MME Iss05Rev08 05jun2024

MINISTRY OF TRANSPORT SOCIALIST REPUBLIC OF VIETNAM
CIVIL AVIATION AUTHORITY OF VIETNAM Independence – Freedom – Happiness

No.: 1491 / QĐ-CHK Hanoi, 28th Jun, 2024
DECISION
To approve the Maintenance Management Exposition (MME)
Iss05 Rev08 of Vietjet Aviation Joint Stock Company
GENERAL DIRECTOR OF CIVIL AVIATION AUTHORITY OF VIETNAM

Pursuant to the Vietnam Civil Aviation Law 2006 and the Law on Amending And Supplementing
A Number Of Articles of the Vietnam Civil Aviation Law 2014;
Pursuant to the Circular No. 01/2011/TT-BGTVT dated 27/01/2011 of the Transport Minister
issuing Aviation safety regulations on aircraft and aircraft operations and the Circular No. 03/2016/TT-
BGTVT dated 31/03/2016; the Circular No.21/2017/TT-BGTVT dated 30/06/2017; the Circular
No.56/2018/TT-BGTVT dated 11/12/2018; the Circular No. 42/2020/TT-BGTVT dated 31/12/2020 and the
Circular No. 11/2022/TT-BGTVT dated 29/06/2022; the Circular No.09/2023/TT-BGTVT dated 09/06/2023
amending and supplementing certain articles of the Aviation safety regulations on aircraft and aircraft
operations;
Pursuant to the Decision No. 651/QD-BGTVT dated 29/05/2023 of the Ministry of Transport
stipulating the functions, accountabilities, authorities and organizational structures of the Civil Aviation
Authority of Vietnam, the Decision No. 371/QD-BGTVT dated 02/04/2024 amending and supplementing
Article 3. of the Decision No. 651/QD-BGTVT and the Decision No.665/QĐ-BGTVT dated 24/05/2024
amending and supplementing Article 2. of the Decision No. 651/QĐ-BGTVT dated 29/05/2023 of the
Ministry of Transport;
In consideration of the proposal of Vietjet Aviation Joint Stock Company in the official letter No.
217-24/VJC-SQA dated 08/06/2024;
Based on the proposal of the Director of Flight Safety Standard Department of Civil Aviation
Authority of Vietnam.
DECIDES
Article 1. To approve the Maintenance Management Exposition (MME) Iss05 Rev08 of Vietjet
Aviation Joint Stock Company.
Article 2. This decision is effective on the dated signed.
Article 3. Director of Flight Safety Standard Department, Vietjet Aviation Joint Stock Company
and the relevant organizations, individuals are responsible to implement this decision./.
Recipient: PP. GENERAL DIRECTOR

- As Article 3; DEPUTY GENERAL DIRECTOR
- General Director (report); (Signed and sealed)
- Archives: VT, TCATB (nch03b) HO MINH TAN
Note: This translation was prepared by DCC-

SQA in good faith and to the best of our
knowledge.
If there is/are any contradiction(s), the original
Vietnamese version shall prevail.
Maintenance
Management Exposition
Revision Date: 05 Jun 2024

Issue 05 Rev 08
Document No.: VJC-ENG-M-001
Authorization Name Signature Date
Engineering Director TRAN CONG NGHIEP 06/06/2024
SQA Director HOANG HAI TRINH 06/06/2024
VP SSQA TO VIET THANG 06/06/2024
CEO/
DINH VIET PHUONG 06/06/2024
Accountable Manager
INTENTIONAL BLANK PAGE
AUTH - 1
AUTHORIZATION PAGE Iss05/Rev05

MAINTENANCE MANAGEMENT
EXPOSITION 28 Mar 2023
This MAINTENANCE MANAGEMENT EXPOSITION is published under the authorisation of the

VietJet Air CEO/ Accountable Manager and final approval by CAAV. Any questions with respect
to the use of this manual or information contained herein should be addressed to:
Safety, Quality Department

VietJet Aviation Joint Stocks Company
8th Floor, VietJet Plaza Building
Truong Son Street, Tan Binh District
Ho Chi Minh City.
Tel: + 848 35471852, Ext: 184
Email: [email protected]
The approved Master Copy of this document is controlled by DCC-SQA.

Uncontrolled copy when printed or downloaded.
AUTH - 2
AUTHORIZATION PAGE Iss05/Rev05


PRE - 1
PREAMBLE Iss05/Rev05
Reference: VAR 12.067(b)(1)

MNT 1.7.1
This Maintenance Management Exposition (MME) has been prepared to support VietJet Air (VJC)
adopting VAR-Part 12 Air Operators Certificate (AOC) and VAR-Part 04 Continuing
Airworthiness requirements and compliance with supplementary conditions for the Approval of
the CAAV.
As a component of the AOC approval, it provides requirements for continuing Airworthiness
plus compliance with supplementary conditions for the Approval of the CAAV. The Chief
Executive Officer (CEO) of VietJet Air is the Accountable manager for the Airline, as nominated
Post holder approved by the CAAV. The Engineering Director VietJet Air is accountable for the
Maintenance and continuing Airworthiness of the VietJet Air’s fleet.
An MME is a document that defines how VJC, through its AMO and all contracted AMOs,
accomplishes and controls its aircraft maintenance activities.
The MME provides all Engineering and Maintenance personnel with the necessary information
to enable them to accomplish their duties.
The purpose of the MME is to set forth the procedures, means and methods of the VJC in fulfilling
its maintenance responsibilities. Compliance with its contents assures fulfillment of the VJC's
maintenance responsibilities.
The manual is divided as per Table of Contents by Chapter/Part, which describe the
organization put in place in order to comply with VAR Requirements. The Maintenance Quality
System includes Quality System procedures that are intended to provide compliance with the
requirements VAR-Part 12 is described in MME Chapter 3.
Working procedures between the VJC AOC holder and its AMO, contracted AMOs are established
and may be produced as separate procedures manuals e.g. Line Maintenance Manual (LMM),
Aircraft Maintenance Control Procedure (AMCP), Interface Procedure Manual (IPM) and cross-
referenced from the management part of the MME. LMM, AMCP and IPM shall be approved by
SQA Director or TQA Manager. Such manuals complement the policies and requirements as laid
down in MME, MOPM.
Personnel from both the VJC and the AMO are normally expected to be familiar with sections of
the manuals that are relevant to the work they carry out.
In addition, detailed implementation to the requirements of this MME is further supported by
Standard Operating Procedures (SOP). A SOP should be developed by relevant Departments of
VJC to serve their operation demand when needed.
.

PRE - 2
PREAMBLE Iss05/Rev05

LOD - 1
LIST OF DISTRIBUTION Iss05/Rev07

EXPOSITION 14 Dec 2023
LIST OF DISTRIBUTION
Holder Format Copy No.

Document Control Center Electronic Master Copy
CAAV Electronic
Technical Library Electronic
VJC Maintenance Stations Electronic
CEO/ Accountable Manager Electronic
VP Technical Electronic
VP SSQA Electronic
SQA Department Electronic

Engineering Management Electronic
AMO Management Electronic
FCD Management Electronic

GO Management Electronic
AMO QA Department Electronic
Technical Services Section Electronic

Planning Section Electronic
Maintenance Operation Center Electronic
Supply Section Electronic

Reliability Section Electronic
Technical Training Section Electronic
VJC AMO Electronic
Contracted Maintenance Providers Electronic
Note: Electronic version of the document made available through SharePoint DMS/ Coruson are
official and controlled.

LOD - 2
LIST OF DISTRIBUTION Iss05/Rev07


ROR - 1
RECORD OF REVISIONS Iss05/Rev08

EXPOSITION 05 Jun 2024
RECORD OF REVISIONS
Issue No. Rev. No. Revision Date Reason for Revision
01 00 Initial Issue
02 00 18 Mar 2012
02 01 23 Apr 2013
03 00 01 Sep 2014
03 01 15 Aug 2015
03 02 12 Oct 2016
04 00 21 Jul 2017
04 01 15 Apr 2018
04 02 01 Aug 2018
04 03 24 Oct 2018
To comply with regulatory requirements;

05 00 01 Oct 2020
applicable standards and current operations.
To comply with Circular 42 and current

operations;
05 01 01 Sep 2021 Added RNAV 2
To conformity with IOSA ISM Ed14
Added A330
05 02 01 Jun 2022 To comply with current operations.
To comply with current operations;

05 03 18 Jul 2022
Added RNP APCH
To comply with current operations;

05 04 21 Nov 2022
Added LVO
05 05 28 Mar 2023 Updated Concession Procedures
05 06 25 Aug 2023 Added EDTO
05 07 14 Dec 2023 To update Cir 09; Update ETLB

ROR - 2
RECORD OF REVISIONS Iss05/Rev08

Issue No. Rev. No. Revision Date Reason for Revision
05 08 05 Jun 2024 To comply with current operations.

ROTR - 1
RECORD OF TEMPORARY REVISIONS Iss05/Rev05

RECORD OF TEMPORARY REVISIONS
Refer to Quality Manual 4.10.5.4 for Policy and Procedure of Temporary Revision.
TR Effective Pages Authorized Reviewed

Date Validity
No. TR Pages Affected by by

ROTR - 2
RECORD OF TEMPORARY REVISIONS Iss05/Rev05


RH - 1
REVISION HIGHLIGHTS Iss05/Rev08

REVISION HIGHLIGHTS
Section Description of Significant Changes
1.6.4.5 Revised Part handling by contracted maintenance organization in

accordance with adding requirements of Record Keeping
2.19.5 Revised Concession Control Procedure
3.9 Updated Aircraft or Aircraft Component Maintenance Tasks

Concession/Variation/Exemption Process Control

RH - 2
REVISION HIGHLIGHTS Iss05/Rev08


LEP - 1
LIST OF EFFECTIVE PAGES Iss05/Rev08

LIST OF EFFECTIVE PAGES
The new pages by ‘N’ and the revised pages by ‘R”.
N/R Section Pages Issue No. Rev. No. Rev. Date

AUTH 1–2 5 0 01/10/20
PRE 1–2 5 5 28/03/23
LOD 1–2 5 7 14/12/23
R ROR 1–2 5 8 05/06/24
RTR 1–2 5 5 28/03/23
R RH 1–4 5 8 05/06/24
R LEP 1–4 5 8 05/06/24
R TOC 1–4 5 8 05/06/24
1.1 5–6 5 0 01/10/20
1.2 7–8 5 0 01/10/20
1.3 9 – 10 5 0 01/10/20
1.4 11 – 12 5 7 14/12/23
1.5 15 – 26 5 7 14/12/23
R 1.6 27 – 38 5 8 05/06/24
1.7 39 – 40 5 6 25/08/23
1.8 41– 42 5 7 14/12/23
1.9 43 – 44 5 7 14/12/23
1.10 45 – 48 5 7 14/12/23
1.11 49 – 52 5 7 14/12/23
1.12 53 – 63 5 7 14/12/23
2.1 9 – 24 5 7 14/12/23
2.2 25 – 28 5 7 14/12/23
2.3 29 – 34 5 7 14/12/23
2.4 35 – 38 5 7 14/12/23
2.5 39 – 40 5 7 14/12/23
2.6 41 – 44 5 7 14/12/23
2.7 45 – 50 5 7 14/12/23
2.8 51 – 56 5 7 14/12/23
2.9 57 – 60 5 7 14/12/23
2.10 61 – 64 5 7 14/12/23
2.11 65 – 68 5 7 14/12/23
2.12 69 – 70 5 7 14/12/23
2.13 71 – 72 5 7 14/12/23
2.14 73 – 74 5 7 14/12/23

