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LINE MAINTENANCE MANUAL

^]

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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

VNAs 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

VNAs aircraft fleet

1.3/1

1.4

List of VNAs 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

Components 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

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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 VNAs 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.:

Civil Aviation Authority of Vietnam

HAN

01

01

Technical Post Holder

HAN

01

02

Safety-Quality & Security Department

HAN

02

03;04

Technical Department

HAN

02

05;06

Supply Management Department

HAN

01

07

VAECO

HAN
SGN
SIN
BKK
REP
PNH

01
01
01
01
01
01

08
09
10
11
12
13

Flight Crew Division 919

HAN
SGN

01
01

14
15

Operation Control Center

HAN

01

16

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 VNAs suppliers provided line maintenance
services at outstations and VNAs 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 VNAs 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 VNAs 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)

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.

4.2 Line Maintenance Form


Instructions

Appendix 4.2.1: add applied for domestic


airports only

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

VNAs 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

VNAs aircraft fleet

1.4

List of VNAs outstations

LINE MAINTENANCE MANUAL


CHAPTER 1
ORGANIZATION AND RESPONSIBILITY

Page: 1.1 / 1
Issue: 02
Rev. : 07
Date : Nov.2014

1.1 VNAs 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 VNAs 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

VNAs
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 companys
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/H2013;
- 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


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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 providers 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


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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 VNAs 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 VNAs aircraft are performed in safe, controlled
and airworthy conditions;
- Providing and supporting fully and adequately all technical instructions,
advices etc. to all outstations where VNAs 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/H01/2009) line maintenance services for VNAs aircraft are
provided.
1.2.2 Other Line Maintenance Organizations
In order to ensure that line maintenance services at all outstation for VNAs
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

VNAs 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

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Rev. : 08
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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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ORGANIZATION AND RESPONSIBILITY

Issue: 02
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Date : Jan.2015

1.4 List of VNAs outstations


1.4.1 List of VNAs 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 VNAs outstations outside of Vietnam: CDG; LGW; DME; REP;
RGN; PEK; PVG; CAN; CTU; HGH; HKG; NRT; FUK; KIX; NGO; PUS; ICN;
TPE; KHH; CGK; KUL; SIN; BKK; SYD; MEL; HND.

Page ch2 / cover


LINE MAINTENANCE MANUAL
CHAPTER 2
LINE MAINTENANCE PROCEDURES

Issued : 02
Revision: 08
Date: Jan.2015

CHAPTER 2
LINE MAINTENANCE PROCEDURES

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CHAPTER 2
LINE MAINTENANCE PROCEDURES

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
Components 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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Date : Nov.2014

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 VNAs 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 VNAs 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 ADDs,
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 ADDs 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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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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LINE MAINTENANCE PROCEDURES

Issue: 02
Rev. : 06
Date : Jan.2014

2.2 Use and Completion of Line Documentations


I.

Purpose:
To establish a procedure for use and completion of the line maintenance
documents during normal line maintenance activities i.a.w appropriated
requirements of CAAV, relative authorities and VNA.

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. VNAs line maitenance documents are a system of documents for
recording all maintenance activities carried out on VNAs 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 Logs 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 VNAs 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 staffs 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

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)

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.

List of controlled forms, certificates, maintenance


data on board of aircraft

VNA-SQ-f11-01

AIRFRAME DENT & BUCKLE CHART RECORD

vna-Sq-f11-02

ENGINES DENT & BUCKLE CHART RECORD

vna-Sq-f11-03

NOTES TO CREWS AND ENGINEERS

vna-Sq-f11-04

aircraft fluid list

vna-Sq-f11-05

technical log

vna-Sq-f14-01

mel/airwothiness
defects type B

deferred

vna-Sq-f14-02

NOn-mel/airwothiness related acceptable deferred


defects type c

vna-Sq-f14-03

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

Phiu yu cu nhn nhng- 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 VNAs 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 SQSs 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/DDGhave 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 carriers ground operation (for example:
degrade of passengers 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 VNAs 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 suppliers 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 VNAs 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

Technical Log

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 VNAs aircraft.
Responsibility:
VAECOs authorized staff and VNA Line Maintenance Service
Providers 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 COMPLETEDDATE (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

Vietnam
Airlines
Technical
Department
VAECO
MCC HAN

SITA @

HDQEPVN

Email (in case SITA is not


available)

moc.tech@vietnamairlines.com

- HANEMVN mcchan.vaeco@gmail.com

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

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

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.
VNAs Technical Dept; SQS
department and VAR-145
contracted organisation
VNAs Technical Dept; SQS
department and VAR-145
contracted organisation

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Issue: 02
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Date : Jan.2014

2.6 De/Anti-Icing Procedure


I.

