Jan. 2015

Record of Revisions

Issue/ revision number

revision date

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

insertion date

name and signature

Page: 0.4 / 1 LINE MAINTENANCE MANUAL CHAPTER 0 GENERAL

0.4

Issue: 02 Rev. : 08 Date : Jan. 2015

List of Effective Pages

Page Issue Revision Ch0/cover 02 08 0.0/1-3 02 06 0.1/1-2 02 08 0.2/1 02 08 0.3/1 02 08 0.4/1 02 08 0.5/1-2 02 07 0.6/1 02 03 0.7/1 02 03 0.8/1 02 08 Ch1/cover 02 07 1.0/1 02 03 1.1/1-4 02 07 1.2/1 02 03 1.3/1 02 08 1.4/1 02 03 Ch2/cover 02 08 2.0/1 02 06 2.1/1-7 02 07 2.2/1-6 02 06 2.3/1-4 02 08 2.4/1-2 02 06 2.5/1-7 02 08 2.6/1-2 02 06 2.7/1-4 02 06 2.8/1-2 02 03 2.9/1-12 02 06 2.10/1-3 02 06

Date Jan.15 Jan.14 Jan.15 Jan.15 Jan.15 Jan.15 Nov.14 Dec.11 Dec.11 Jan.15 Nov.14 Dec.11 Nov.14 Dec.11 Jan.15 Dec.11 Jan.15 Jan.14 Nov.14 Jan.14 Jan.15 Jan.14 Jan.15 Jan.14 Jan.14 Dec.11 Jan.14 Jan.14

Page 2.11/1-3 2.12/1-5 2.13/1-3 2.14/1-6 Ch3/cover 3.0/1 3.1/1 3.2/1 Ch4/cover 4.0/1 4.1/1-12 4.2/1-32

Issue 02 02 02 02 02 02 02 02 02 02 02 02

Revision 06 06 06 06 03 03 03 03 08 03 08 08

Date Jan.14 Jan.14 Jan.14 Jan.14 Dec.11 Dec.11 Dec.11 Dec.11 Jan.15 Dec.11 Jan.15 Jan.15

Page: 0.5 / 1 LINE MAINTENANCE MANUAL CHAPTER 0 GENERAL

0.5

Issue: 02 Rev. : 07 Date : Nov. 2014

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

6

VAECO

HAN SGN SIN BKK REP PNH

01 01 01 01 01 01

08 09 10 11 12 13

7

Flight Crew Division 919

HAN SGN

01 01

14 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

15

Korean Air

ICN PUS

01 01

23 24

16

Malaysia Airlines (MAS)

KUL

01

25

17

Etihad

MEL SYD

01 01

26 27

18

AMECO

PEK PVG

01 01

28 29

19

Lufthansa

FRA

01

30

20

China Airlines (CI)

TPE KHH

01 01

31 32

Page: 0.5 / 2 LINE MAINTENANCE MANUAL CHAPTER 0 GENERAL

Issue: 02 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.

Page: 0.6 / 1 LINE MAINTENANCE MANUAL CHAPTER 0 GENERAL

Issue: 02 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.

Page: 0.7 / 1 LINE MAINTENANCE MANUAL CHAPTER 0 GENERAL

Issue: 02 Rev. : 03 Date : Dec.11

0.7 Abbreviation ADD AMC AMM AMO AMS CAAV CDL CEO CRS-SMI DDG ESDS FIM GRN HT LLP LMM MCC MEL MME OPM PN TSM SQS VAECO VNA

Acceptable Deferred Defect Approved Maintenance Centre Aircraft Maintenance Manual Aircraft Maintenance Organisation Aircraft Maintenance Schedule Civil Aviation Administration of Vietnam Configuration Deviation List Chief Executive Officer Certificate of Release to Service - Schedule Maintenance Inspection Dispatch Deviation Guide Electro-static Discharge Sensitive Fault Isolation Manual Good Received Number Hard Time Life Limited Part Line Maintenance Manual Maintenance Control Centre Minimum Equipment List Maintenance Management Exposition Out of Phase Maintenance Part Number Trouble Shooting Manual Safety - Quality and Security Vietnam Airlines Engineering Company Ltd. Vietnam Airlines

Page: 0.8 / 1 LINE MAINTENANCE MANUAL CHAPTER 0 GENERAL

Issue: 02 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

2.3 Defect Control Procedure

1.3 To raise ADDs: add Note 5 about the maximum number of inoperative MEL items

2.5 Reporting System

VI. 1. Line station telex (reporting): - adding MOC and MCC email address for those stations who do not use SITA - removing SQS department from the list of recipients (not necessary)

3

4.1 Line Maintenance Instructions

4.1.5 b) Limit maintenance inspection: totally changed – please refer to the entirely new paragraph. Note: preliminary inspection is no longer accepted.

4

4.2 Line Maintenance Form Instructions

Appendix 4.2.1: add “applied for domestic airports only”

1

2

Page: Ch1/cover LINE MAINTENANCE MANUAL CHAPTER 1 ORGANIZATION AND RESPONSIBILITY

Issue: 02 Rev. : 08 Date : Jan.2015

chapter 1 Organisation & responsibility

Page: 1.0 / 1 LINE MAINTENANCE MANUAL CHAPTER 1 ORGANIZATION AND RESPONSIBILITY

Issue: 02 Rev. : 03 Date : Dec.11

1.0 Content of chapter one 1.0

Content of chapter one

1.1

VNA’s general maintenance

policy

and

administration

of

line

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

LINE MAINTENANCE MANUAL CHAPTER 1 ORGANIZATION AND RESPONSIBILITY

Page: 1.1 / 1 Issue: 02 Rev. : 07 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.

LINE MAINTENANCE MANUAL CHAPTER 1 ORGANIZATION AND RESPONSIBILITY

Page: 1.1 / 2 Issue: 02 Rev. : 07 Date : Nov.2014

1.1.2 Line Maintenance Administration CAAV Standard&Safety Dept. VNA AOC Holder No.1997-01/CAAV

SQS Dept.

Technical Dept. MOC

Marketing& Service Dept.

Training Department

Flight OPS. OCC

Supply& Management Dept.

Flight Crew Division 919 Commander/Pilots

VNA’s Representatives Outstations

VAECO CAAV AMO

Contracted Organization – Others AMO Outstations

MCC

MCC Outstations Legend:

Ground Handling Supplier/Provider Outstations

Full Technical Support/Information Line Maintenance Contract Quality Audit Line & Quality Support/ One-off Auth./Contr. CRS list & CRS approval

LINE MAINTENANCE MANUAL CHAPTER 1 ORGANIZATION AND RESPONSIBILITY

Page: 1.1 / 3 Issue: 02 Rev. : 07 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 VNAVAECO/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.