LEP - 2
LIST OF EFFECTIVE PAGES Iss05/Rev08

N/R Section Pages Issue No. Rev. No. Rev. Date

2.15 75 – 76 5 7 14/12/23
2.16 77 – 78 5 7 14/12/23
2.17 79 – 84 5 7 14/12/23
2.18 85 – 86 5 7 14/12/23
R 2.19 87 – 88 5 8 05/06/24
2.20 89 – 92 5 7 14/12/23
2.21 93 – 98 5 7 14/12/23
2.22 99 – 100 5 7 14/12/23
2.23 101 – 110 5 7 14/12/23
2.24 111 – 120 5 7 14/12/23
2.25 121 – 136 5 7 14/12/23
2.26 137 – 140 5 7 14/12/23
2.27 141 – 142 5 7 14/12/23
2.28 143 – 146 5 7 14/12/23
3.1 5–8 5 7 14/12/23
3.2 9 – 10 5 7 14/12/23
3.3 11 – 12 5 0 01/10/20
3.4 13 – 14 5 0 01/10/20
3.5 15 – 16 5 7 14/12/23
3.6 17 – 20 5 7 14/12/23
3.7 21 – 26 5 7 14/12/23
3.8 27 – 28 5 0 01/10/20
R 3.9 29 – 34 5 8 05/06/24
3.10 35 – 36 5 2 01/06/22
3.11 37 – 38 5 7 14/12/23
4.1 3 – 10 5 7 14/12/23
5.1 3–4 5 1 01/09/21
5.2 5–6 5 7 14/12/23
5.3 7–8 5 7 14/12/23
SQA DIRECTOR CAAV APPROVAL
Nguyen Chi Hieu - Airworthiness Inspector

Date: 06/06/2024 Date:
(Refer QĐ 1491/QĐ-CHK dated 128-Jun-2024)
Note: All LEP pages have been reviewed and approved with a single signature, which may be
handwritten or electronic.

TOC - 1
TABLE OF CONTENTS Iss05/Rev08

TABLE OF CONTENTS
AUTHORIZATION PAGE AUTH 1 – 2

PREAMBLE PRE 1 – 2
LIST OF DISTRIBUTION LOD 1 – 2
RECORD OF REVISIONS ROR 1 – 2
RECORD OF TEMPORARY REVISIONS ROTR 1 – 2
REVISION HIGHLIGHTS RH 1 – 2
LIST OF EFFECTIVE PAGES LEP 1 – 4
TABLE OF CONTENTS TOC 1 – 4
CHAPTER 01 MAINTENANCE MANAGEMENT
1.1 CORPORATE COMMITMENT BY THE ACCOUNTABLE MANAGER 5
1.2 SAFETY AND QUALITY POLICY 7
1.3 NON-PUNITIVE REPORTING POLICY 9
1.4 GENERAL INFORMATION 11
1.5 VJC’S MAINTENANCE MANAGEMENT ORGANIZATION 13
1.6 VJC’S MAINTENANCE POLICIES 25
1.7 NOTIFICATION PROCEDURE TO CAAV REGARDING CHANGES TO THE

ORGANISATION ACTIVITIES 35
1.8 HCMC OFFICE - FACILITIES LOCATIONS 37
1.9 REVISION PROCEDURE AND NOTIFYING TO CAAV 39
1.10 TRAINING AND QUALIFICATIONS 41
1.11 ABBREVIATIONS 44
1.12 DEFINITIONS 48
CHAPTER 02 CONTINUING AIRWORTHINESS MANAGEMENT PROCEDURE
2.1 AIRCRAFT TECHNICAL LOG UTILISATION AND MEL APPLICATION 9
2.2 AIRCRAFT MAINTENANCE PROGRAM (AMP) DEVELOPMENT AND AMENDMENT

25
2.3 TIME AND CONTINUING AIRWORTHINESS WORK RECORDS, RESPONSIBILITIES,

RETENTION, AND ACCESS 29

TOC - 2

2.4 ACCOMPLISHMENT AND CONTROL OF AIRWORTHINESS DIRECTIVE 35
2.5 ANALYSIS OF THE EFFECTIVENESS OF AMP 39
2.6 NON-MANDATORY MODIFICATION PROCEDURE 41
2.7 MAJOR REPAIR AND MODFICATION STANDARDS 45
2.8 DEFECT REPORTS 51
2.9 ENGINEERING ACTIVITIES 57
2.10 RELIABILITY PROGRAM 61
2.11 PRE-FLIGHT INSPECTION 65
2.12 AIRCRAFT WEIGHING 69
2.13 CHECK FLIGHT PROCEDURE 71
2.14 DOCUMENTATION AND MAINTENANCE DATA CONTROL AND DISTRIBUTION 73
2.15 CONTROLLING LLP AND HARD TIME COMPONENTS 75
2.16 ADDING VARIANT AIRCRAFT AND AIRCRAFT TYPE TO VJC’S FLEET 77
2.17 RVSM MAINTENANCE 79
2.18 AIRCRAFT CERTIFICATE CONTROL 85
2.19 CONCESSION CONTROL 87
2.20 CERTIFICATE OF MAINTENANCE REVIEW 89
2.21 CONTRACTOR/ SUPPLIER EVALUATION AND CONTROL 93
2.22 AIRCRAFT IN-SERVICE INFORMATION REPORT 99
2.23 MAINTENANCE OF PBN (RNAV AND RNP) EQUIPMENT 101
2.24 DUPLICATE INSPECTION 111
2.25 ALL WEATHER OPERATION MAINTENANCE CONTROL PROCEDURE 121
2.26 SPECIAL FLIGHT PERMIT 137
2.27 CONTROL AND AUTHORIZE VJC MAINTENANCE INSTRUCTOR 141
2.28 EXTENDED DIVERSION TIME OPERATION MAINTENANCE PROCEDURE (EDTO)

143
CHAPTER 03 QUALITY SYSTEM
3.1 MAINTENANCE QUALITY SYSTEM AND AUDITING ACTIVITIES 5
3.2 SUPERVISION OF PREVENTIVE MAINTENANCE ACTIVITIES 9
3.3 RESERVED 11
TOC - 3

3.4 SUPERVISION OF MAINTENANCE MANAGEMENT ACTIVITIES 13
3.5 SUPERVISION OF EFFECTIVENESS OF AMP 15
3.6 MONITORING THAT ALL MAINTENANCE IS CARRIED OUT BY AN APPROPRIATE

MAINTENANCE ORGANISATION 17
3.7 REQUIREMENTS OF CONTRACTED MAINTENANCE 21
3.8 QUALITY AUDIT PERSONNEL 27
3.9 AIRCRAFT OR AIRCRAFT COMPONENT MAINTENANCE TASKS CONCESSION/

VARIATION/ EXEMPTION PROCESS CONTROL 29
3.10 PIC TRANSIT CHECK AUTHORIZATION 35
3.11 PERSONNEL RECORDS 37
CHAPTER 04 CONTRACTED MAINTENANCE
4.1 CONTRACTED MAINTENANCE 3
CHAPTER 05 APPENDIX
5.1 LIST OF FORMS 3
5.2 ASSOCIATED PROCEDURES 5
5.3 AIRCRAFT SYSTEMS AND EQUIPMENT 7

TOC - 4


Iss05/Rev00
GENERAL INFORMATION
EXPOSITION 01 Oct 2020
CHAPTER 1

Iss05/Rev00
GENERAL INFORMATION

Page 1 - 1
Iss05/Rev08
GENERAL INFORMATION
1.1 CORPORATE COMMITMENT BY THE ACCOUNTABLE MANAGER 5

1.2 SAFETY AND QUALITY POLICY 7
1.3 NON-PUNITIVE REPORTING POLICY 9
1.4 GENERAL INFORMATION 11
1.4.1 Description of the Organization 11
1.4.2 Maintenance Arrangement 12
1.4.3 Fleet Composition 12
1.4.4 Type of Operation 12
1.4.5 List of Approved Maintenance Program 12
1.4.6 List of Documents Carried on Board Vietjet Air Aircraft 12
1.5 VJC’S MAINTENANCE MANAGEMENT ORGANIZATION 15
1.5.1 AOC Organization Chart 15
1.5.2 Technical Organization Chart 16
1.5.3 Intentionally Reserved 17
1.5.4 Management Personnel 17
1.5.4.1 Chief Executive Officer/ Accountable Manager 17
1.5.4.2 Engineering Director 17
1.5.4.3 Deputy Engineering Director 18
1.5.4.4 Technical Service Manager 19
1.5.4.5 Head of MOC 20
1.5.4.6 Supply Manager 21
1.5.4.7 Technical Training Manager 22
1.5.4.8 Planning Manager 23
1.5.4.9 Reliability Manager 23
1.5.4.10 Technical Project Manager 24
1.5.4.11 Safety and Quality Assurance Director 25
1.5.4.12 Technical Quality Assurance Manager 25
1.6 VJC’S MAINTENANCE POLICIES 27
1.6.1 Manpower Resources and Training 27
1.6.1.1 Manpower Resources 27
1.6.1.2 Training Policy 27
1.6.2 Maintenance Responsibilities 28
1.6.2.1 General 28
1.6.2.2 Maintenance Control System 29
1.6.2.3 Maintenance Planning 29

Page 1 - 2
Iss05/Rev08
GENERAL INFORMATION
1.6.2.4 Centralized Maintenance Control 30

1.6.3 PMA Parts Usage 30
1.6.4 Part Installation 30
1.6.4.1 Aircraft Parts Certification 30
1.6.4.2 Used Part 31
1.6.4.3 New Part 32
1.6.4.4 Used Life-Limited Part 32
1.6.4.5 Part handling by contracted maintenance organization 32
1.6.4.6 Installation of fabricated parts 34
1.6.5 Maintenance Communication Exchange 34
1.6.5.1 Communication 34
1.6.5.2 Meeting 35
1.6.5.3 Soft copy 35
1.6.5.4 Other means of communication 36
1.6.6 Technical Documentation System 36
1.6.7 Policy for Swapping/ Robbery of Component 36
1.6.8 Continuing Airworthiness Information 36
1.6.9 Components Removed From An Aircraft Involved In An Accident/Incident 37
ORGANISATION ACTIVITIES 39
1.7.1 General 39
1.7.2 Procedure 39
1.8 HCMC OFFICE - FACILITIES LOCATIONS 41
1.9 REVISION PROCEDURE AND NOTIFYING TO CAAV 43
1.9.1 Purpose 43
1.9.2 Reference 43
1.9.3 General 43
1.9.4 Approval of Changes 43
1.9.5 Revision Procedure 43
1.9.6 Implementation and Distribution of New Revision 44
1.10 TRAINING AND QUALIFICATIONS 45
1.10.1 Purpose 45
1.10.2 Scope 45
1.10.3 Reference 45
1.10.4 Responsibilities 45

Page 1 - 3
Iss05/Rev08
GENERAL INFORMATION
1.10.5 Policy 45
1.10.6 Training 45
1.10.7 Job Qualifications 46
1.10.8 Assessment and Qualification 47
1.11 ABBREVIATIONS 49
1.12 DEFINITIONS 53

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Iss05/Rev08
GENERAL INFORMATION