Purpose:
- To establish de-icing/anti-icing procedure in accordance with the
appropriate referenced Authority Regulations and Vietnam Airlines
Requirements.
- To ensure that during low temperature conditions, an aircraft ready for
flight must not have ice, snow, clush or forst adhering to its surfaces.

II.

Scope of Affected:
This procedure applies to Organisations and Personnel involved to the
Line Maintenance Activities for VNAs 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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Issue: 02
Rev. : 06
Date : Jan.2014

2.7 Components 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 VNAs 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 crews 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 VAECOs 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.
VAECOs 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 VAECOs
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 VAECOs
MCC for shipping arrangement details, and shall inform VAECOs 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:
VNA only use PMA parts for aircraft interior: cabin seats, galley,
IFE, reading light, side panel,
VNA only use PMA parts fabricated by manufacturers who are
listed in IPC or certified by CAAV.
VII. Records:
Form VNA-SQ-ST-01 (refer to chapter 4)

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Issue: 02
Rev : 03
Date: Dec. 11

2.8 Aircraft Incident/Accident Handling Procedures


I.

Purpose:
Self explaination.

II.

Scope of affected:
This procedure applies to Organisations and Personnel involved to the
Line Maintenance Processes for VNA aircraft in situations of Incident/
Accident.

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

Occurence Report

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 Outstations 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

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

See 22-70

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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Electrical
Power

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

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

- 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

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

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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Issued : 02
Revision: 06
Date: Jan.2014

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

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

Page 2.9/ 13

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3520

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

Loss of bleed
air system(s)

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

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.

APU Oil
System

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

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

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

Page 2.9/ 16

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Issued : 02
Revision: 06
Date: Jan.2014

4. Identical Maintenance of multiple, similar systems


Identical maintenance action is the same task (i.e. repair, replacement, or
disassembly) done on more than one of similar systems during the same
maintenance visit. This sub-procedure is to ensure that identical maintenance
action must not be done on similar ETOPS significant systems. This ensures
human factor errors are not introduced.
If identical actions do occur or cannot be avoided, one of the following shall be
applied to ensure human factor or defective components do not degrade ETOPS:
a. Do identical maintenance at different maintenance visits.
b. Different Certifying Staff and different maintenance personnel do
maintenance on the similar systems.
c. A qualified third party (e.g. flight crew) is used to do inspection.
d. Communicate with the VAECO MCC for directions.
e. Do verification actions to ensure integrity.
f. Duplicate/Double Inspection
g. VNA policy states leak checks on both engines at ground runs as identical
maintenance actions. Verification action by specified ground checks by only
ONE qualified person is NOT allowed.
At outstations, the Certifying Staff should pay the attention on the
maintenance tasks that marked with letters ETOPS or Task Cards with the
note: THIS IS AN ETOPS RELATED ITEM. THE SAME
MAINTENANCE PERSON MUST NOT PERFORM THIS TASK ON
XXXX.
The same attention must apply when there is non-scheduled ETOPS identical
maintenance with ONE Certifying Staff.
In this case, the Certifying Staff should consult with the VAECO MCC and
strictly follow their instructions.
5. Oil consumption monitoring program
There is very strict requirement on engine and APU oil consumption for ETOPS
flights and this sub-procedure is to ensure compliance to the oil consumption
monitoring program.
a. Engine oil must be checked and serviced, as necessary to the FULL level:
- Prior to dispatch on ETOPS flight.
- On non-ETOPS flights, if engine oil level check requires servicing.
b. Use EICAS for B777 (ECAM for A330) to determine the APU oil
quantity, service to FULL level if required.