LINE MAINTENANCE MANUAL CHAPTER 1 ORGANIZATION AND RESPONSIBILITY

Page: 1.1 / 4 Issue: 02 Rev. : 07 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.

LINE MAINTENANCE MANUAL CHAPTER 1 ORGANIZATION AND RESPONSIBILITY

Page: 1.2 / 1 Issue: 02 Rev. : 03 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 VNAVAECO/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.

Page: 0.5 / 1 LINE MAINTENANCE MANUAL CHAPTER 0 GENERAL

1.3

Issue: 02 Rev. : 08 Date : Jan.2015

VNA’s Aircraft Fleet

2255

Date of Manufacture 2004

Date of Operation 07-Jul-04

IAE V2533-A5

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

Type

Registration

MSN

A321

A344

A321

Engine Type

Page: 0.5 / 2 LINE MAINTENANCE MANUAL CHAPTER 0 GENERAL

Issue: 02 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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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

F70

A502

11580

1995

31-Jan-97

PW4170 TAY MK 62015

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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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.

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Issued : 02 Revision: 08 Date: Jan.2015

CHAPTER 2 LINE MAINTENANCE PROCEDURES

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2.0 Content of chapter two 2.0 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 2.11 2.12 2.13 2.14

Content of Chapter Two Master line maintenance procedure Use and completion of line documentations Defect control procedure Fuelling procedure Reporting system De/Anti-icing procedure Component’s movement monitoring Aircraft incident/accident handling procedure ETOPS maintenance procedures One-Off authorization Certifying staff - Monitoring and control Installation of Aircraft Wheel-Chocks Procedure RVSM and RNP Maintenance Procedure CAT II/III Maintenance Procedure

Issue: 02 Rev. : 08 Date : Jan.2015

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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 MOC Vietnam Airlines Safety - Quality Security Department MCC

TEL

FAX

Sita @

(84-0) 913 203 225 (84-0) 903 452 779

(84-4) 8.273.004 (84-4) 38.732.775

HDQEPVN HDQQAVN

(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.

Issue: 02 Rev. : 07 Date : Nov.2014

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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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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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 nonairworthiness 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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Issue: 02 Rev. : 07 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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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.

II.

Scope of Affected: 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:

VI.

Content of Procedure:

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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+ 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.

2.

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.

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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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 Content

Approved Form

1

Technical Log (Blue One) VNA-SQ-F14-01

2 3

Cabin Defect Log MEL/Airworthiness related acceptable deferred defects Type “B” Non MEL/Airworthiness related acceptable deferred defects Type “C” Movement TELEX** Note to crews and engineers (if any)

4

5 6

Note:

VNA-SQ-F14-04 VNA-SQ-F14-02

Keeping Periord 24h or Instruction* N/A N/A (for Line Station)

Storage Line Station N/A N/A

VNA-SQ-F14-03

N/A (for Line N/A Station)

VNA-SQ-F11-04

Until the note N/A is no longer valid

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- (*) 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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APPENDIX 2.2.1 TECHNICAL DOCUMENTATIONS AND RECORDS ON BOARD No.

Description

Form No.

1

List of controlled forms, certificates, maintenance data on board of aircraft

VNA-SQ-f11-01

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 defects type “B”

deferred

vna-Sq-f14-02

8

NOn-mel/airwothiness related acceptable deferred defects type “c”

vna-Sq-f14-03

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

12

PhiÕu yªu cÇu nh©n nh−îng- CONCESSION Request

13

Etops events-oriented reliability reports (currently applicable for B777 aircraft only)

14

Cabin defect log

15

CRS-SMI of the last check(s) WITH THE NEXT DUE INFORMATION

16

Out-of-phase maintenance

related

acceptable

CAAV/FSSD-AIR040 Vna-rp-n2 VNA-SQ-F14-04 Vaeco fORM Or equivalent 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.

II.

Scope of Affected: This procedure applies to VNA Safety- Quality & Security department, Technical Department, Supply Department and all contracted organization.

III.

Responsibility: 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.

V.

Definition and abbreviation: 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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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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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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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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- 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: Item Discription and/or Approved Form Content 1 Recurring defect VNA-RP-F0103 report 2 Note to crews and VNA-SQ-F11-04 engineers VIII. Recurring defect monitoring flowchart

Keeping Periord For one year

Storage MOC

Until the note N/A is no longer valid

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2.4 Fueling Procedure I.

Purpose: To establish Re-Fueling/De-fueling in accordance with the appropriate referenced Authority Regulations and Vietnam Airlines Requirements.

II.

Scope of Affected: 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

VI.

Content of Procedure: 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 defuel tasks is just to avoid water in fuel tanks.

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-

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 Content

1

Technical Log

2

Movement TELEX**

Approved Form

Keeping Storage Periord 24hours min VNA-SQ-F14-01 or Outstation Instruction*

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2.5 Reporting System I.

II.

III.

IV.

Purpose: To establish the reporting procedure concerning the aircraft status at outstations. Scope of Affected: This procedure applies to Authorized staff involved to the Line Maintenance Processes for VNA’s aircraft. Responsibility: VAECO’s authorized staff and VNA Line Maintenance Service Provider’s staff are responsible for performing this procedure. References: - MME 3.9, 3.13.

V.

Definition and abbreviation: N/A

VI.

Content of Procedure: 1. LINE STATION TELEX (REPORTING) VNA designs three forms of line maintenance TELEX as following: a) Aircraft departure TELEX: (SENDERS (UTC):……

ADDRESS)……..DATE/MONTH/YEAR

(UTC):…….TIME

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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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 (UTC):…...

ADDRESS)………..DATE/MONTH/YEAR

A.T.A.:………A.T.D:………TOTAL CYCLES:…………

(UTC):…….TIME

HOURS:…………TOTAL

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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(UTC):.. OO

A.T.D

PP

DELAY TIME

QQ

ENGINEER NAME AND APPROVAL NUMBER

c) Aircraft Night Stop/Remote Scheduled Check Telex: (SENDERS (UTC):…...