Page 1 - 5
Iss05/Rev00
GENERAL INFORMATION
1.1 CORPORATE COMMITMENT BY THE ACCOUNTABLE MANAGER

This exposition defines the organization and procedures in compliance with VAR Part 12
and other requirements of the Civil Aviation Authority of Vietnam (CAAV), upon which
CAAV approval for VJC is based.
These procedures are approved by the undersigned and must be complied with, as
applicable, in order to ensure that all maintenance of VJC fleet of aircraft is carried out on
time to an approved standard.
It is accepted that these procedures will be controlled and amended from time to time to
meet all CAAV requirements being in force.
This Maintenance Management Exposition is not allowed to conflict with or override the
requirements of CAAV, whenever there is a difference between the procedures and CAAV
regulations, the CAAV regulations shall be complied with.
It is understood that the CAAV will approve this organization whilst the CAAV reserves
the right to suspend, revoke or cancel the maintenance system approval of the
organization, as applicable, if the CAAV has evidence that the procedures are not followed
and the standards are not always maintained.
For the CAAV to determine continued compliance with the applicable regulations, the VJC
shall grant the CAAV access to and co-operation with any of its organizations, facilities
and aircraft and ensure that the CAAV is granted access to and co-operation with any
organization or facilities that it has contracted for services associated with commercial air
transport operations and maintenance for services.
The VJC shall allow the CAAV to conduct tests and inspections, at any time or place, to
determine whether VJC is complying with the applicable laws, regulations and AOC terms
and conditions.
It is further understood that suspension or revocation of the approval of the maintenance
system will be immediately invalidate the AOC approval.
VJC’s Accountable Manager

Ho Chi Minh City, 01 Oct 2020
Dinh Viet Phuong

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Iss05/Rev00
GENERAL INFORMATION

Page 1 - 7
Iss05/Rev00
GENERAL INFORMATION
1.2 SAFETY AND QUALITY POLICY

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GENERAL INFORMATION

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Iss05/Rev00
GENERAL INFORMATION
1.3 NON-PUNITIVE REPORTING POLICY

VietJet will cultivate and foster a proactive safety culture in which employees and
customers are comfortable and encouraged to bring safety concerns to the attention of
management. VietJet commit that no person will be disciplined or retaliated against for
bringing safety issues to the attention of management.
A safe operation is the most important commitment of VietJet. To ensure this commitment,
we have uninhibited reporting of all incidents and occurrences that compromise the safety
of our operations.
VietJet expects each employee to accept the responsibility to communicate any
information that may affect the integrity of flight safety. Employees must be assured that
this communication will never result in reprisal, thus allowing a timely, uninhibited flow of
information to occur.
All employees are advised that VietJet will not initiate disciplinary action against an
employee who discloses an incident or occurrence involving flight safety. However, this
policy does not apply to wilful, negligent or criminal behaviour.
VietJet has developed a safety reporting system to be used by all employees for reporting
information concerning flight safety. The system is designed to protect the identity of the
employee who provides information. The report forms are readily available in the
employee work areas.
VietJet urges all employees to use this system to help the company continue its objective
of providing our customers and employees with the highest level of flight safety.
Safety culture consists of five elements:
a) Informed Culture: In an informed culture, the organization collects and analyses
relevant data, and actively disseminates safety information to staff.
b) Reporting Culture: A reporting culture means a cultivating atmosphere where people
have confidence to report safety concerns without fear of blame. Employees must
know that confidentiality will be maintained and that the information they submit will
be acted upon.
c) Learning Culture: A learning culture means that an organization is able to learn from
its mistakes and make changes. Staff is encouraged to develop and apply their own
skill and knowledge to enhance organization safety. Staff is updated on safety issues
and incidents outcomes so that everyone learns the lessons.
d) Just Culture: just culture is safety culture in which errors and unsafe
acts will not be punished if the error was unintentional. However, those who act
recklessly or take deliberate and unjustifiable risks will still be subject to disciplinary
action.
e) Flexible Culture: A flexible culture is one where the organization and the people in it
are capable of adapting effectively to changing demands.

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Iss05/Rev00
GENERAL INFORMATION

Page 1 - 11
Iss05/Rev07
GENERAL INFORMATION
1.4 GENERAL INFORMATION

1.4.1 Description of the Organization
Reference: VAR 12.063, MNT 1.1.1, 1.4.1, 1.4.3
a) VIETJET AVIATION JOINT STOCK COMPANY, heretofore referred to as “VJC” is a
joint stock company founded in 2007 with founders come from different environments:
professional managers, businessmen and foreign and local experienced specialists in
the aviation industry.
b) VJC’s goal is to become a large and professional airliner in the Vietnam region,
focusing on two key factors: “Compassion” and “Technology”, providing reliable
service and quality at reasonable costs to our customers. Internally, VJC is committed
to building a distinctive corporate culture and image, contributing to the market
development of airlines in Vietnam, as well as contributing to the whole of society.
c) The VJC management system for maintenance operations is in place and shall
ensure:
1) Management of safety and quality in maintenance operations;
2) Supervision and control of maintenance activities;
3) Compliance with applicable regulations and standards of the VJC.
The Management system for maintenance operations is documented in chapter 1 of
this MME.
d) A Maintenance Quality System is established which works independently and
monitors all activities on the continuing airworthiness management system to ensure
that VJC remains in compliance with the applicable VARs. For the complete
management structure refer to the organization management chart in part 1.5.
e) The location of the head office accommodations for the proper performance of the
continuing airworthiness management are in 60A Truong Son St., Tan Binh Dist.,
HCMC, Vietnam and an airside in Tan Son Nhat Airport.
f) The VJC shall provide for facilities, workspace, equipment, personnel and supporting
services, as well as work environment, as necessary to ensure the implementation of
the following maintenance management and control functions:
1) The initial development of the maintenance schedule;
2) Scheduling maintenance, elementary work and servicing to be performed within
the time constraints specified in the approved maintenance schedule;
3) Scheduling the accomplishment of Airworthiness Directives (ADs);
4) Operation of an evaluation program to ensure that all required procedures and, in
particular the maintenance schedule, continue to be effective and in compliance
with the VAR and other applicable regulations;
5) The proper dispatch of aircraft, with regard to:
i. Control of defects;
ii. Availability of spare parts;
iii. Conformity with the type design;
iv. Requirements of other applicable operating rules.
6) Liaison with approved maintenance organizations for the performance of
maintenance;
7) The development and update of the Maintenance Management Exposition.

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GENERAL INFORMATION
1.4.2 Maintenance Arrangement

Reference: VAR 12.063; Appendix 1 to VAR 12.227(a)(1)(i)
a) VJC has its own approved CAAV Part 05 AMO and performs aircraft base, line
maintenance and aircraft components maintenance for VJC Operator, within the limits
specified in its CAAV Approved Maintenance Organization Certificate (VN-688/CAAV)
and Operation Specification.
b) Aircraft base maintenance, engine shop maintenance and component maintenance
that is not within scope of approval of VJC AMO are contracted to CAAV approved
AMO.
c) At other locations where are not VJC AMO’s approved stations, unscheduled line
maintenance maybe carried out by contracted CAAV approved/accepted AMO.
d) Preflight inspection is carried out by VJC AMO certifying staff at its approved stations
and by contracted AMO at outstations. Transit check might be carried out by Pilot in
Command (PIC).
1.4.3 Fleet Composition
Reference: Appendix 1 to VAR 12.227(a)(10)
VJC operates aircraft A320/A321 and A330 currently. The registration marks of the VJC’s
aircrafts can be found in the its AOC Ops Specs.
Aircraft family Aircraft Type Aircraft Model
A320 family A320 - 200 A320-214

A320 family A321 - 200 A321-211
A320 family A321neo A321-271N
A320 family A321neo ACF A321-271NX
A330 family A330 - 300 A330-343
1.4.4 Type of Operation

At present, VJC is certified to operate passenger and cargo services as a scheduled
operator with a mixture of medium haul, short haul, regional and international networks.
1.4.5 List of Approved Maintenance Program
Aircraft type Aircraft Maintenance Program (AMP)
A320/A321 VJC/AMP/003
A330 VJC/AMP/005
1.4.6 List of Documents Carried on Board Vietjet Air Aircraft

Reference: VAR 12.017 (a, b, c), Appendix 1 to VAR 12.017
a) All VietJet Air aircraft must carry the following documentation on board:

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Iss05/Rev07
GENERAL INFORMATION
1) Aircraft Technical Log Folder

2) Cabin Log
3) Essential Folder
b) The documentation carried on board must be up-to-date and comply with all
applicable regulations.
c) The responsible departments must ensure that the documentation is updated and
maintained on a regular basis.
d) All documents carried on board must be verified by a qualified person prior to
departure.
e) Any changes to the documentation must be documented and approved by a qualified
person.
f) A process must be in place to ensure that all documents are removed from the aircraft
when they are no longer required.
g) Besides, Vietjet Air shall compile with the specific requirements of CAAV Regulation
VAR 12.017 are as follows:
1) Each aircraft must carry a copy of the AOC and a copy of the Operations
Specifications (OpSpecs).
2) All documents carried on board must be verified by a qualified person prior to
departure.
h) Refer LMM 2.1 “Documents Carried on Board Vietjet Air Aircraft” for list of documents
carried on board and detailed procedures.

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Iss05/Rev07
GENERAL INFORMATION

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VJC ‘S MAINTENANCE MANAGEMENT Iss05/Rev07
ORGANIZATION
1.5 VJC’S MAINTENANCE MANAGEMENT ORGANIZATION

1.5.1 AOC Organization Chart
Reference: VAR 12.060(b)
CEO/ Accountable
Manager
Safety Postholder
Security Director
(SQA Director)
Ground
Flight Operations Crew Training Maintenance
Operations
Postholder Postholder System Postholder
Postholder
Names of VietJet Air’s management, who are accepted by CAAV, are as follows:
Position Name
CEO
Mr. Dinh Viet Phuong
(Accountable Manager)
SQA Director
Mr. Hoang Hai Trinh
(Safety Postholder)
Engineering Director
Mr. Tran Cong Nghiep
(Maintenance System Postholder)
Ground Operations Director
Ms. Phung Thi Ngoc Thuy
(Ground Operations Postholder)
Flight Operations Director
Mr. Hoang Nhat Truong
(Flight Operations Postholder)
Crew Training Manager
Capt. Pham Hoai Anh Vu
(Crew Training Postholder)
Security Director Mr. Pham Duy Truong

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ORGANIZATION
1.5.2 Technical Organization Chart

Maintenance Management Personnel
Position Name Deputies

CEO/ Accountable Manager (*) Mr. Dinh Viet Phuong N/A
SQA Director (*) Mr. Hoang Hai Trinh TBD
Engineering Director (*) Mr. Tran Cong Nghiep Mr. Nguyen Thien Truong
Technical Quality Manager Mr. Tran Giang Phong Mr. Nguyen Hung Son
Technical Service Manager Mr. Nguyen Tien Dung Mr. Renz Kristian
Inocencio
Planning Manager Mr. Nguyen Viet Nam Mr. Nguyen Dinh Viet
Maintenance Operation Center Mr. Le Anh Huy N/A
Reliability Manager Mr. Luong Thanh Hao N/A
Technical Training Manager Mr. Nguyen Thien N/A
Truong
Supply Manager Mr. Pham Anh Tai Mr. Hussin Moktal
Mr. Bui Huy Hoan
Technical Project Manager Mr. Nguyen Thien Truong Mr. Pham Ngoc Trang
(*) Management personnel accepted by the CAAV

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ORGANIZATION
1.5.3 Intentionally Reserved