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Issued : 02
Revision: 06
Date: Jan.2014

c. Every time, when APU oil system is serviced, in the Technical Log, the
Certifying Staff will make the entry in the DEFECT column APU OIL
SYSTEM SERVICING REQUIRED, and the statement in the ACTION
TAKEN column APU OIL SYSTEM SERVICED TO FULL LEVEL AT XXXX
OPERATION HOURS AS INDICATED ON EICAS.

Uplift oil quantities are recorded in the relevant boxes as usual.


d. Engine oil quantity shall be physically checked using the engine sight
gauge, and then compared to the EICAS for B777 (ECAM for A330) readout.
e. Airplane with engines and/or APU exhibiting questionable characteristics
will be restricted from ETOPS until the fault has been corrected.
f. At each transit and stay-over, Certifying Staff will check engine oil level
after engine shutdown during a period of time in accordance with the relevant
AMM requirements, do the if-required oil systems servicing and record the
information in to the Technical Log page.
g. In order to ensure the accurate calculation of oil consumption rate, the
Certifying Staff shall use the ruler provided by VAECO MCC to determine
the actual uplifted oil quantity rounded off to the nearest quarts.
h. After uplifting the oil system into FULL level, the Certifying Staff will
verify the oil consumption for each engine by comparing the actual uplifted
oil quantity with the EICAS for B777 (ECAM for A330) readout. The
calculation of oil consumption rate can be made by comparing the oil quantity
consumed during previous flight leg(s) (regarding the amount of flight
hours/operation hours, which has been accumulated since last service to
FULL level of the relevant system) with the data in the Engine and APU
Oil Consumption Checklist Reference Table in the Aircraft Technical Log.
Then the oil consumption rate for all engines and APU will be determined if
the rates are acceptable.
i. If the rate is not acceptable for any engine or APU, the Certifying Staff
must report problem immediately, with as much as possible information that
may be required, to VAECO MCC and wait for the instruction from them.
The Certifying Staff shall carry out the requested corrective actions before the
airplane is dispatched for ETOPS. Otherwise, airplane must be downgraded to
Non-ETOPS status.
j. If the rate is acceptable, or when a detected problem has been corrected, the
airplane can be released for the next ETOPS flight, provided other restraints
have been cleared.

Page 2.9/ 18

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Issued : 02
Revision: 06
Date: Jan.2014

6. ETOPS certification signatories


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

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Page: 2.10 / 1
Issue: 02
Rev. : 06
Date : Jan.2014

2.10 One-Off Authorization


I.

Purpose:
To establish an instruction for captains and/or engineers in order to obtain
an One-Off Authorization in accordance with VNAs 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 VNAs 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
VNAs 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 VNAs aircraft is ready for the intended flight;
In addition, instructions from MOC/MCC controllers must be followed.
- Then he/she applies for one-off by sending the following information to
MOC:
Personal details.
Certificates and licenses.
Training and experience records.
Scope of work for one-off authorization.
- MOC duty manager will fill-in and certify the form CAAV FSSD-AIR
044 before summiting to SQS department.

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Issue: 02
Rev. : 06
Date : Jan.2014

- The SQS Department may request additional information from the


applicant or the related organizations for the assessment.
Note 1: Base on the assessment result, approval may be grant with or
without condition. In case of rejection, SQS department shall notify the
applicant and MOC for further decision.
- Upon receipt the approval and before signing off the technical log, the
approved person must be sure that all maintenance actions have been
completely done i.a.w Line Maintenance Manuals 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

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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Issue: 02
Rev. : 06
Date : Jan.2014

2.11 Certifying Staff Monitoring and control


I.

Purpose:
To establish an instruction for engineers working at outstation to get a
VNAs approval in order to perform maintenance actions and certify
VNAs aircraft to service .

II.

Scope of Affected:
This procedure is applied to the engineers who working on VNAs aircraft
at outstation.

III.

Responsibility
Engineers working on VNAs 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 VNAs aircraft at outstation,


engineers must participate in a training course prepared and introduced by
VNAs approved instructors.
- The training courses syllabus must include at least the following:
+ Introduction of VNAs Line Maintenance Manual;
+ Overview of VNAs line documentation onboard;
+ VNAs aircraft technical log system;
+ Briefing on VNAs aircraft configuration (option) and other special
maintenance requirements.
- VNAs 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 VNAs SafetyQuality&Security Department for acceptance at FAX 00-84-4-38 731 665.
- An approval issued by VNAs 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 VNAs aircraft.