ADDRESS)………DATE

A/C REG:…………. FLIGHT #……….. ATA:…………………

/MONTH/YEAR

(UTC):……..TIME

TECH LOG PAGE #:…………

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

1

Vietnam Airlines Technical Department VAECO MCC HAN

2

SITA @

HDQEPVN

Email (in case SITA is not available)

[email protected]

- HANEMVN [email protected]

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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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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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- 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

1 2 3 4

5

Description

Departure Telex AOG report Delay Report Mandatory Occurence Report ETOPS eventsoriented reliability reports

Approved form

As described

Retention period

03 months

VNA-TE-F01 12 months VNA-TE-F02 12 months CAAV form 14 a/b VNA-RP-N2

Place of Retention

24 months or as instruction

Technical Dept. and VAR-145 contracted Organisation. Technical Dept. and VAR-145 contracted organisation. VNA’s Technical Dept; SQS department and VAR-145 contracted organisation VNA’s Technical Dept; SQS department and VAR-145 contracted organisation

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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.

II.

Scope of Affected: This procedure applies to Organisations and Personnel involved to the Line Maintenance Activities for VNA’s aircraft.

III.

Responsibility: 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.

V.

Definition and abbreviation: De/anti –icing is a combination of the two procedures: de-icing and antiicing performed in one or two steps.

VI.

Content of Procedure: 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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8. Other information/instructions for the safe takeoff (such as hold-over time…) shall be given to the flight crew. VII. Records: Item Discription and/or Content 1 Technical Log (Blue One)

Approved Form VNA-SQSF14-01

Keeping Storage Periord 24 hours min Line or Station Instruction*

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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.

II.

Scope of Affected: 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.

III.

Responsibility: 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.

V.

Definition and abbreviation:

VI.

Content of Procedure:

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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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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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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- 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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- 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: ƒ VNA only use PMA parts for aircraft interior: cabin seats, galley, IFE, reading light, side panel,… ƒ 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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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.

III.

Responsibility: Line Maintenance Service Provider and their staff.

IV.

References: N/A

V.

Definition and abbreviation:

VI.

Content of Procedure: 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.

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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

1

Occurence Report

2

Telex

Approved form CAAVForm 14

Retention period

Place of retention

24 month

Outstation

N/A

Outstation

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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

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VAECO and the Line Station Authorized Staff are responsible for the procedure. IV.

References: MME; ETOPS Maintenace Manual.

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V.

Issued : 02 Revision: 06 Date: Jan.2014

Definition and abbreviation: 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.

VI.

Content of Procedure:

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

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“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 NONETOPS (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.

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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.

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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.

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ATA CHAPTER

21 Air Conditioning

22 Auto Flight 23 Communications 24 Electrical Power

26 Fire Protection

28 Fuel

30 Ice, Rain Protection

34 Navigation 36 Pneumatic 49 Airbone Auxiliary Power

ATA SECTION

-31 -51 -52 -61 -11 -31 -11 -15 -11 -21 -22 -25 -32 -11 -15 -16

Issued : 02 Revision: 06 Date: Jan.2014

ETOPS SIGNIFICANT SYSTEM

Cabin Pressure Control System Pack Flow Control Pack Cooling and Mix Manifold Temperature Control

-23 -22 -25 -41 -11 -21 -31

Zone Temperature Control and Indication. Autopilot Flight Director System Thrust Management Computing System High Frequency (HF) Communication System SATCOM Integrated Drive Generator APU Driven Generator AC Generation and Bus Control Backup Generator Transformer Rectifier Units (TRUs) Engine Fire Detection APU Fire Detection Lower Cargo Compartment and E/E Smoke Detection Lower Cargo Compartment Fire Extinguishing Engine Fuel Feed System APU Fuel Feed System Fuel Quantity Indicating System (FQIS) Wing Anti-Icing Engine Inlet Anti-Icing Pitot, Angle of Attack, Total Air Temperature.

-34 -41 -43 -61 -11 -12 -11 -13 -14 -15 -16 -27 -28 -31

Engine Probe Heat Flight Compartment Window Anti-Icing Weather Radar System Flight Management Computing System. Engine Air Supply. Air Supply Distribution Auxiliary Power Unit APU Mounts APU Harness APU Inlet Door APU Drains and Vents APU Oil Filter Elements APU Oil Heater Assembly APU Fuel Sytem

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-41 -42 -43 -52 -53 -61 -71 -94

APU Ignition APU Starting APU Air Turbine Starter APU Inlet Guide Vanes APU Surge Control Valve APU Control System APU Exhaust Gas Temperature APU Oil Quantity Temperature and Sight Gage

71

All

All Models 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 80

All All

Oil Starting

Table 1: ETOPS significant systems for B777 aircraft

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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 Chapter

ATA Sect. / Descr.

ETOPS Significant Functions of the selected system(s)

Rationale for selecting ETOPS Significant Systems/Functions

Regulatory Reference EASA / FAA

21 - Air Conditio ning

2126

Avionics Equipment Ventilation

Ventilation of Avionic system

2121

A330 Pax: Cabin Air Distribution and Recirculation

- Aircraft pressurization capability - Cabin and cockpit environmental control capability (temperature and ventilation)

Integrity of the avionic system during an ETOPS diversion - Minimize occurrence of depressurization which leads to an ETOPS diversion at depressurized FL. It has subsequent impact on fuel consumption and exposure to more severe outside atmospheric conditions (icing). - Minimize occurrence of loss of cockpit and cabin or courier area temperature and ventilation control during an ETOPS diversion.

AMC 20-6 Rev 2 Ch II.8.3.(v) and Ch II.8.3.(vi) / AMC 20-6 Rev 1 §8.c.8 and §8.c.9 / FAR §K25.1.2

Autopilot is considered as important to maintain acceptable pilot workload over

AMC 20-6 Rev 2 Ch II.7.5 and Ch II.7.7 / AMC 20-6

2122 2131 2151 2152 2153 2163

22 - Auto Flight

2210

A330-200F: Main Deck and Courier Ventilation Cockpit Air Ventilation Pressure Control and Monitoring Flow Control and Indicating Air Conditioning (Packs) Pack Control and Indicating Cockpit and Cabin Temperature Control Autopilot

Autopilot function

Dual

Additional information on typical "ETOPS Relevant" events to be reported Complete loss of avionics cooling - Loss of pressurization - Loss of temperature control - Loss of ventilation - Loss of pack

X

Loss of system / function

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23 Commun ication

24 -

an ETOPS diversion. Autothrust is considered as important to maintain acceptable pilot workload over an ETOPS diversion. - FMS fuel prediction 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,…). See 22-10

2230

Autothrust

Autothrust function

2270

Flight Management System

Fuel prediction functions

2281 2282

Flight Control Unit (FCU) Multipurpose Control and Display Unit (MCDU)

Interface with Autopilot Interface with FMS

2311

HF System

HF voice function

One HF (voice) is required for all ETOPS flights.