1.5.4 Management Personnel
Reference to VAR Part 12.060; Part 12.073; Part 12.227; Part 12.235
Delegation: Refer to VietJet’s Quality Manual – Section 2.6.6 for delegation process.
MNT 1.1.1, 1.1.2, 1.1.3, 1.2.1
1.5.4.1 Chief Executive Officer/ Accountable Manager
a) Function
VietJet’s Chief Executive Officer (CEO) has overall corporate authority for ensuring
all VJC flight operations and maintenance activities can be financed and carried out
to the highest degree of safety standards required by the CAAV, and any additional
requirements as defined by VJC.
b) Minimum qualification and experience
1) Formal tertiary qualifications in business management, or a related discipline, with
a minimum of 5 years management experience;
2) Occupying an appropriately senior position within the organization in order to be
able to direct its activities.
c) Responsibilities
1) Controlling an allocated budget and determining what size that budget should be,
and also controlling over the disbursement of company funds;
2) Provide suitable facilities, workspace, equipment and supporting services, as well
as work environment, to enable employees to perform their duties relative to safety
and security requirements;
3) The management structure itself, including the appointment of those nominated
post holders, where required by CAAV, setting up an appropriate management
structure, using suitable technically-qualified persons with an adequate knowledge
of the standards required by CAAV;
4) Commitment to the management of safety and SMS principles and practices
where such a system operates, or is required to operate, within the company for
which they are responsible;
5) Establishment of a quality system to support management of the company and to
monitor compliance both with VARs and with those standards specified by the
operator to ensure a safe operation or product; and
6) Ultimate responsibility for operational standards and compliance with the relevant
regulations to ensure compliance on a day-to-day basis. Evaluation of the qualities
and qualifications required for those persons within the Company with designated
responsibilities for compliance with standards.
7) When being unable to perform work duties, the Accountable Manager shall
delegate the Accountable Manager responsibilities to his Deputy or to a suitably
qualified designated representative.
1.5.4.2 Engineering Director
a) Function
The Engineering Director (Maintenance System Post holder) reports to the
Accountable Manager and is responsible for the control of all technical, engineering

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ORGANIZATION
and maintenance functions and the management of safety and security risks, risk
tolerability and quality outcomes, including implementation and monitoring of safety,
security and quality activities and processes in accordance with VARs and VJC
policies.
b) Minimum qualification and experience
1) Be qualified in accordance with VAR Parts 5 and 7; and
2) At least 3 years’ experience in aircraft maintenance.
c) Responsibilities
1) Management of safety and security risks in maintenance operations;
2) Ensuring maintenance operations are conducted in accordance with conditions
and restrictions of the AOC, and in compliance with CAAV regulations and
standards set in the MME;
3) Ensuring adequate resources and spare parts to support aircraft engineering and
maintenance;
4) Approval for part cannibalization when limited stock or part nil stock;
5) Ensuring that the necessary functions to establish and revise the Aircraft
Maintenance Program and monitor the aircraft system reliability by Reliability
Control Board operations;
6) Ensuring that maintenance carried out by the approved organization meets the
Aircraft Maintenance Programs and standards required by the CAAV;
7) Ensuring that satisfactory control function is performed to maintain the aircraft in
an airworthiness condition;
8) To monitor the overall engineering and maintenance status of aircraft operated by
VJC to ensure that defects are rectified in a timely manner;
9) To liaise with original equipment manufacturers and other relevant external
entities regarding engineering and maintenance requirements;
10) To chair Technical Safety Action Group and Reliability Control Board;
11) Responsible for taking corrective actions for any deficiencies resulting from
internal and external audits carried out by company auditors, authority surveyors,
or assessment body assessors;
12) When being unable to perform work duties, the Engineering Director shall assign
his responsibilities to his Deputy or a suitably qualified designated representative.
1.5.4.3 Deputy Engineering Director
a) Function
The Deputy Engineering Director is responsible to the Engineering Director and
assists with the overall functions and activities of the Engineering Department as
instructed by the Engineering Director.
b) Responsibility
1) Provide support to the Engineering Director where requested.
2) Approval for part cannibalization when limited stock, not stock or nil stock when
Engineering Director is not available to authorize in timely manner.

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ORGANIZATION
3) Prepare and monitor annual budget, kpi and all other performance metrics
4) Liaise with TQA and other department and agencies with regards to recovery of
after an aircraft incidence. Included is to manage the salvage and recovery as per
company procedures with coordination by the company emergency committee
5) Conduct and negotiate proposed or new contracts agreement
6) Manage contract management on behalf of the AOC together with Procurement
Department
7) Advise CAAV via TQA on the mandatory reportable events
8) Act on Engineering Director behalf when Engineering Director is unable to perform
work duties.
1.5.4.4 Technical Service Manager
a) Function
Technical Service Manager (TSM) is responsible to Engineering Director of VJC for
the overall functions and activities of Technical Service Section.
b) Responsibilities
The Technical Service Manager is responsible for:
1) Ensures Airworthiness Directives issued by CAAV, EASA, FAA and other NAA
that affect the VJC’s aircraft, engine, components are registered, evaluated,
monitored, and scheduled for compliance in a timely manner.
2) Ensure modifications including local modification, repairs are evaluated,
monitored and performed in accordance with approved standards.
3) Maintain and control compliance status of AD, SB, modification, repair of each
aircraft in the fleet.
4) Ensure Engine, APU, Landing Gear works cope are created for shop visit including
LLP replacement, AD/SB incorporation when applicable.
5) Participate in analysis of the effectiveness of the maintenance program.
6) Participate in the preparation for acceptance of new or leased aircraft and for the
return of leased aircraft expeditiously per lease agreement obligations.
7) Prepare the Compliance Report VAR 6 requirements for phase in aircraft before
delivery.
8) AMOS administration for all AD, SB, Modification, repairs status of new aircraft
inducted in VJC fleet.
9) Liaise to aircraft, engine manufacturer, vendor, supplier for engineering
information exchange and support.
10) Ensure current maintenance data is available for performance of continuing
airworthiness tasks.
11) Implements and maintains engine condition monitoring, evaluate and recommend
improvements to support the maintenance of aircraft with regard to time intervals
and limits escalation.
12) Participate in assessment of concession application to provide reliability data and
safety implication.

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ORGANIZATION
13) Ensures adequate corrective action required to address findings of Quality audits
are taken within the time frame.
14) Recommending appropriate training for all staff under his control.
15) To participate in Technical Safety Committee meeting and Reliability Control
Committee.
16) Performing any other duties assigned by the Engineering Director.
17) Delegating responsibilities to his staff when being unable to perform work duties.
1.5.4.5 Head of MOC
a) Function
Head of Maintenance Operation Center (MOC) is responsible to Engineering Director
of VJC for the overall functions and activities of MOC.
b) Responsibilities
By co-ordination with VJC AMO and contracted AMO, who provide VJC maintenance
services, and relevant Departments within VJC, Head of MOC is responsible for:
1) Oversees all MOC operations and activities.
2) Establishes a suitable organizational structure in the Maintenance Operation
Center.
3) Establishes systems and processes to ensure compliance with regulations and
quality standards.
4) Organizes and controls the technical status of the aircraft fleet, including deferred
defects and unscheduled maintenance activities.
5) Approve short-term maintenance plans.
6) Manages and controls aircraft undergoing maintenance plan in the AMOS/ AIMS
system.
7) Ensures that personnel training and competency are properly performed.
8) Ensures that proper provisioning of tools, equipment, spare parts and other
resources are available to perform maintenance activities.
9) Manages and monitors the conformance of aircraft documentation, including
Completion of Line Maintenance Documentations, to ensure accuracy and
adherence to relevant procedures.
10) Cooperates with the Supply Section on spare requests.
11) Ensures corrective actions for Quality audit findings.
12) Approves, controls, monitors, and schedules non-routine and deferred
maintenance, including MEL/CDL requirements.
13) Ensures MEL/CDL restricted items are tracked and corrected.
14) Approves part cannibalization when stock is limited.
15) Reviewing and assessing concession applications for deviations from
maintenance procedures (such as MEL/CDL requirements) before submission to
Engineering Director or his delegation.
16) Participates in Technical Safety and Reliability Control Committees.

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ORGANIZATION
17) Performs other duties assigned by the Engineering Director.

18) Delegates responsibilities to qualified staff when unable to perform work duties.
1.5.4.6 Supply Manager
a) Function
Supply Manager is responsible to Engineering Director of VJC for the overall functions
and activities of Supply Section.
b) Responsibilities
By co-ordination with contracted body, including entity which provides the logistic
services, the Supply Manager is responsible for:
1) Produces short, mid and long-term forecast for spares and materials to ensure
availability in a timely manner.
2) Procures and manages the logistics, receipts and dispatches aircraft spares and
commercial materials.
3) Supervises and directs material movements within the operating networks,
reviews unserviceable parts and provides recommendations for BER parts for
scrapping.
4) Reviews and authorizes purchase orders, invoices, warranty claims and other
service charges and highlights any discrepancies.
5) To identify training needs and to provide training for subordinates to equip them
with the necessary skills and knowledge to perform their duties effectively and
efficiently.
6) Conducts regular audits on the stores, stock holdings, stock status and value and
to ensure deficiencies are promptly addressed and rectified.
7) Liaises with QA for approval of new Contractors, Suppliers to be included in the
Approved Contractor List.
8) Establishes a filing system for supporting documents received with each part or
material.
9) Manages the budgets requirement of Contracts and Warranty Section.
10) To initiate warranty claims with respect to engineering services, products and
properties purchased from external sources.
11) To ensure that Contracts and Warranty personnel are in possession of correct
skills, are given appropriate training, are up to date on the latest methods,
procedures and requirements, are in sufficient strength to accomplish their work
effectively.
12) To participate in negotiations with vendors/customers where the contracts and
warranty aspects are concerned.
13) To process contracts and warranty implications in purchases and sales of
engineering services and equipment.
14) To prepares and presents reports and analysis to engineering management.
15) Develops and delivers quality projects from inception to close-out on time and
within scope and budget.

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ORGANIZATION
16) To take appropriate follow-up action on rejected claims.

17) Ensure adequate corrective action required to address findings of Quality audits
18) Advises management on warranty concerns and solutions.
19) Serves as the liaison for the Warranty Administration Program with other
Departments, and outside agencies; negotiates and resolves sensitive and
controversial issues.
Committee.
1.5.4.7 Technical Training Manager
a) Function
Technical Training Manager (TTM) is responsible to Engineering Director of VJC for
the overall functions and activities of Technical Training Section.
b) Responsibilities
1) Determine training requirements and deploying suitable training program for all
technical staff (e.g. TSE, Planning, Tech records, Supply etc.)
2) Establish an annual training program included indoctrination for all technical staff.
3) Organizing examinations and granting certificates to trainees who have
successfully completed their training courses.
4) Preparing suitable equipment and training documents for training courses.
5) Reviewing and approving the training materials for training courses under training
manager’s responsibilities
6) Supervising the collection of training records and trainee evaluations and
distributing the results to the trainee managers.
7) Ensuring training records are complete and current.
8) Conferring with the managers of related units to ensure training courses are
meeting the needs of the company.
10) Performed other tasks assigned by Engineering Director.