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Issue: 02
Rev. : 06
Date : Jan.2014

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 VNAs aircraft at outstation.

III.

Responsibility:
Engineers working on VNAs 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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Date : Jan.2014

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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

B777

3/1

A321

F70

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

B777

3/1

A321

F70

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 theres 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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has the same characteristics with a previous defect and:


The previous defect was confirmed
The previous defect was rectified in accordance with
manufacturer documents.
Or, a monitored ADD which is in category Intermittent Fault
(Boeing) or Spurious MSG (Airbus) displayed on ECAM and
noted by Flight crew.
For a recurring defect related to CAT II/III, maintenance staffs have to:
Follow MME 3.27.8.3.2 (if applicable).
In addition, raise a C defect:
Operation limit: Aircraft Downgrade Not eligible for
CAT III
Corrective Action: require one satisfactory low visibility
system operational use
Write a note in Notes to crews and engineers form (VNA-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:
Theres an unsuccessful autoland performance.
Theres no successful autoland performance within 30 days.
The aircraft is not eligible for CAT II and CAT III (downgraded to CAT I)
if:
Theres 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 theres no satisfactory low visibility system operational use within
30 days (deadline in form VNA-RP-F0125 is due), aircraft must be
downgraded to CAT II, maintenance staff have to:
If theres 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.
If theres already an open C defect related to CAT II/III status: No
action is required.
If theres 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):
If theres 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.


If theres 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 theres 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 theres 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 theres an open C defect related to CAT II/III:
If the last autoland performance is successful and is later than the
raised date of the C defect:
Close the corresponding C defect.
Cancel the corresponding note in Notes to crews and engineers
form (VNA-SQ-F11-04).

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Note: the aircraft is still downgraded to CAT II if theres 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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LINE MAINTENANCE CHECKLIST

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Rev. date: Dec. 11

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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LINE MAINTENANCE CHECKLISTS

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Rev.: 03
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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 VNAs aircraft.

III. Responsibility:
- VNAs 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 VNAs 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 VNAs Aircraft
Maintenance Schedules;
2. Appropriate checklists will be kept in the cockpit and updated by
VAECOs 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, VNAs 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 VNAs 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.

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FORMS AND INSTRUCTIONS

CHAPTER 4
FORMS AND INSTRUCTIONS

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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 VAECOs
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 VAECOs 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 Logs 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 Captains
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 VAECOs 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 VNAs 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 VNAs 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 organizations CAAV certificate is expire or
revoked.
b. Inspectors 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.
Theres no abnormality during the work.
C.
Required Inspection Items that are not completed as a result of shift
change or similar work interruption shall be recorded on the shift turn over
report. The item will be recorded as "pending" or "in progress" and noted, upon
completion, as a Required Inspection Item.
D.
In cases where the work has been rejected by an inspector, a re-inspection
is required after the rework has been completed.
E.
When certifying the completion of a required inspection, inspectors shall
individually sign/stamp the appropriate maintenance document. If the stamp is
smudged or illegible, the inspector shall write his employee number over or next
to the stamp.
F.
For maintenance, repair and replacement which are recorded in aircraft
techlog:
In ACTION COLUMN, RII inspector must:
- Create a new item number.
- Refer to the previous item number of action taken which require RII
inspection.
- If the work is accepted, write down:
REFER TO ITEMINSPECTED FOLLOWING VNA RII
PROCEDURES - ACCEPTED.
Fill in the C.R.S column: Inspectors signature: ..Auth
No...Place.Time/Date..

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- If the work is rejected:


REFER TO ITEMINSPECTED FOLLOWING VNA RII
PROCEDURES - REJECTED.
Fill in the C.R.S column: Inspectors signature: ..Auth
No...Place.Time/Date..
Technical personnel must do the rework (create new item in
techlog) and the rework must be inspected by RII inspector again.

RII inspectors signature, auth


no./or stamp, place and time/date

G.
Personnel authorized to sign the aircraft Return to Service Release must
review all aircraft paperwork to assure compliance with VNA Required
Inspection Item policy prior to releasing the aircraft.
VII. RII List:
A.
Routine/Schedule Maintenance RII:
Vietnam Airlines Aircraft Maintenance Schedule (AMS) will indicate
routine tasks which must be inspected as RII items.
Note: for these routine tasks, only the steps belong to sub-section VII. B
require RII inspection.
Non routine tasks which are raised from routine tasks/inspection must be
evaluated by the criteria set in sub-section VII. B.