2328

SATCOM System

SATCOM voice function

One SATCOM (voice) is required for ETOPS beyond 180 min.

2373

CIDS (for A/C not fitted with SDCU)

Cargo Fire Detection function

Spurious warning can cause diversion.

24-

AC Main

AC Main

The 2 IDGs and

Issued : 02 Revision: 06 Date: Jan.2014

Rev 1 §8.b.5 and §8.b.7 / FAR §K25.1.2

X

See 22-70

X

AMC 20-6 Rev 2 Ch II.7.7 / AMC 20-6 Rev 1 §8.b.7 / FAR §K25.1.2 AMC 20-6 Rev 2 Ch III.7.2.3.(ii) / AMC 206 Rev 1 §10.d.3.(ii) / FAR §121.122 AMC 20-6 Rev 2 Ch II.8.3.(iv) / AMC 20-6 Rev 1 §8.c.6 / FAR §K25.1.2 AMC 20-6

Non recoverable total loss of long-range voice communicatio n in flight

- Failure of smoke/fire detection (except lavatories), spurious warning X

Failure of

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26 - Fire Protectio n

21

Generation

2423

AC Auxiliary Generation

2424

AC Emergency Generation

2612

Engine Fire and Overheat Detection

2613

A330 Pax: Cabin Air Distribution and Recirculation

2615

2616

LDCC Smoke Detection

2619

MDCC Smoke Detection (A330-200F only) LDCC Fire Extinguishing

2623

28 - Fuel

A330-200F: Main Deck and Courier Ventilation Avionics Compartment Smoke Detection

generation function(s) AC Auxiliary generation function AC Emergency Generation function Engine Fire and Overheat Detection function APU Fire and Overheat Detection function.

associated GCU, the APU Gen and associated GCU and the CSM/G constitute 4 independent electrical power sources for ETOPS (including ETOPS beyond 180 min.) Spurious warning can cause IFSD (diversion). Spurious warning can cause diversion.

Avionics Compartment Fire and Overheat Detection function. Cargo Fire Detection function Cargo Fire Detection function

Spurious warning can cause diversion.

Cargo Fire Extinguishing function

The cargo fire protection time is an ETOPS diversion time limitation. Ensure fuel availability, at adequate fuel pressure and flow at engine inlet in case of ETOPS diversion. In-flight APU start and run reliability are more important for ETOPS flights. Ensure fuel availability to complete a

2821

Engine Feed Fuel Pump System

Provide adequate fuel pressure and flow at engine inlet

2822

APU Fuel System

Provide fuel to APU

2823

Cross-feed System

Cross-feed function

Rev 2 Ch II.7.8 / AMC 20-6 Rev 1 §8.b.8 / FAR §K25.1.3.b

Issued : 02 Revision: 06 Date: Jan.2014 IDG(s), APU Gen, CSM/G X

X

AMC 20-6 Rev 2 Ch II.8.3.(iv) / AMC 20-6 Rev 1 §8.c.6 / FAR §K25.1.2

X

- Failure of smoke/fire detection (except lavatories), spurious warning - Failure of cargo fire suppression system - Fire occurrence (detected or undetected)

FAR §K25.1.4.a

X

- Fuel pump(s) failure - Fuel leaks - Trapped fuel - Over spillage

X

Failed APU start due to no fuel feed

Spurious warning can cause diversion. Spurious warning can cause diversion.

Failed Crossfeed Valve

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diversion in case of fuel system or engine failure. 2840

Fuel Quantity Indicating

Provide accurate fuel quantity and fuel temperature information

29 Hydrauli c Power

2911 2912 2913

Engine Driven Pump (Green/Blue/Yel low)

30 - Ice & Rain Protectio n

3011

Wing Ice Protection

Provide hydraulic power to Green/Blue/Y ellow Hydraulic System Provide antiice protection capability

3021

Engine Air Intake Ice Protection

3031

Probe Ice Protection

3042

Windshield Anti-Icing and Defogging

34 Navigatio n

3441

Weather Radar System

35 Oxygen (A330200F only)

3510

Crew Oxygen (A330-200F only)

Fuel quantity information is considered as more important for ETOPS flight (for in flight fuel monitoring). Fuel temperature indication is more important for polar flights. Minimize loss of hydraulic system(s)

FQI failure

AMC 20-6 Rev 2 Ch II.7.10 / AMC 20-6 Rev 1 §8.b.9 / FAR §K25.1.4.a

AMC 20-6 Rev 2 Ch II.7.6 / AMC 20-6 Rev 1 §8.b.6

Airframe and propulsion ice protection systems must provide adequate capability for ensuring a safe ETOPS diversion and landing in icing conditions.

AMC 20-6 Rev 2 Ch II.7.7.(iii) and Ch II.7.7.(xiii) / AMC 20-6 Rev 1 §8.b.7.(iii) and §8.b.7.(xiii)

Weather radar function

Weather radar considered as more important to conduct an ETOPS diversion.

Provide oxygen to flight crew

Provide oxygen to the flight crew during the whole time of a diversion in case of fire in the main deck cargo compartment.

AMC 20-6 Rev 2 Ch II.7.7 / AMC 20-6 Rev 1 §8.b.7.(iii) AMC 20-6 Rev 2 Ch II.7.6 / AMC 20-6 Rev 1 §8.b.6

X

X

X

Hydraulic system(s) failure (low level, low pressure, overheat) Loss of wing anti-icing capability Loss of air intake antiicing capability Loss of probe heating capability in more than one system Failure of cockpit window antiicing Weather radar failure

Loss of oxygen supply to one or several flight crew members

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36 Pneumati c

49 Auxiliary Power Unit

3611

A330 Pax: Cabin Air Distribution and Recirculation A330-200F: Main Deck and Courier Ventilation Engine Bleed Air Supply System

Provide oxygen to courier area occupants

Provide oxygen to the courier area occupants during the whole time of a diversion in case of fire in the main deck cargo compartment.