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ORGANIZATION
1.5.4.8 Planning Manager

a) Function
Planning Manager is responsible to Engineering Director of VJC for the overall
functions and activities of Planning Section to plan for fleet management and
maintenance.
b) Responsibilities
1) Produce, develop and amend the Aircraft Maintenance Program (AMP) and to
conduct a meeting with TQA, Supply, Reliability and Tech Services on new
changes and revision.
2) Analysis of the effectiveness of the maintenance program.
3) Produces short, mid, and long-term maintenance forecast for the aircraft fleet,
engines, components and associated equipment and ensures that maintenance
carried in a timely manner.
4) Conducts work scopes, prepares work packages, determines resources
requirements and pre-loads for line and hangar maintenance.
5) Co-ordinates with VJC AMO and contract maintenance providers to prepare
maintenance checks and work input.
6) Examine, maintain and retention of continuing airworthiness records.
7) AMOS administration for scheduled maintenance and monitoring the LLP and
other time-controlled components.
8) AMOS administration for all installed components of new aircraft inducted in VJC
fleet
9) AMOS administration for COA status of each aircraft in the fleet.
10) Ensure correctness of component status in AMOS in respect of each aircraft and
provide necessary certificate to support issue or renewal CMR, COA.
11) Participate in the preparation for acceptance of new or leased aircraft and for the
return of leased aircraft expeditiously per lease agreement obligations.
12) Review and complete variation/ exemption form and make application to TQA.
Committee.
16) Performing any other duties assigned by the Engineering Director
1.5.4.9 Reliability Manager
a) Function
Reliability Manager is responsible to Engineering Director of VJC for the overall
functions and activities of Reliability Section.
b) Responsibilities

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ORGANIZATION
1) Develop, amend and maintain Reliability Control Manual to ensure continuing

airworthiness to entire fleet under VJC AOC.
2) Analyzing delay and cancellation data for Dispatch Reliability, compiles data into
meaningful analyses by portraying data in the form of charts, graphs etc. Conduct
Weekly, Monthly, Quarterly and Yearly Dispatch Reliability Report.
3) Collection of data (PIREPs, MAREPs. Delay, AOG. etc.) to produce monthly
Reliability Report to entire fleet under VJC AOC.
4) Monitor alert levels of components, systems and coordinate to Maintenance
Program/Planning, TSE and Maintenance and TSE for appropriate action taken.
5) Coordinate with MOC in investigating and rectifying any ongoing long-term
defects.
6) Recommend to Technical Services about system, component, software
improvements/upgrades based on reliability of the equipment or software.
7) Participate in analysis of the effectiveness of the maintenance program.
8) Participate in assessment of concession application to provide reliability data and
safety assessment.
9) Conduct and participate in Technical Safety Committee meeting and Reliability
Control Committee periodically to ensure timely review of Reliability and Safety
data.
10) Coordinate with Aircraft TCH, Component’s OEM and Pooling Contractor for
aircraft/component reliability interaction.
11) Administration of AMOS as key user and liaison with IT department.
Committee.
14) Ensures adequate corrective action required to address findings of Quality audits
1.5.4.10 Technical Project Manager
a) Function
Technical Project Manager is responsible to Engineering Director of VJC for the
overall functions and activities of Technical Project Section.
b) Responsibilities
1) Prepare the project plan and liaise with OEM, Fleet Planning, and any other
department on the newly delivery and return of lease aircraft and coordinate on
behalf of Engineering Department with other departments.
2) Specify the manpower, facility, tool and spares requirement for project tasks to the
appliable AMO.
3) Liaise, conduct and manage the aircraft on lease return, or redelivery from start
until handing over is completed.
4) Prepare, brief and organize the pre-delivery activity prior to aircraft arrival to VJ

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ORGANIZATION
5) Prepare project plan for the long terms’ recovery aircraft

6) Assign project executive on specific aircraft project, to monitor progress from start
until end.
7) Work with MOC and Planning on the aircraft delivery documentation review and
records
8) Briefing the project status and issues to the Engineering Director or his Deputy
from time to time. Includes briefing to other stakeholders.
1.5.4.11 Safety and Quality Assurance Director
a) Function
SQA Director is responsible to Accountable Manager of VJC for the overall functions
and activities of SQA Department.
b) Responsibilities
Refer to VietJet’s OM-A 1.3.3 for details.
1.5.4.12 Technical Quality Assurance Manager
a) Function
TQA Manager is responsible to SQA Director of VJC for the overall functions and
activities of TQA Section.
b) Responsibilities
Refer to VietJet’s Quality Manual – Section 2.5.4.10 (Technical Quality Assurance
Manager) for details.

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ORGANIZATION

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Iss05/Rev08
VJC’S MAINTENANCE POLICLIES
1.6 VJC’S MAINTENANCE POLICIES

1.6.1 Manpower Resources and Training
1.6.1.1 Manpower Resources
a) Reference
VAR Part 12.223
b) General Principle
1) VJC will at all times employ sufficient appropriately qualified staff or take outsource
to maintenance organizations approved to ensure that the expected work can be
performed and that all duties can be fulfilled.
2) As of 01 Jun 2022, the number of employees dedicated to the performance of the
continuing airworthiness management system is the following:
Position Quantity
Accountable Manager 1
Engineering Director 1
SQA Director 1
TQA Manager 1
Technical Service Manager 1
Planning Manager 1
Maintenance Operation Center 1
Supply Manager 1
Technical Training manager 1
Reliability Manager 1
Technical Project manager 1
1.6.1.2 Training Policy

Reference: MNT 1.4.2
a) General Principle
1) VJC ensures that each member of its staff is adequately trained to carry out the
functions of, and satisfy the responsibilities associated with the VAR Part 4 and
VAR 12 continuing airworthiness management functions.
2) VJC has the policies that all the staff will be given the necessary training before
they can perform assigned works independently.

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Iss05/Rev08
3) Training needs include but not limited to human factor, company procedures, SMS
(if any), regulations and technical training. Training is also divided into initial
training, update training and continuation training.
4) Aircraft type rating training for staff shall be carried out at a training organization
which is acceptable to the CAAV.
5) It’s the responsibility of the Technical Training Manager that all training is
documented and that the training records are stored in the personal files required
for each staff for at least two years after the relevant staff has left.
6) It is the responsibility of TQA Manager that all training records of Technical Quality
Assurance personnel are stored in the personal files required for each staff for at
least two years after the relevant staff has left.
7) Refer MME 1.10 for Qualification of staff.
8) Refer Engineering SOP 3.1 for detail training procedures.
1.6.2 Maintenance Responsibilities
Reference: VAR 12.223; VAR 12.225; VAR 12.233 (a); VAR 4.067; MNT 1.6.2, 2.1.1
1.6.2.1 General
The VJC have a maintenance control system that is in accordance with procedures
acceptable to the CAAV and ensures:
a) Each aircraft is maintained in an airworthy condition;
b) Operational and emergency equipment necessary for flight is serviceable;
c) The Certificate of Airworthiness of each aircraft remains valid.
d) The maintenance of the aircraft is performed in accordance with VJC’s approved
aircraft maintenance program.
VJC shall ensure the airworthiness of the aircraft and the serviceability of both operational
and emergency equipment by:
a) Assuring the accomplishment of pre-flight inspections;
b) Assuring the correction of any defect and/or damage affecting safe operation of an
aircraft to an approved standard, taking into account the MEL and CDL if available for
the aircraft type;
c) Assuring that the operational and emergency equipment necessary for the intended
flight is serviceable;
d) Assuring the accomplishment of all maintenance in accordance with the approved
VJC’s aircraft maintenance programme;
e) The analysis of the effectiveness of the VJC’s approved aircraft maintenance
program.
f) Assuring the accomplishment of any operational directive, airworthiness directive and
any other continued airworthiness requirement made mandatory by the CAAV and
other appropriate National Aviation Authorities.
g) Assuring the accomplishment of modifications in accordance with an approved
standard and, for non- mandatory modifications, the establishment of an embodiment
policy.

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Iss05/Rev08
h) To review the maintenance of 6 months for aircraft and certificate of maintenance

review for inclusion in the aircraft records.
i) Ensure the provision of equipment and supplies needed for fleet operation.
j) Ensure that all part installed on an aircraft must be provided from an approved supplier
in accordance with the procedure approved or acceptable by the CAAV.
k) Ensure aircraft is maintained and released to service by a maintenance organization
approved by the CAAV or under an equivalent system of maintenance approved by
the CAAV in accordance with Part 5.
1.6.2.2 Maintenance Control System
Reference: MNT 2.1.1, MNT 2.1.2
Commitment to Safety and Compliance:
VJC Engineering and VJC AMO utilize AMOS, a comprehensive software solution, for
holistic Maintenance Control System support. AMOS streamlines compliance, optimizes
operations, and enables continuous improvement through its functionalities, including:
• Maintenance Program Management: Efficient development and amendment of the
Approved Maintenance Program.
• Airworthiness Directive Tracking: Timely implementation of airworthiness directives
and other mandatory requirements.
• Effective Maintenance Schedule: Maintaining the fleet in top condition while meeting
VJC's safety, airworthiness, and operational goals.
• Record Retention and Analysis: Optimizing asset utilization and driving continuous
improvement through detailed maintenance records.
• Defect Management: Efficient tracking and corrective action development for reported
defects through AMOS/Coruson.
• Oil Consumption Monitoring: While not explicitly mentioned, AMOS's Record
Retention and Analysis capabilities could encompass recording and analyzing oil
consumption trends. Consider adding a specific mention of oil consumption tracking
within AMOS.
Note: Detailed procedures for specific aspects of maintenance responsibilities like
planning and centralized control can be found in the referenced documents as indicated.
1.6.2.3 Maintenance Planning
Reference: MNT 1.3.1, MNT 2.2.1
Planning Section has primary functions in respect to maintenance requirements. Such
functions are forecasting and tracking required maintenance activities.
AMOS system is used by Planning Section to forecast, tracking and manage the status
of scheduled short- and long-term maintenance events.
Base on forecasting, Planning will issue and, when necessary to revise, WO/WP then
distribute to VJC AMO or contracted AMO for performing.
All issued WO, WP and its due date shall be tracking by AMOS. Upon tasks is performed
by AMO, the Planning will carry out reporting back in AMOS to calculate next due of
maintenance events.
Refer Engineering SOP 2.2 for details procedure.

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Iss05/Rev08
1.6.2.4 Centralized Maintenance Control

Reference: MNT 2.4.1, 2.4.2, 2.7.1
Maintenance Operation Center (MOC) is the central hub for managing all non-routine and
deferred maintenance for the entire aircraft fleet. This includes approving, controlling,
monitoring, and scheduling non-routine maintenance activities and known defects within
set timeframes. The MOC also ensures compliance with the MEL, CDL or the appropriate
maintenance data to maintain safe and operational aircraft.
MOC’s responsibilities:
• Approves, controls, monitors, and schedules non-routine and deferred
maintenance activities.
• Tracks and rectifies deferred maintenance items within required intervals.
• Ensures compliance with MEL/CDL requirements.
• Monitors ADD status and deadlines for the entire fleet.
• Controls orders for corrective actions and ensures timely rectification.
• Maintains accurate and up-to-date records in AMOS.
Refer to LMM 2.7 Defect Control Procedure for details procedures.
1.6.3 PMA Parts Usage
a) VJC accepts spare parts indicated in manufacturers’ technical documents such as
TC, STC, IPC. Besides, those parts are also required to meet airworthiness standards
as regulated by the CAAV.
b) As for PMA parts are not listed in OEM IPC, VJC’s policy accepts only for parts which
are used in cabin interior e.g. general lights, pax seat parts, galley parts, side panel…
Such PMA parts should be manufactured by vendors whose names are listed in
aircraft manufacturer IPC or approved by CAAV.
1.6.4 Part Installation
Reference: VAR Part 12.223(b)(9), VAR Part 4.055(a)(2), MNT 1.11.9, 2.3.1, 2.3.2,
2.3.3
1.6.4.1 Aircraft Parts Certification
a) General
• Compliance with Regulations: All aircraft parts installed on VJC aircraft must meet the
airworthiness requirements of VAR Part 4, ISM MNT, and applicable international
regulations to ensure flight safety.
• Condition and Maintenance: Parts must be in good condition, properly installed,
maintained, and replaced or repaired as needed.
b) Requirement of Release Document
VJC accepts aircraft parts with the following release documents:
• CAAV Form 1 (with applicable status)
• Equivalent release documents from recognized authorities (FAA, EASA, TCCA,
CAA UK, ANAC)
• Re-certified Certificate for used parts
c) Format of Release Document