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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

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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
-

1
1

2
2

2
2
2
2

1
1
-

REPAIR
REPAIR
REPAIR
REPAIR
-

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

REPAIR
3
3

RIG/ADJ
3
3

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

1
1
A
B
C

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1
1
1
1
1
-

C
D

2
A
3
A
4
A
5
A

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D
E
F
G
H
I

Fuel Main Control


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

3
3
3
3
3
3

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3
-

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:

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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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4.2 Line Maintenance form instruction:


4.2.1 Technical Log
a. FORM No VNA-SQ-F14-01

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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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Date: Jan.2015

2.2 Detail rule


Responsibilities
Block
No.

Title/Content

Instruction/Explanation

Crew Tech

Both

N/A

N/A

HEADER

Box printed the owner's name (VNA),


logo, form number, page number of the
Technical log and control information.

FROM:

Write down the IATA 3 letter-code for


departure airport.

TO:

Write down the IATA 3 letter-code for


landing airport.

FLT. NO.:

Write down the VNA flight number

CAPT.:

Write down the captain's name who


performs their duty on that flight (Ref to
FOM 4.1 if applicable).

Write down the code of Aircraft type i.a.w


the 3 letter-code as follows:

A/C TYPE

Type

Code written down on


Techlog:

A320

320

A321

321

B777

777

ATR72

AT7

F70

F70

A330

330

A/C REG:

Write down the Aircraft registration


number.

DATE

Flight date: DD - MM - YY.

DELAY

Note down all information about the flight


delay (departure time delays more than 15
minutes)

Write down the technical delay code.


Delay code table is found at the behind
cover of the Techlog.

Short describe of delay reasons

DELAY CODE:

REASON

N/A

Note

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Responsibilities

Block
No.

Title/Content

DELAY TIME:

Instruction/Explanation

Delay time: write the time delayed behind


the schedule

Crew Tech

Both

Note

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.

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).

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. )

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.

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:

10C

Note1

Note2

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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.

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.

WORK TYPE

fter defect rectification, the technician record


work type into corresponding box (defined and
attached in the Techlog book)

C.R.S

This box is used for Technician to signed and


fill related information to confirm the works in
item 10 ACTION TAKEN.

- SIGN:

Sign and,

- AUTH NO.:

Write down his Authorization number.

- PLACE:

Working Place.

- TIME/DATE

Time and date in UTC in formula of HH:


MM/DD-MM-YY.

COMPONENT
CHANGE
INFORMATION

Write down necessary information related


to the component ON/OFF as describe in
action taken block.

ITEM NO.

Item number relevant to ACTION TAKEN.

NOMENCLA
TURE

Name of equipment or component.

PART
NUMBER

Part number of the installed and removed


equipment.

S/N OFF

The manufacturer serial number of the


component or equipment removed from
the aircraft.

S/N ON

The manufacturer serial number of the


component or equipment installed on the
aircraft.

G.R.N ON

The GRN number of the equipment


installed on the aircraft.

Both

Note

Note3

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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.

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.

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.

adjust

Write down adjust fuel (uplift or defuelling) before departure


ADJUST = | DEPART. SUM |
If no refueling, leave blank column.

depart.

Total adjusted fuel quantity and sum of


fuel above . If no fuel adjustment, leave
blank column.
Data is taken from aircraft fuel
indicator.

Note
5

Bowser
(uplift)

Write down the total fuelling on the


indication of the fuelling pumping machine
(or fuelling pumping equipment)

Note
6

total uplift

Write down the total fuelling on the


indication of the aircraft fuel indicator.

12

UPLIFT

Sum

Not e
4

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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

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

FUEL BILL NO.

Write down the bill number of each


refueling.

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.

OIL/ Uplift

Write down the quantity of uplift oil for


each engine and the total quantity of
available oil in the engine.

Total

Write down the total quantity of available


oil in the engine.

IDG/BUG
UPLIFT

Write down the quantity of uplift oils each


system.

Hydraulics
systems/
Uplift

Write down the quantity of uplift oil each


relevant system.