Provide pressure and temperature regulated airflow

- Provide air to minimize occurrence of depressurization. - Provide air at adequate temperature to maintain adequate cockpit and cabin temperature during an ETOPS diversion. - Provide air to wing ice protection systems. - APU Bleed more important for ETOPS to pressurize the 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. Leak detection can affect the wing antiice capability during an ETOPS diversion. - In-flight APU start and run reliability more important during ETOPS flight. - APU Bleed more important for ETOPS to pressurize the

3612

APU Bleed Air Supply and Cross Bleed systems

- Provide back-up airflow - Cross bleed function

3622

Leak Detection

Leak detection function

4910 4920 4930

APU Power Plant APU Engine

All APU functions necessary to: - Start the APU in-flight after cold soak - Preclude APU in-flight shutdown

4940

APU Engine Fuel and Control APU Ignition and Starting

Issued : 02 Revision: 06 Date: Jan.2014 Loss of oxygen supply to one or courier area occupants

AMC 20-6 Rev 2 Ch II.8.3.(v) and Ch II.8.3.(vi) / AMC 20-6 Rev 1 §8.c.8 and §8.c.9

X

Loss of bleed air system(s)

X

Loss of APU bleed

Loss of leak detection system without warning AMC 20-6 Rev 2 Ch II.7.4 / AMC 20-6 Rev 1 §8.b.4 / FAR §K25.1.4.b

X X X

X

Uncommanded shut down - APU failure - Significant overspeed / over EGT - Uncontained burst

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70 to 80 Engine ATA

4951 4960 4970 4990

APU Air Bleed

7150 72

Electrical Harness All items related to engine ATA chapters are ETOPS Significant except ATA 71 other than 7150, ATA 78 other than 7830, and ATA 80.

73 74 75 76 77 7830 79

- Provide pressurized air

APU Engine Controls APU Indicating

Issued : 02 Revision: 06 Date: Jan.2014 X

aircraft during an ETOPS diversion following dual engine bleed failure.

X

APU Oil System

X

All engine's functions necessary to: - Preclude Inflight shutdown - Obtain and control desired thrust - Provide power to accessories

Minimize occurrence of InFlight Shut Down (IFSD), i.e. when an engine ceases to function (when the airplane is airborne) and is shutdown, whether self induced, flight crew initiated or caused by an external influence. Engine failures on ground (e.g. during taxi), also not counted as IFSDs, are to be reviewed and reported as well. 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

AMC 20-6 Rev 2 Appendix 1 / AMC 206 Rev 1 Appendix 1 / FAR K25.2.2

X

(compressor / turbine cooling fan) - No relight in flight - Loss of APU bleed - Severe fuel / oil leak in the APU compartment Severe chaffing Uncommanded power loss / changes - Nacelle fire warning / fuel leaks - Inability to control the engine power - Surges - Loss of engine parameters sensing/indicat ing - Severe oil leak

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relight and when an engine does not achieve desired thrust or power are to be reviewed and reported in the

Non ATA related

- Aborted Take-Off - Diversion - Air turn back

Table 2 : ETOPS significant systems for A330 aircraft

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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.

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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.

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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.

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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.

II.

Scope of Affected: 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

V.

Definition and abbreviation: 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.

VI.

Content of Procedure: - When there is a need for one-off approval, the person applied for the oneoff 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: ƒ Personal details. ƒ Certificates and licenses. ƒ Training and experience records. ƒ 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.

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- 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 oneoff approval. - If necessary, request for supporting documents and any maintenance data or instructions, by contacting the related VAECO MCC or VNA Departments at: Item 1 2 4

VII. Item

Name of Department MOC VNA SQS Department MCC

TEL (84-0) 913 203 225 (84-0) 903 452 779

FAX Sita @ (84-4) 8.273.004 HDQEPVN (84-4) 38.732.775 HDQQAVN

(84-4) 38.865.020

(84-4) 38.865.019 HANEMVN

Records:

1 2

Discription and/or Content Technical Log Exemption Request

3

Others

Approved Form VNA-SQ-F14-01 CAAV FSSD-AIR 044, N/A

Keeping Periord Instruction* One year One year

Storage Outstation Outstation SQS/VNA Outstation SQS/VNA

and and

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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 .

II.

Scope of Affected: 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.

V.

Definition and abbreviation:

VI.

Content of Procedure:

- 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 SafetyQuality&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.

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VII. Records: Item 1 2 3

Discription and/or Approved Content Form List of approved VNA-SQengineers F23-01 Approved engineers Records Others

Keeping Periord

Storage

01 year after the list have been SQS/VNA changed 01 year after the engineer is no SQS/VNA longer working on VNA aircraft SQS/VNA

VIII. Appendix 1. Form of in-house instructors and CRS staff list working at an outstation (next page).

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2.12 Installation of Aircraft Wheel-Chocks Procedure I.

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

II.

Scope of Affected: This procedure is applied for installation of aircraft wheel-chocks during line maintenance operation for all VNA’s aircraft at outstation.

III.

Responsibility: Engineers working on VNA’s aircraft at outstation are responsible for complying with this procedure.

IV.

References:

V.

Definition and abbreviation:

VI. Content of Procedure: 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:

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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

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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

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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

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VII. Records: N/A Item 1

Discription and/or Approved Content Form Technical Log (Blue Copy) VNA-SQSF14-01

VIII. Appendix: N/A

Keeping Periord 24 hours min or Instruction*

Storage Line Station

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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 stationreferenced navigation aids or within the limits of the capability of selfcontained 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: FCC/ FMGEC

Altitude Alert System

Mode S transponder

Primary Altimetry System

ADC/ IRU

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

A/c Type

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1.2. RNP: The following systems and components are related to RNP operation: A/c Type

FCC/ FMGEC

VOR

DME

IRU/ADIRU

GPS

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).

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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.

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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

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ƒ has the same characteristics with a previous defect and: • The previous defect was confirmed • The previous defect was rectified in accordance with manufacturer documents. ƒ 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-SQF11-04) 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. Contracted maintenance organization shall inform MOC and MCC by SITA (or email, FAX) about aircraft CAT II/III downgrade. 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: ƒ If there’s no open C defect related to CAT II/III status:

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• 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-SQF11-04) to indicate that the aircraft is downgraded to CAT II, C defect number must be included. • Brief Flight Crew on CAT limitations. ƒ 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 Operation limit: Aircraft Downgrade – Not eligible for CAT II and CAT III Corrective Action: require one satisfactory low visibility system operational use • Write a note in “Notes to crews and engineers form” (VNA-SQF11-04) 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-RPF0125): ƒ If there’s no open C defect related to CAT II/III status: • 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-SQF11-04) to indicate that the aircraft is downgraded to CAT II, C defect number must be included.