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Iss05/Rev08
VJC accepts certificates regarding part/material certification in the following formats:

1) A paper certificate with a handwritten signature (both originals and copies are
accepted). However, the copied certificate shall be made by and provided from
the organization who issues the original one according to the procedure
approved by authority.
2) A paper certificate generated from an electronic system (printed from
electronically stored data) by:
o
AMO approved/accepted by CAAV; or
o
OEM recognized by FAA/EASA/CAA UK/TCCA/ANAC through accepting
Type Certificate; or
o Distributor authorized by OEM.
d) Temporary Part Installation
Conditions:
• Aircraft requires component replacement at a location other than a main maintenance
base.
• No available component with a compliant Authorized Release Certificate according to
1.6.4.1 (b) &(c).
Procedure for temporary installation:
1) Install equipment with an Authorized Release Certificate from an ICAO
member state.
2) Limit installation to 30 flight hours or until return to the main maintenance base
whichever is the sooner.
3) Ensure operational and maintenance requirements are met before installation.
4) Consult MOC, TQA for clarification if there is any doubt.
1.6.4.2 Used Part
• Used part cannot be installed on VJC aircraft unless the part meets the standards of
airworthiness applicable to the installation of used parts and is any of following:
a) An airworthy part that has been removed from an VJC aircraft/ next higher
assembly for immediate installation on another VJC aircraft, or
b) An airworthy part that has undergone maintenance for which a maintenance
release has been signed by an appropriately rated Approved Maintenance
Organization (AMO).
• The required airworthiness maintenance release for used parts are as follows:
a) An original Airworthiness Release Certificate FAA Form 8130-3 and/or an original
EASA Form One and/or an original UK CAA Form One and/or an original
Transport Canada Civil Aviation (TCCA) - Form One and/or an original National
Civil Aviation Agency of Brazil (ANAC) Form F-100-01 and/or an original CAAV
Form One. Either form must include any Service Bulletin or Airworthiness Directive
that has been complied with including method of compliance, AD or SB #, revision
date, and if recurring, time and date when next action is required; and
b) Details of work performed in the form of a Teardown or Work order report.
• Refer to LMM 2.22 Robbery/Cannibalization/Swapping for details of serviceable part
removed from aircraft.

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1.6.4.3 New Part

• New part cannot be installed on VJC aircraft unless the part meets the standards of
airworthiness applicable to the installation of new parts and, in addition, meets a
minimum of one of the following:
a) The new part has marking identifying it as a part specified in the type design
conforming to a recognized national or international standard, or
b) The part has been approved for use on an aeronautical product, in accordance
with the type certificate/STC, if the part was originally designed and manufactured
for non-aeronautical use, or
c) The new part was manufactured under a Parts Manufacturer Approval (PMA).
• The required certifications of new part are as follows:
a) An original FAA Form 8130-3 or EASA Form One from OEM or an UK CAA Form
One or Transport Canada Civil Aviation (TCCA) Form One or a National Civil
Aviation Agency of Brazil (ANAC) Form F-100-01 or an CAAV Form One and/or
b) OEM Certificate of Conformance (for expendable/consumable parts, standard
part, raw material). The Certificate of Conformance shall certify that:
5) All material used in the manufacturer of parts conform to the material
specifications.
6) The parts manufactured are in accordance with the applicable drawing and
specifications called for.
c) All the requirements of materials, standard parts, include storage conditions, self-
life, fire proof (CS 25.853) for interior materials, stated in:
1) Certificate of Conformity, or
2) Related documents (Laboratory Test Report, Analyst Certificate etc.); or
3) Printed in the cover of the materials.
1.6.4.4 Used Life-Limited Part
Used life-limited part cannot be installed on VJC aircraft unless the part meets the
standards of airworthiness applicable to the installation of life-limited parts and:
a) The technical history of the part is available to demonstrate the time in service, as
authorized for that part in the type certificate governing the installation, has not been
exceeded;
b) The technical history referred to in sub-paragraph a) is incorporated into the technical
record for the aeronautical product on which the part is installed.
VJC Technical service engineer is responsible for evaluating and checking all records and
certification of used life-limited parts in order to satisfy 1.6.4.4.a) before purchase/
exchange for installation on VJC aircrafts or its components.
1.6.4.5 Part handling by contracted maintenance organization
a) Part Sourcing & Certification
Parts and material are acquired (purchased, repaired etc.) from approved
suppliers/contractors with required airworthiness release certificate, certification

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Iss05/Rev08
documents match requirements of paragraph 1.6.4.2, 1.6.4.3, 1.6.4.4 above. Refer

MME 2.21 for Contractor/Supplier Evaluation and Control.
Parts must be installed only by VJC AMO or contracted AMO in accordance with
approved data.
b) AMO Responsibilities
The VJC is responsible for providing its contracted AMO with approved
documentation that contains information about parts allowed to be installed on its
aircraft. Such documentation enables the AMO to validate the airworthy condition of
the part and its certification for installation on the aeronautical product being
maintained. The “approved documentation” category typically includes as necessary,
without being limited to, any of the following: MME, IPC (including Supplements), AD,
SB, Work Order, Repair Order, Form 8130-3/EASA Form 1/ UK CAA Form 1/
Transport Canada Civil Aviation (TCCA) - Form 1/ National Civil Aviation Agency of
Brazil (ANAC) Form F-100-01/ CAAV Form 1 or equivalent.
The contracted maintenance organization is responsible for incoming inspection in
accordance with their MOE procedure to ensure all required certification of parts are
matched requirements of 1.6.4.2, 1.6.4.3, 1.6.4.4 and to ensure that the part is in a
satisfactory condition for fitment on VJC aircrafts. The maintenance contract is also
specified the requirements for supply and handling of parts. Upon completion of
incoming inspection, all data of parts and material e.g. part number, serial number,
batch number, purchase order/ repair order etc. shall be entered into AMOS by VJC
store inspector for tracking and monitoring status of parts.
As VJC has its own AMO, the parts and material are inspected and accepted by store
inspector and controlled by AMOS. The incoming inspection shall ensure:
1) Aircraft parts and materials are only obtained from approved sources;
2) Certification documentation requirements are specified;
3) Traceability to the last certifying organization for used or surplus parts;
4) A statement of conformity or certification test results is retained for hardware and
raw materials (e.g. extrusions, sheet or bar stock);
5) Inventory storage of consumable material is managed to ensure traceability of
manufacturer batch/lot control.
Refer to VJC AMO's or Contracted AMO's procedure for incoming inspection of parts
and materials.
c) Pre-Installation Checks (AMO responsibility)
To ensure a part is in a satisfactory condition, the AMO shall perform checks and
verifications. Performance of above checks and verifications should take place before
the part is installed on the aircraft. The following list, though not exhaustive, contains
typical checks to be performed:
1) Verify the general condition of components and their packaging in relation to
damages that could affect the integrity of the components;
2) Verify that the shelf life of the component has not expired;
3) Verify that items are received in the appropriate package in respect of the type of
component e.g. correct ATA 300 or electrostatic sensitive devices packaging,
when necessary;

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Iss05/Rev08
4) Verify that component has all plugs and caps appropriately installed to prevent
damage or internal contamination. Tape should not be used to cover electrical
connections or fluid fittings/openings because adhesive residues can insulate
electrical connections and contaminate hydraulic or fuel units.
d) Installation
The fitment of replacement part shall take place when AMO satisfied that such part
meets required standards in respect of manufacture’s or TC Holder’s maintenance
data. This may be accomplished by reference to the approved data e.g. AMM, IPC,
SB, etc.
e) Record Keeping
1) Major parts:
Records related to the receiving and storage of major parts (such as engines,
landing gear and APU) shall be stored by Tech record.
2) Other parts:
Records related to the receiving and storage of other parts (such as Original ARC
and shop report of components) shall be stored by VJC AMO according to MME
2.3.
1.6.4.6 Installation of fabricated parts
When approved by CAAV, VJC AMO or contracted AMO may fabricate and install parts
on VJC aircrafts. Such part must be fabricated in accordance with data provided in
overhaul or repair manuals, drawing or technical instructions approved by CAAV.
1.6.5 Maintenance Communication Exchange
1.6.5.1 Communication
VJC Engineering Department (AOC) has a communication system in place that enables
effective communication of relevant safety and operational information within the
maintenance operations management system and in all areas where maintenance and
continuing airworthiness activities are conducted.
a) Communication system (E.g. Coruson, Email, Sharepoint…) shall ensure:
- Personnel maintain an awareness of the SMS;
- Safety-critical information is conveyed;
- VJC AMO, contracted AMO or external service providers are provided with
information relevant to operations conducted;
b) Delivery of documents will be ensured by:
- Document Control Center (for VJC personnel on Coruson)
- Technical Library (for all Contracted maintenance organizations)
c) The means used by Engineering and AMO to provide two ways communication are:
- Meeting: meetings are held to discuss issues pertinent to Engineering and AMO.
- Soft copy: communication by email, Coruson, AMOS to communicate the
information within or outside Division/Department/Section.

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Iss05/Rev08
Communication methods with each maintenance organization that performs maintenance

for the VJC shall be determined in the relevant Contract. The contract should specify what
information should be provided and when (i.e. on what occasion or at what frequency),
how, by whom and to whom it has to be transmitted.
1.6.5.2 Meeting
a) Daily meeting
This brief meeting between Engineering and AMO is held daily. It is chaired by
Engineering Director or Head of MOC and the following personnel should be attended:
- TSE manger/deputy
- Planning manager/deputy
- Maintenance Director or his delegation
- Head of MOC or his delegation
- PCC Manager or his delegation
- Station Manager or his delegation
- TQA Manager or his delegation
- Store, Supply personnel
- Etc.
The meeting shall review the previous days and coming days operation to ensure that
agreed actions are implemented, planned.
Meetings will not be recorded but, if necessary, an Engineering Director or his
nominated may be issue to address eventually issues arisen from the meeting.
b) Weekly management meeting (optional)
Engineering, Maintenance, and TQA leadership may hold weekly management
meetings (typically Mondays) to discuss operational technical issues, establish action
plans, and ensure closure on outstanding concerns. Key participants include:
- VP Technical
- Engineering Director/deputy
- Maintenance Director/deputy
- TQA Manager/deputy
Meeting structure, agenda, and decision-making processes will be followed as per
separate guidelines. Action items and follow-up will be assigned and tracked to ensure
progress. Attendance may be adjusted based on the agenda and participant
availability.
The minute of meeting will be recorded and disseminate to all attendees.
1.6.5.3 Soft copy
VJC Engineering and Maintenance uses:
a) Email, company Workchat for communication and for transmitting document
b) Sharepoint to make documentation available to staff:
1) Forms
2) Technical document (CMM, SB, EO)

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Iss05/Rev08
3) Technical records (WP, TL, etc.)

c) Coruson to make document available to staff:
1) Manual, procedures
2) Quality Notice
1.6.5.4 Other means of communication
Information may be transmitted also by:
a) Phone
b) Facsimile
1.6.6 Technical Documentation System
a) This MME (Maintenance Management Exposition) – is the principal document
demonstrating management details and continuing airworthiness policies and
requirements of VJC.
b) Each department/section in the Technical Division will build their own Standard
Operation Procedure (SOP). All the continuing airworthiness management and
maintenance activities shall be carried out in compliance with the instruction
mentioned in SOP.
1.6.7 Policy for Swapping/ Robbery of Component
In the event of non-availability of spare part, it may consider to perform part swapping or
robbery as alternative solution for troubleshooting and dispatch purposes. This may only
occur in occasionally basis.
All maintenance actions must be followed approved data e.g. AMM, TSM etc. and
recorded in appropriate documents (tech log, Non routine card etc.)
Swapping of LRU to prolong defect existing is prohibited. It is not allowable, on
circumventing existing ADD by swapping faulty LRU to clear said ADD, and then transfer
the possible defective parts to donor system/aircraft hence raising a new ADD on other
system/ other aircraft.
Refer LMM 2.22 for detailed procedures for swapping/robbery during line maintenance.
During base maintenance, AMO shall raise NRC to manage arisen work.
AMOS shall be updated consecutively for any component movement for aircraft
configuration control.
1.6.8 Continuing Airworthiness Information
Reference: VAR 12.250
a) The VJC shall monitor and assess maintenance and operational experience with
respect to continuing airworthiness through daily morning briefing. The daily briefing
is to be organized and recorded by MOC.
b) Provide the information as prescribed by the CAAV requirements.
c) Report through the system specified in MME approved by the CAAV.
d) Obtain and assess continuing airworthiness information and recommendations
available from the Type certificate holder.
e) Implement resulting actions considered necessary in accordance with a procedure
acceptable to the CAAV.