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. staffs.

Note
7

Note
8

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Responsibilities

Block
No.

14

Title/Content

Instruction/Explanation

Crew Tech

flight Log
(uTC)

Box is used for crew to record Flight Log


in UTC.

Chock on

Time of chock on.

Chock off

Time of chock off.

Block time

Write down the difference between the


chock on time and the chock off time:

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

TOTAL BLOCK TIME = PRE. LOG + BLOCK


TIME.

LDG

Write down the actual time at the moment


of touch down.

Take-off

Write down the actual time at the moment


of take off.

Flight time

Write down the difference between on


LDG and Take off time:

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

TLP

Write down the total flight hours of flight


time and the total flight hours in the
Previous Log.

TOTAL FLT. TIME = PRE. LOG + FLIGHT


TIME
landings

Write down the data of number of landing.

previous
log

Write down the number of landing B/F in


the Previous Log.
PREVIOUS LOGTLP = TOTAL LDGSPREVIOUS TLP

Both

Note

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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

Note
10

(TOUCH-DOWN - TAXING -TAKE-OFF)

autoland
cat

Write down the autoland CAT


AUTO LAND: write I, II or III
MANUAL LANDING: leave blank.

MANUAL REC.
EVENT TIME

Time that irregular situations occur in


flight or maintenance required.

Push back
this sector

Write circle mark in YES when aircraft


is pushed back by ground equipment
Other: write circle mark in NO.

ETOPS FLIGHT

Make a circle in YES if ETOPS flight


conducted. Otherwise, make a circle mark
in NO.

Writing down the information on daily


terminal check completed.
Make a circle mark in relevant content.

Date and Time in UTC to perform.

Sign

Signature of authorized technical staff.

Auth No.

Authorization number of Technical staff


issued by AMO.

Place

Working place.

preflight /
transit /
etops chk
completed

Write down the information on aircraft


Preflight/Transit/ETOPS check.
Write circle mark on relevant content.

DatE
(UTC)

Date and Time in UTC to perform.

Time

Time

Note

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

Sign

Signature of authorized technical staff.

Auth No.

Authorization number of Technical staff


issued by AMO.

Place

Working place.

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Responsibilities

Block
No.

17

Title/Content

CHP THUN
CA T LI

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

NH DU

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

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

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..


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 <100.000kg)

Above 20.000 kg

Note: For the quick reference purpose, this table, ATA 100 code list and
ETOPS critical system list are attached to the Technical Logbook File on
board.

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4.2.2 Cabin Defect Log:


a) FORM VNA-SQ-F14-04

Issue: 02
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b) Completion of the cabin defect log by authorized staff:


- After a flight, if a cabin defect found to be affecting to the aircraft
airworthiness, the defect must be transferred immediatedly to the Technical
logbook by the flight crew or CRS engineers.
- Any defect raised by the purser after each flight shall be done by the
authorized staff (CRS engineers or authorised cabin maintenance staff of
VAECO). The authorised staff (in this context) shall sign off for tasks which
are/is done by him/her to clear the cabin defect.
- It is required that the authorized staff must write down Action column
discriptions and information regarding the actions taken. And then, they will
sign with authorization number included and the date.
- If the defect could not be cleared, an entry to technical log must be
considered by the CRS engineer. The CRS engineer will then transfer the
defect into the relative technical log page and open an ADD regarding this
defect in accordance with the Defer defect procedure for further action. He
must also record of the above transfer action to the Cabin Defect Log just to
inform the others that the defect is now followed through the Technical
logbook under a C-class defect.
- Before departure, the CRS staff is responsible for reviewing the cabin defect
log.
- The cabin defect log page in yellow will be removed by the authorized staff
before departure and keeping within 24 hours after that.

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4.2.3 MEL/Airworthiness related acceptable deferred defects Type B:


a) FORM No VNA-SQ-F14-02

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b) Completion:
- When a deferable defect relating to MEL and/or airworthiness is raised in the
technical log, an entry will be required to the MEL/ AIRWORTHINESS
RELATED ACCEPTABLE DEFERED DEFECT.
- All information regarding must be writen by authorized staff as following:
Information

Discription

Note

ADD RAISED
ADD ENTERED
BY
SIGNATURE
L/APP No
DATE
STATION

Write name of authorized staff


The authorized staff makes a his signature.
Number of the authorization
Date when a defer defect is raised.
Code of line station where the defect is
raised.
DEFECT INFORMATION

TX FROM TLP#
MEL REF#
ADD RAISED No
DEFER LIMIT
P/N REQD.
EXTRA REQ.