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• Brief Flight Crew about CAT limitations. ƒ If there’s already an open C defect related to CAT II/III status: No action is required. Contracted maintenance organization shall inform MOC and MCC by SITA (or email, FAX) about aircraft CAT II/III downgrade. 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.). Contracted maintenance organization shall inform MOC and MCC by SITA (or email, FAX) about aircraft CAT II/III downgrade. 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: ƒ 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).

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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.). Contracted maintenance organization shall inform MOC and MCC by SITA (or email, FAX) about aircraft CAT II/III downgrade. Note: In some cases, for Airbus aircrafts, an equivalent ground test 22-9700 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. Contracted maintenance organization shall inform MOC and MCC by SITA (or email, FAX) about aircraft CAT II/III downgrade.

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CHAPTER 3 LINE MAINTENANCE CHECK LIST

LINE MAINTENANCE MANUAL CHAPTER 3 LINE MAINTENANCE CHECKLIST

3.0 Content of Chapter Three 3.0 3.1 3.2

Content of Chapter Three Control of Line Maintenance Checklist Onboard List of Line Maintenance Checklists

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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.

II.

Scope of Affected: This issue will be applied to Organisations and Personnel involved to the Line Maintenance Activities for VNA’s aircraft.

III. Responsibility: - 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:

V.

Definition and abbreviation:

VI.

Content of Procedure: 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:

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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 CHAPTER 4 FORMS AND INSTRUCTIONS

CHAPTER 4 FORMS AND INSTRUCTIONS

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4.0 Table of content 4.0 4.1 4.1.1 4.1.2 4.1.3 4.1.4 4.1.5 4.1.6 4.1.7 4.1.8 4.1.9 4.2 4.2.1 4.2.2 4.2.3 4.2.4 4.2.5 4.2.6 4.2.7 4.2.8 4.2.9 4.2.10 4.2.11 4.2.12 4.2.13 4.3

Content Line Maintenance Instructions Control of blanking and locking devices Maintenance Data to be used at outstations Control and monitoring of defects Spare request, aircraft parts/components acquisition and handling Special inspections Recording of tools and test equipments used for maintenance Structural damage repair Paper works during line maintenance Aircraft maintenance records Line Maintenance Forms instruction Technical Log Cabin Defect Log MEL/Airworthiness related acceptable deferred defects “Type B” Non-MEL/Airworthiness related acceptable deferred defects “Type C” Movement TELEX Mandatory Occurrence Report A.O.G Report Technical Delay Report Concession Request Exemption Request Serviceable/ Unserviceable Item Note to crews and engineers Aircraft/Engine dent and buckle chart forms Forms

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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:

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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

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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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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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+ 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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+ 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.

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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.

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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.

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• 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.

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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: ƒ REFER TO ITEM…………INSPECTED FOLLOWING VNA RII PROCEDURES - ACCEPTED. ƒ Fill in the C.R.S column: Inspector’s signature: ……..Auth No.……..Place….Time/Date……..

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- If the work is rejected: ƒ REFER TO ITEM…………INSPECTED FOLLOWING VNA RII PROCEDURES - REJECTED. ƒ Fill in the C.R.S column: Inspector’s signature: ……..Auth No.……..Place….Time/Date…….. ƒ 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: ƒ 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. ƒ 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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B. Non-Routine maintenance event RII (maintenance, repair, modification, AD/SB, component replacement, structure part replacement, and other nonroutine 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.

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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 A B C D E 2 A B C D E 3 A B C D 4 A B C D E 5

ELEVATOR Elevator System Actuators (hyd, pneu, mech) Control Cables Elevator Surfaces System Rigging Balance Weights RUDDER Rudder System Actuators Control Cable Rudder Surfces System Rigging Balance Weights FLAP/SLATS Flaps/Slats System Actuators Flaps/Slats Surfaces Control Cable System Rigging STABILIZER Stabilizer System Actuators Stabilizer Surfaces Control Cable System Rigging Horizontal Stabilizer Jackscrew and Gearbox AILERON AND SPOILER

REINSTALL/REPLACE 1

REPAIR -

RIG/ADJ 1

1 1 1 REINSTALL/REPLACE 1 1

1 1 REPAIR 1

1 1 1 1 RIG/ADJ 1 1

1 REINSTALL/REPLACE 1 1 1 REINSTALL/REPLACE 1 1 1 1

1 REPAIR 1 REPAIR 1 1

1 1 RIG/ADJ 1 1 1 1 RIG/ADJ 1 1 1 1 1

REINSTALL/REPLACE

REPAIR

RIG/ADJ

LINE MAINTENANCE MANUAL CHAPTER 4 FORMS AND INSTRUCTIONS A Aileron System Actuators B Aileron Surfaces C Spoiler System Actuators D Spoiler Surfaces F Control Cables G System Rigging CHAPTER 28 – FUEL 1 FUEL A Structure Repairs to Interior of Integral Fuel Tank 1 HYDRAULIC A Ram Air Turbine (if installed) 1 LANDING GEAR A Main Landing Gear assembly, bogie or truck B Main Landing Gear strut and trunnion C Nose Landing Gear assembly CHAPTER 34 – PITOT/STATIC 1 PITOT/STATIC A Captain and First Officer B Captain and Standby C First Officer and Standby CHAPTER 51 THRU 57 – STRUCTURES 1 STRUCTURES (*) A Wing stringers or chord members B Spars.

1 -

1 1 1 1 1 1

REINSTALL/REPLACE 1

REPAIR 2

RIG/ADJ -

REINSTALL/REPLACE 1 REINSTALL/REPLACE 1

REPAIR 1 REPAIR 1

RIG/ADJ 1 RIG/ADJ 1

1 1

1 1

1 1

REINSTALL/REPLACE 1 1 1

REPAIR 1 1 1

RIG/ADJ -

REINSTALL/REPLACE 1 1

REPAIR 2 2

RIG/ADJ -

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Wing main ribs Engine mounts.

E F G H

Fuselage longerons. 1 Landing gear brace struts. 1 Axles 1 The repair of three or more adjacent 1 wing or control surface ribs or the leading edge of wings and control surfaces, between such adjacent ribs WINDOWS REINSTALL/REPLACE Flight Deck Windows 1 CABIN DOORS REINSTALL/REPLACE Cabin Doors 1 OVERWING EMERGENCY EXITS REINSTALL/REPLACE Emergency Exit Doors 1 CARGO DOORS REINSTALL/REPLACE Cargo Doors 1 CHAPTER 61 – PROPELLERS (ATR72 ONLY) Propellers Installation/Balancing 3 CHAPTER 71 THRU 79 – POWERPLANT POWERPLANT REINSTALL/REPLACE Powerplant Installation 3 Thrust Level Control Cable (Cockpit to 3 Pylon) Main Fuel Pump 3

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Fuel Main Control Borescope Port Plugs Electronic Engine Control Fan Assembly Gear Box Lube and Scavenge Pump

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3 -

(*): RII inspection is only applied for those repairs having RAS or Form 8100-9 requests.