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Iss05/Rev08
1.6.9 Components Removed From An Aircraft Involved In An Accident/Incident

a) Component which are directly involved in accident/incident shall be removed and sent
to approved AMO for necessary test/inspect/repair/overhaul to restore airworthy
condition of the component. The component can only be installed back aircraft when
it has EASA Form 01/FAA 8130-3/CAA UK Form 01/ TCCA Form 01/ANAC Form F-
100-01/CAAV Form 01 issued by approved AMO and passed incoming inspection
process.
b) Components which are totally unaffected in incident/accident and considered as
serviceable may be removed as serviceable and installed on other VJC aircrafts.
The TSE and MOC shall verify status and confirmed serviceability of component to
ensure all airworthiness requirements are met before proceeding cannibalization:
1) Verify status on AMOS and maintenance records e.g. ADD log, Technical log to
make sure there is no deferred defect on component and system relating to
component;
2) Verify the flight hours/cycles as applicable of any service life-limited parts including
time since overhaul to ensure time remaining of component is sufficient for
continue operation;
3) During the last flight, the components and related systems operated normally and
4) there is no evidence of defect associated to occurrence;
5) A physical condition is good (no damage, corrosion, leak etc.).

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Iss05/Rev08

MAINTENANCE MANAGEMENT Page 1 - 39
NOTIFICATION PROCEDURE TO CAAV Iss05/Rev06
REGARDING CHANGES TO THE
MAINTENANCE MANAGEMENT ORGANIZATION ACTIVITIES 25 Aug 2023
EXPOSITION

ORGANISATION ACTIVITIES
1.7.1 General
When important changes are made within the company, CAAV has to be informed prior
to incorporating proposed changes so that approval can be granted. These changes
include, but are not limited to:
a) The name of the organization.
b) The location of the organization.
c) Additional locations of the organization.
d) The Accountable Manager.
e) Any of the persons specified in section 1.5.2 of this MME.
f) Continuing airworthiness management procedures that could affect the approval.
g) Scope of work / Aircraft managed.
1.7.2 Procedure
a) The changes must be recorded in the MME and submitted to the CAAV for approval.
The last approved issue of the MME is valid until the amendments have been
approved.
b) Once the approval has been granted, the SQA Director has to ensure that all
necessary measures are taken to comply with the revised MME and shall ensure that
the changes are noted in any other existing issues of the MME.
c) All relevant personnel as stated in the distribution list have to confirm that they have
received the amendment by signing a company internal amendment notification.
d) If the Accountable Manager is changed, the SQA Director has to ensure that the
Accountable Manager signs the corporate commitment (see Part 1, section 1.1) at the
earliest opportunity.
e) If this notification procedure is not applied, the VAR Part 12 approval would
automatically be suspended in all cases. Upon surrender or revocation, the approval
certificate shall be returned to the CAAV.

MAINTENANCE MANAGEMENT Page 1 - 40
NOTIFICATION PROCEDURE TO CAAV Iss05/Rev06
REGARDING CHANGES TO THE
MAINTENANCE MANAGEMENT ORGANIZATION ACTIVITIES 25 Aug 2023
EXPOSITION

Page 1 - 41
Iss05/Rev07
HCMC OFFICE - FACILITIES LOCATIONS
1.8 HCMC OFFICE - FACILITIES LOCATIONS

Reference: VAR Part 12.233(d)
VJC Technical Management premises, which included Engineering and TQA Section are located at 8th Floor, VietJet Plaza Building, 60A Truong
Son St, Tan Binh Dist., Ho Chi Minh City, Viet Nam.
The facilities, workspace, equipment, personnel and supporting services, as well as work environment, are adequate to support maintenance
management and control functions.
Note: TQA: Technical Quality Assurance; KT: Engineering.

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Iss05/Rev07
HCMC OFFICE - FACILITIES LOCATIONS
The MOC office is located at at 9th Floor, VietJet Plaza Building, 60A Truong Son St, Tan Binh Dist., Ho Chi Minh City, Viet Nam.
The facilities, workspace, equipment, personnel and supporting services, as well as work environment, are adequate to support maintenance
management and control functions.
The archive storage office operates from two locations in Ho Chi Minh City::
• SCSC office, Tan Son Nhat airport, Ho Chi Minh city
• VJAA office, Thu Duc city, Ho Chi Minh city.
The facilities, workspace, equipment, personnel and supporting services, as well as work environment, are adequate for archiving maintenance records.

Page 1 - 43
REVISION PROCEDURE AND NOTIFYING Iss05/Rev07
TO CAAV
1.9 REVISION PROCEDURE AND NOTIFYING TO CAAV

1.9.1 Purpose
To establish procedure to revise the MME and notify CAAV for approval of the revision.
1.9.2 Reference
VAR Part 12.225, 12.227, 12.230
MNT 1.7.3, 1.7.6
1.9.3 General
New or revised MME shall not be in conflict with the regulations. The MME is revised/
amended as necessary to keep the information contained therein up-to-date and to
address
a) Changes to maintenance or airworthiness requirements.
b) Changes in the organization or activities.
c) Inadequacies identified through internal or external audit.
d) Conformity with applicable requirements.
The left marginal bar shall be reflected in appropriate changes. Revised pages will be
identified by date of revision and revision number.
1.9.4 Approval of Changes
a) MME amendment shall be carried out by Engineering Director, reviewed and accepted
by Director of SQA and Accountable Manager. New revision of MME shall be
approved by CAAV before implementation.
b) Temporary revision:
A temporary revision can be issued at the discretion of the SQA Director in case of:
1) Immediate regulatory compliance required;
2) Safety urgent issue; or
3) Changes on process/ procedure needed prompt implementation.
Typically, TRs are published in yellow pages with clearly identified TR number,
effective date, expire date and approval.
A Temporary Revisions List including temporary revision pages, Record of Temporary
Revision, and Revision Highlights should be prepared with each TR distribution to
ensure all current and effective TRs supersede the corresponding pages in the
document.
All Temporary Revisions must be reviewed and approved by SQA Director prior to
distribution and reported to CAAV.
1.9.5 Revision Procedure
The MME shall be amended or revised as is necessary to ensure that the information
contained therein is kept up-to-date.
The VJC shall incorporate mandatory information as necessary amendments to the MME
as required by the CAAV as soon as reasonably possible but no later than 30 days after
receipt and submit any amendments to its maintenance manuals for approval.

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REVISION PROCEDURE AND NOTIFYING Iss05/Rev07
TO CAAV
VJC personnel are encourage to make suggestions for the improvement of procedures.
In the 12-month period, any requirement or suggestion of changes to the manual should
be sent to Engineering Director and SQA Director/Deputy Director for consideration of
amendment.
The original issue of this MME shall be Initial Issue (Rev 0). Any changes shall be
identified by way of revision to the issued number, which will be in numerical order and
shall start from Rev 1. Where there are extensive revisions necessitating a complete
reissue, a new issue number will be allocated in numerical order.
1.9.6 Implementation and Distribution of New Revision
The MME, together with all amendments and revisions shall be furnished to all personnel
and organizations that are required to use it.
The new revision of MME will be effective 14 days after approval by CAAV. This will allow
Document Control Center to prepare the electronic copies of MME and distribute to VJC
personnel to review and understand changes by Coruson.
Email notification shall be generated and sent to VJC Engineering and Maintenance
personnel. They shall be aware about new MME changes and, at least, shall acknowledge
new revision of MME in Coruson.
Technical Library will distribute electronic copies of new revision of MME to all current
Contracted maintenance organizations (aircraft line and base maintenance) based on
current list of approved contractors.
Affected SOP should be revised by relevant Department Managers to match MME
change.

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Iss05/Rev07
ABBREVIATIONS
1.10 TRAINING AND QUALIFICATIONS

1.10.1 Purpose
To establish training and qualification standards to staff who are working in respective
Sections within Engineering Department.
1.10.2 Scope
This procedure applies to ensure that all engineering personnel at VJC AOC are properly
trained and qualified to perform their jobs. This includes:
a) Identifying the training and qualification requirements for each engineering position;
b) Developing and delivering training programs to meet the training requirements;
c) Assessing the competence of engineering personnel to perform their job duties;
d) Authorizing engineering personnel to perform their job duties.
This procedure applies to all engineering personnel at VJC AOC, including:
a) Director / Deputy Director/ Head of MOC
b) Manager / Deputy Manager
c) Maintenance planners
d) Technical service engineers
e) Technical librarians
f) Technical records staff
g) Supply staff
h) Reliability staff
i) Technical project staff
j) Aircraft readiness staff
k) Fleet monitoring staff
l) Maintenance forecast staff
m) ADD controllers
n) Technical Training staff
1.10.3 Reference
VAR 12.060(b)(2), Appendix 01 to 12.060
MNT 1.4.2
1.10.4 Responsibilities
Technical Training Section is responsible for developing and delivering training programs
for engineering personnel.
Engineering Department is responsible for ensuring that all engineering personnel are
properly trained and qualified for their assigned job positions.
1.10.5 Policy
VJC AOC is committed to ensuring that its engineering personnel are properly trained and
qualified to perform their jobs. This policy establishes the requirements for training and
qualifying engineering personnel.
1.10.6 Training
Technical Training Section have a responsibility to ensure that their engineering
personnel are properly trained and qualified to perform their jobs. This training shall be
provided on an ongoing basis to ensure that personnel are up-to-date on the latest
technologies and procedures.