Number of the technical log page where the


defect is raised.
MEL reference number
Number of defect raised.
Deadline: expiredate of the defect.
In addition, specify MEL conditions relating.
Part Number requirement.
Extra Part Number requirement.
ADD CLEARANCE

TLP REF #
SIGN:
L/APP No
DATE
STATION

Technical log page where the defect is clear.


The authorized staff signs
Number of authorization
Date the defect is clear.
Where ther defect is clear.

NTC RAISED

If a Note-To-Crew is necessary, choose


YES. Otherwise, choose NO.
When a exiting NTC has been done, choose
YES.

NTC
CANCELLED
ADD REVIEWED
CHECK
FOREMAN
QA

AT

BASE

Not Reserved to Line Staion


Not Reserved to Line Staion
Not Reserved to Line Staion

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Non MEL/Airworthiness related acceptable deferred defects Type


C:
a) FORM No VNA-SQ-F14-03

4.2.4

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b) Completion:
- When a deferable defect not relating to MEL and/or airworthiness is raised in
the technical log, an entry will be required to the NON MEL/
AIRWORTHINESS RELATED ACCEPTABLE DEFERED DEFECT.
- All information regarding must be writen by authorized staff as following:
Information
Discription
Note
ADD RAISED
ADD
ENTERED Write name of authorized staff
BY
SIGNATURE
The authorized staff makes a his
signature.
L/APP No
Number of the authorization
DATE
Date when a defer defect is raised.
STATION
Code of line station where the defect is
raised.
DEFECT INFORMATION
TX FROM TLP#
ADD RAISED No
P/N REQD.
EXTRA REQ.

Number of the technical log page where


the defect is raised.
Number of defect raised.
Part Number requirement.
Extra Part Number requirement.
ADD CLEARANCE

TLP REF #
SIGN
L/APP No
DATE
STATION

Technical log page where the defect is


clear.
The authorized staff signs
Number of authorization
Date the defect is clear.
Where ther defect is clear.

NTC RAISED

If a Note-To-Crew is necessary, choose


YES. Otherwise, choose NO.
NTC CANCELLED When a exiting NTC has been done,
choose YES.
ADD REVIEWED AT BASE CHECK
FOREMAN
QA

Not Reserved to Line Staion


Not Reserved to Line Staion
Not Reserved to Line Staion

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Revision: 08
Date: Jan.2015

4.2.5 Movement TELEX:


Instructions for completion of this TELEX have been specified at Chater 2.5
Reporting Systems. The authorized staff will follow the procedures in advanced.
Hereafter, It is intended to list all of the Line Maintenance Telex which will be
used during the job at outstations.
- Aircraft Departure Telex;
- Aircraft Technical Dealy Telex;
- Aircraft Night Stop/ Remote Scheduled Check Telex.

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4.2.6 Mandatory Occurrence Report


- I.a.w the MME, VNA uses CAAVs Form 14 when an reportable event
occurs.

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4.2.7 A.O.G Report : FORM No VNA-TE-F-01

Issue: 02
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Date: Jan.2015

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4.2.8 Technical Delay Report FORM No VNA-TE-F-02

Issue: 02
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4.2.9 Concession/Variation/Exemption Request:


Form CAAV/FSSD-AIR040 Concession request

Issue: 02
Revision: 08
Date: Jan.2015

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Form CAAV/FSSD-AIR042 Variation request

Issue: 02
Revision: 08
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Form CAAV/FSSD-AIR044 Exemption Request

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4.2.10 Serviceable/ Unserviceabla Item FORM VNA-SQ-ST-01

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4.11 Note to crews and engineers form:


This form (VNA-SQ-F11-04) is used to pass additional information and notices
to flight crews and others maintenance staff working with the aircraft.

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4.12 Aircraft/Engine Dent and buckle chart forms


Relevant (to aircraft/engine types) dent and buckle chart forms shall be
available on board the aircraft in the technical log book. The form shall also be
provided upon request by the relevant VAECO MCC.