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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:

LINE MAINTENANCE MANUAL CHAPTER 4 FORMS AND INSTRUCTIONS

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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.

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LINE MAINTENANCE MANUAL CHAPTER 4 FORMS AND INSTRUCTIONS

4.2 Line Maintenance form instruction: 4.2.1 Technical Log a. FORM No VNA-SQ-F14-01

Issue: 02 Revision: 08 Date: Jan.2015

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LINE MAINTENANCE MANUAL CHAPTER 4 FORMS AND INSTRUCTIONS

Issue: 02 Revision: 08 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.

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-

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.

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Issue: 02 Revision: 08 Date: Jan.2015

2.2 Detail rule Responsibilities Block No.

Title/Content

Instruction/Explanation

Crew Tech

Both

N/A

N/A

1

HEADER

Box printed the owner's name (VNA), logo, form number, page number of the Technical log and control information.

2

FROM:

Write down the IATA 3 letter-code for departure airport.

X

3

TO:

Write down the IATA 3 letter-code for landing airport.

X

4

FLT. NO.:

Write down the VNA flight number

X

5

CAPT.:

Write down the captain's name who performs their duty on that flight (Ref to FOM 4.1 if applicable).

X

Write down the code of Aircraft type i.a.w the 3 letter-code as follows:

6

A/C TYPE

Type

Code written down on Techlog:

A320

320

A321

321

B777

777

ATR72

AT7

F70

F70

A330

330

X

7

A/C REG:

Write down the Aircraft registration number.

X

8

DATE

Flight date: DD - MM - YY.

X

9

DELAY

Note down all information about the flight delay (departure time delays more than 15 minutes)

X

Write down the technical delay code. Delay code table is found at the behind cover of the Techlog.

X

Short describe of delay reasons

X

DELAY CODE:

REASON

N/A

Note

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Issue: 02 Revision: 08 Date: Jan.2015 Responsibilities

Block No.

Title/Content

DELAY TIME:

Instruction/Explanation

Delay time: write the time delayed behind the schedule

Crew Tech

Both

Note

X

DELAY TIME = CHOCK OFF – SCHEDULE (> 15’)

9A

ABNORMAL FLIGHT CODE

Write down abnormal flight 3 letter code. Abnormal flight code table is attached in Tech log.

DEFECT (STATE IF NIL FURTHER)

Aim to reflect whatever information related to aircraft in technical site which the Crew and Technical Staff assume necessary. Crew is required to write NIL in case of nothing to reflect.

X

ITEM

Write down item number of the defects. In case the space for content of DEFECT is not enough, continue to write down in the part bellow, but ITEM must be re-written and mark (x).

X

ATA CODE

4-digit ATA 100 defect code. The code can be found at front of cover of technical log.

REPORTED BY

To define who reflects the defect by making a cross letter (X) in relative box. CREW. … MNT. …

10A

CAPT

10B SIGN:.......

Captain (Commander) of the flight who signs to be responsible for flight information (ex : delay, defect in flight, Tech log, number of landing v.v. )

X

X

X

X

ACTION TAKEN

This Block use for Technical staff records all Action taken to answer all demand in DEFECT block. Every defect must be answered in ACTION TAKEN. Even when flight crew writes “NIL” technical staff must answers “NOTED, THANKS”, sign and fill in relevant CRS column.

X

ITEM

Item number - ITEM completed that relevant to DEFECT item. In case the space for content of ACTION TAKEN is not enough, continue to write down in the part bellow, but ITEM must be re-written and mark (x) to CRS column bellow:

X

10C

Note1

Note2

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Issue: 02 Revision: 08 Date: Jan.2015 Responsibilities

Block No.

11

Title/Content

Instruction/Explanation

Crew Tech

A.D.D RAISED NO.

Write down Deferred defect number. Refer to form VNA-SQ-F14-02 MEL airworthiness related acceptable deferred defects and VNA-SQ-F14-03 NON MEL airworthiness related acceptable deferred defects.

X

A.D.D CLEARED NO.

Write down Aircraft Deferred Defect number that it has been rectified. Refer to form VNA-SQ-F14-02 and VNASQ-F14-03.

X

WORK TYPE

Àfter defect rectification, the technician record work type into corresponding box (defined and attached in the Techlog book)

X

C.R.S

This box is used for Technician to signed and fill related information to confirm the works in item 10 “ACTION TAKEN”.

X

- SIGN:

Sign and,

X

- AUTH NO.:

Write down his Authorization number.

X

- PLACE:

Working Place.

X

- TIME/DATE

Time and date in UTC in formula of HH: MM/DD-MM-YY.

X

COMPONENT CHANGE INFORMATION

Write down necessary information related to the component ON/OFF as describe in action taken block.

X

ITEM NO.

Item number relevant to “ACTION TAKEN”.

X

NOMENCLA TURE

Name of equipment or component.

X

PART NUMBER

Part number of the installed and removed equipment.

X

S/N OFF

The manufacturer serial number of the component or equipment removed from the aircraft.

X

S/N ON

The manufacturer serial number of the component or equipment installed on the aircraft.

X

G.R.N ON

The GRN number of the equipment installed on the aircraft.

X

Both

Note

Note3

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Issue: 02 Revision: 08 Date: Jan.2015 Responsibilities

Block No.

Title/Content

Instruction/Explanation

Crew Tech

Both

Note

FUEL DISTRIBUTION (KGS)

Write down the quantity of the fuel tank on the aircraft using kg unit. Leave blank column if there is no aircraft fuel changes

REMAINING

Write down the remaining fuel in the main tank, left main, center, right main tanks and the total of fuel tank after the flight Data is taken from aircraft fuel indicator.

B/F FUELING

Write down the remaining fuel in the main tank, left main, center, right main tanks and the total of fuel tank before uplifting prior to the flight. If no refueling, leave blank column. Data is taken from aircraft fuel indicator.

X

Write down the uplift fuel for left main, center, and right main tanks and the total of tanks. UPLIFT = SUM - B/F FUELLING If no refueling, leave blank column.

X

Write down the total fuel quantity of the available B/F FUELLING in each tank and the quantity of uplifting fuelling in the tank. For the flight without fuelling, FOB must be filled in this box before departure. Data is taken from aircraft fuel indicator.

X

adjust

Write down adjust fuel (uplift or defuelling) before departure ADJUST = | DEPART. – SUM | If no refueling, leave blank column.

X

depart.

Total adjusted fuel quantity and sum of fuel above . If no fuel adjustment, leave blank column. Data is taken from aircraft fuel indicator.

X

Note 5

Bowser (uplift)

Write down the total fuelling on the indication of the fuelling pumping machine (or fuelling pumping equipment)

X

Note 6

total uplift

Write down the total fuelling on the indication of the aircraft fuel indicator.

X

12

UPLIFT

Sum

X

Not e 4

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Issue: 02 Revision: 08 Date: Jan.2015 Responsibilities

Block No.

Title/Content

Instruction/Explanation

Crew Tech

Both

Note

Write down the difference between total fuelling on the browser and aircraft fuel indicator.

12

DISCREPANCY

DISCREPANCY = |TOTAL BOWSER/(UPLIFT) |

UPLIFT

-

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…).

13

DENSITY

Fuel density when uplift

X

FUEL BILL NO.

Write down the bill number of each refueling.

X

Oil/ IDG / Hydraulics

Technician shall write down the OIL, HYDRAULIC data during maintenance. No fill: write “NIL” Not apply: write N/A Liquid unit must be indicated.

X

OIL/ Uplift

Write down the quantity of uplift oil for each engine and the total quantity of available oil in the engine.

X

Total

Write down the total quantity of available oil in the engine.

X

IDG/BUG UPLIFT

Write down the quantity of uplift oils each system.

X

Hydraulics systems/ Uplift

Write down the quantity of uplift oil each relevant system.

X

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 Certify that... “

NAME: name of Technical staff performed the fuel and oil uplift. AUTH No: authorization number of Technical staff issued by AMO. SIGN: Signature of. staff’s.

X

Note 7

Note 8

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Issue: 02 Revision: 08 Date: Jan.2015 Responsibilities

Block No.

14

Title/Content

Instruction/Explanation

Crew Tech

flight Log (uTC)

Box is used for crew to record Flight Log in UTC.

X

Chock on

Time of chock on.

X

Chock off

Time of chock off.

X

Block time

Write down the difference between the chock on time and the chock off time:

X

BLOCK TIME = CHOCK (ON – OFF)

Previous Log

Write down the total block time and the total block in the Previous Log Previous PREVIOUS LOGTLP = TOTAL BLOCK TIMEPREVIOUS

TLP

Write down the total block of block Time and the total block in the Previous Log. Total block time

X

X

TOTAL BLOCK TIME = PRE. LOG + BLOCK TIME.

LDG

Write down the actual time at the moment of touch – down.

X

Take-off

Write down the actual time at the moment of take off.

X

Flight time

Write down the difference between on LDG and Take off time:

X

FLIGHT TIME = LDG - TAKE-OFF. Previous Log

Write down the total flight time in the Previous Log. PREVIOUS LOGTLP

Total flight time

= TOTAL FLT. TIMEPREVIOUS

X

TLP

Write down the total flight hours of flight time and the total flight hours in the Previous Log.

X

TOTAL FLT. TIME = PRE. LOG + FLIGHT TIME landings

Write down the data of number of landing.

X

previous log

Write down the number of landing B/F in the Previous Log. PREVIOUS LOGTLP = TOTAL LDGSPREVIOUS TLP

X

Both

Note

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Issue: 02 Revision: 08 Date: Jan.2015 Responsibilities

Block No.

Title/Content

Full stop LDGs

14

15

Touch & Go

Write down the number of full stop landings of the aircraft

Crew Tech

Note 9

Write down the number of Touch and Go

X

Note 10

(TOUCH-DOWN - TAXING -TAKE-OFF)

X

autoland cat

Write down the autoland CAT AUTO LAND: write I, II or III MANUAL LANDING: leave blank.

X

MANUAL REC. EVENT TIME

Time that irregular situations occur in flight or maintenance required.

X

Push back this sector

Write circle mark in “YES” when aircraft is pushed back by ground equipment Other: write circle mark in “NO”.

X

ETOPS FLIGHT

Make a circle in “YES” if ETOPS flight conducted. Otherwise, make a circle mark in “NO”.

X

Writing down the information on daily terminal check completed. Make a circle mark in relevant content.

X

Date and Time in UTC to perform.

X

Sign

Signature of authorized technical staff.

X

Auth No.

Authorization number of Technical staff issued by AMO.

X

Place

Working place.

X

preflight / transit / etops chk completed

Write down the information on aircraft Preflight/Transit/ETOPS check. Write circle mark on relevant content.

X

DatE (UTC)

Date and Time in UTC to perform.

Time

Time

Note

X

Write down the number of landings total LDGs = previous log + Full stop LDGs + Touch & Go

daily / terminal chk completed

Both

(LANDING -TAXIING - FULL STOP)

total LDGs

Date (UTC)

16

Instruction/Explanation

X

Sign

Signature of authorized technical staff.

X

Auth No.

Authorization number of Technical staff issued by AMO.

X

Place

Working place.

X

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Issue: 02 Revision: 08 Date: Jan.2015 Responsibilities

Block No.

17

Title/Content

CHẤP THUẬN CỦA TỔ LÁI

Sign: FULL name:

Instruction/Explanation

Crew Tech

Write down the Flight Crew Log Page Review Acceptance to ensure the aircraft has been satisfied airworthiness condition to conduct the flight as scheduled. Commander signature with full name.

18

Ô ĐÁNH DẤU

19

APU hrs:....... Apu cyc.:......

Write down the number of hour of APU and APU cycles.

De/Anti icing

Write down all performed with:

type of fluid applied:....../... .....%

Type of fluid and percentage of fluid used.

Sign:

Commander signature with full name.

Start: ..................UTC.

Starting time to perform the work in UTC.

Finish............... .UTC

Finish time of the work.

20

X

X

In the event that the content is too long and the next page is needed, then this box must be ticked in order to show that there is still information on the next page.

de/anti-icing

Both

work

X

X X

X X X X

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

Note

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comments (Reported by MNT) will be classified from type 2 to 6 as following.

(2)

Additional/Deferred Items: Maintenance (MAREP) about aircraft, system, engines..

Reports

(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.

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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.

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- 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 (indicated by aircraft indicator)

Maximum acceptable discrepancy (%)

Maximum acceptable 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

≤ 1,6

≤ 1.600 (Total up-lifted quantity