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Iss05/Rev07
ABBREVIATIONS
Technical Training Section typically have a training section that is responsible for
developing and delivering training programs. These programs may be delivered in-house
or outsourced to a training provider.
Note: Technical Training Section shall develop and maintain a training and qualification
matrix for all engineering positions. The matrix should identify the required training and
qualification requirements for each position.
All engineering personnel must complete the required training for their job position. The
required training will be specified in the job description for each position.
Training may be delivered in-house (such as VTC, VJC Technical Training Section etc.)
or outsourced to a training provider.
Training programs typically cover a variety of topics, including:
• Aircraft maintenance and repair procedures
• Aircraft systems
• Aviation safety regulations
• Quality assurance and quality control
• Human Factor
• Safety Management System
• Leadership and management
Engineering Department have a responsibility to ensure that their engineering personnel
are properly trained and qualified to perform their jobs. This is achieved through a
combination of training, job qualifications plan.
Engineering Department shall develop and maintain a training plan for each engineering
employee. The training plan should identify the training that the employee needs to
complete to meet the qualification requirements for their job position.
Follow Engineering SOP Part 3 for details of Training Procedure
1.10.7 Job Qualifications
Engineering Department have specific job qualifications for each engineering position.
These qualifications are typically based on education, experience, and training.
All engineering personnel must meet the qualification requirements for their job position.
The qualification requirements will be specified in the job description for each position.
Engineering Department has established skill levels and qualifications for each job
position based upon technical function and tasks. In addition, Engineering Department
has developed methods to evaluate an individual to determine what knowledge,
experience, or training is required to ensure the employee is capable to perform his/her
assigned tasks.
Engineering Department qualification requirements typically apply for all engineering
personnel whom position is declared, including:
a) Maintenance Planner
b) Technical Service Engineer
c) Tech Records staff
d) Technical Librarian
e) Aircraft Readiness staff
f) Aircraft Fleet Status Monitoring staff
g) Maintenance Forecast Staff

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Iss05/Rev07
ABBREVIATIONS
h) ADD Controller
Follow Engineering SOP section 2.25 and MOC SOP 6.6 for details of Training and
Qualification Requirements Procedure
1.10.8 Assessment and Qualification
Engineering personnel will be assessed for their competence to perform their job duties.
The assessment may be conducted through a variety of methods, such as performance
reviews, interviews, and skills tests.
Technical Training Section / Head of respective department, together with VTC will keep
records of training and qualification for all engineering employees. These records should
be used to track the training that employees have completed and to ensure that they are
properly trained and qualified for their job positions.
Once an engineering employee has met all of the training and qualification requirements
for their job position, they will be authorized to perform their job duties.
The list/ roster of qualified personnel for engineering personnel whom position is declared
will be approved by Head of respective department.
Follow Engineering SOP section 2.25 and MOC SOP 6.6 for details of qualification and
progression requirements and approve the list of qualified personnel procedures.

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Iss05/Rev07
ABBREVIATIONS

Page 1 - 49
Iss05/Rev07
ABBREVIATIONS
1.11 ABBREVIATIONS
A/C: Aircraft
AD: Airworthiness Directive
ADD: Acceptable Defer Defect
ADDL: Acceptable Defer Defect Log
AFM: Aircraft Flight Manual
AMM: Aircraft Maintenance Manual
AMO: Approved Maintenance Organization
AMOC: Alternative Method of Compliance
AMT: Aircraft Maintenance Technician
AMP: Aircraft Maintenance Program
AOC: Air Operator Certificate
AOG: Aircraft On Ground
APU: Auxiliary Power Unit
AR: Audit Report
ATC: Air Traffic Control
BITE: Built-In Test Equipment
CAAV: Civil Aviation Authority of Vietnam
CAT: Category
CAT I: Category I operation
CAT II: Category II operation
CAT IIIA: Category IIIA operation
CAT IIIB: Category IIIB operation
CAT IIIC: Category IIIC operation
CAR: Corrective Action Request
CDL: Configuration Deviation List
CEO: Chief Executive Officer
C.G: Center of Gravity
CMP: Configuration, Maintenance Procedure
CMM: Component Maintenance Manual
CMR: Certificate of Maintenance Review
COC: Certificate of Conformance

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Iss05/Rev07
ABBREVIATIONS
CPCP: Corrosion Prevention and Control program

CPDLC: Controller-pilot data link communications
CRS: Certificate Release to Service
DFP: Dirty Finger Print
DI: Duplicate Inspection
DME: Distance Measuring Equipment
DOA: Design Organization Approval
EASA: European Aviation Safety Agency
EDS: Electrostatic Sensitive Devices
EDTO: Extended Diversion Time Operation
EO: Engineering Order
ELT: Emergency Locator Transmitter
ER: Engineering Request
FAA: Federal Aviation Administration
FC: Flight Cycle
FH: Flight Hour
FOE: Flight Operation Engineering
GRN: Good Receipt Note
H/T: Hard-Time
IPC: Illustration Part Catalog
IFR: Instrument Flight Rules
ILS: Instrument Landing System
IOSA: IATA Operation Safety Audit
LMM: Line Maintenance Manual
LLP: Life Limit Part
LRU: Line Replaceable Unit
MEL: Minimum Equipment List
MMEL: Master Minimum Equipment List
MME: Maintenance Management Exposition
MNPS: Minimal Navigation Performance Specifications
MOC : Maintenance Operation Center
MOD: Modification
MOE: Maintenance Organization Exposition

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Iss05/Rev07
ABBREVIATIONS
MOPM: Maintenance Organization Procedure Manual

MOR: Mandatory Occurrence Report
MPD: Maintenance Planning Document
MRB: Maintenance Review Board
MRO: Maintenance Repair Organization
NAA : National Aviation Authority
NC: Non-Conformity
NRC: Non-Routine Card
NTC: Notice to Crew
NTO: Non-Technical Objection
OEM: Original Equipment Manufacturer
OMC: Operation Management Center
OSSR: Occurrence Safety Security Report
PBE: Protective Breathing Equipment
PBN: Performance-Based Navigation
PCC: Production Control Center
PMA: Part Manufacturer Approval
PIC: Pilot in Command
QM: Quality Manual
RII: Required Inspection Item
RCB: Reliability Control Board
RDAF: Repair Design Approval Form
RDAS: Repair Data Approval Sheet
RVSM: Reduced Vertical Separation Minima
REG: Registration
RNAV: Required Area Navigation
RNP: Required Navigation Performance
SB: Service Bulletin
SDR: Structure Defect Report
SIL: Service Information Letter
SMS: Safety Management System
SOP: Standard Operating Procedure
SRM: Structural Repair Manual

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Iss05/Rev07
ABBREVIATIONS
SRO: Structure Repair Order

STC: Supplemental Type Certificate
SQA: Security, Safety and Quality Assurance
TC: Task Card
T/C: Type Certificate
TCH: Type Certificate Holder
TQA: Technical Quality Assurance
TSE: Technical Service Engineer
TSM: Trouble Shooting Manual
TSO: Technical Standard Order
VAR: Vietnam Aviation Regulation
VJC: VietJet Aviation Joint Stock Company
WO: Work Order

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Iss05/Rev07
DEFINITIONS
1.12 DEFINITIONS
Reference: VAR 12.003, Appendix 1 to 1.007; VAR 20.003
The following definitions may use in this manual:
Acceptable Deferred Defect: defect of the aircraft, aircraft’s systems or equipment
installed on the airplane which do not need to be fixed in a period of time stipulated in the
Aircraft Maintenance Manual, Minimum Equipment List, Configuration Deviation List,
which do not affect the standards of the airworthiness.
Acceptance Checklist: A document used to assist in carrying out a check on the external
appearance of packages of dangerous goods and their associated documents to
determine that all appropriate requirements have been met.
Accountable manager: The manager who has corporate authority for ensuring that all
maintenance, preventive maintenance, and modification required by the aircraft
owner/operator can be financed and carried out to the standard required by the CAAV.
The accountable manager may delegate to another person in the organization, in writing,
to become the accountable manager, when the authorised by the CAAV.
Aeronautical product: Any aircraft, aircraft engine, propeller, or subassembly, appliance,
material, part, or component to be installed thereon.
Appropriate Airworthiness Requirements: The comprehensive and detailed
airworthiness codes established, adopted or accepted by an ICAO member for the class
of aircraft, engine or propeller under consideration;
Alternative method of compliance (AMOC):
• For FAA: Different approaches or techniques that are not specified in an AD can,
after FAA approval, be used to correct an unsafe condition on an aircraft or aircraft
product. Although the alternative may not have been known at the time the AD was
issued, an alternative method could be acceptable to accomplish the intent of the AD.
A compliance time that differs from the requirements of the AD can also be approved
if the revised time period provides an acceptable level of safety that is at least
equivalent to that of the requirements of the AD.
• For EASA: An Alternative Method of Compliance (AMOC) is an EASA approved
deviation to an AD. It is a different way, other than the one specified in an AD, to
address an unsafe condition on products, parts and appliances. An AMOC must
provide a level of safety equivalent to the level of safety to be restored by compliance
with the original AD. AMOCs may be issued in respect of, but are not necessarily
limited to, the following:
− Alternative modifications,
− Alternative inspection procedures,
− Alternative maintenance intervals and/or procedures,
− Specific operating procedures or limitations, etc.
Approved Data: Technical information approved by the CAAV.
Approved maintenance organization (AMO): An organization approved to perform
specific aircraft maintenance activities by the Authority. These activities may include the
inspection, overhaul, maintenance, repair and/or modification and release to service of
aircraft or aircraft components.
Approved standard: A manufacturing, design, maintenance, or quality standard
approved by the CAAV.

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DEFINITIONS
Aircraft: is any machine that can derive support in the atmosphere from the reactions of
the air, which includes airplane, helicopter, glider, balloon, and/or other flying apparatus,
other than from the reactions of the air against the earth‘s surface.
Aircraft component: Any components of the aircraft included in a complete engine / or
any equipment operators / emergency.
Aircraft Incident: An aircraft incident means an occurrence, other than an aircraft
accident, associated with the operation of an aircraft, which affects or could affect the
safety of flight operations.
Aircraft Technical Log.: A document attached to an aircraft for recording defects and
malfunctions discovered during operation and for recording details of all maintenance
carried out whilst the aircraft is operating between scheduled visits to the base
maintenance facility. It also contains operating information relevant to flight safety and
maintenance data that the operating crew need to know;
Aircraft Type: All aircraft of the same basic design, including all modifications there to
except those modifications which result in a change in handling or flight characteristics;
Aircraft Types: The classification of aircraft according to certain basic description.
Airframe: The fuselage, booms, nacelles, cowlings, fairings, airfoil surfaces (including
rotors but excluding propellers and rotating airfoils of a powerplant), and landing gear of
an aircraft and their accessories and controls.
Airworthiness data: Any information necessary to ensure that an aircraft or aircraft
component can be maintained in a condition such that airworthiness of the aircraft, or
serviceability of operational and emergency equipment, as appropriate, is assured.
Airworthiness Directive (AD): Maintenance requirements, inspection or replacement of
aircraft or aircraft equipment, required to be done in order to prevent endangering the
safety incidents issued by the State where aircraft registered or recognized by the similar
request issue by the national aviation authorities of the designer, manufacturer.
Airworthy: The status of an aircraft, engine, propeller or part when it conforms to its
approved design and is in a condition for safe operation.
Aircraft maintenance personnel: Individual certified by the CAAV to carry out the
inspection and perform or supervise the maintenance, preventive maintenance or other
changes / improvements of aircraft, aircraft systems and equipment which individual is
approved.
Aircraft Maintenance Release: A document which contains a certification of an
authorized staff as required by VAR Part 5 or Part 7 after completion of the maintenance
work on aircraft maintenance or inspection of the aircraft, aircraft system, aircraft
component to which it relates confirming that the work has been completed in a
satisfactory manner to the applicable requirements of Aircraft Maintenance Manual and
procedures approved appropriately by VAR Part 5.
Aircraft Maintenance Program (AMP): the aircraft maintenance program prepared by
the aircraft operator based on the aircraft maintenance program issued by the
manufacturer and in accordance with applicable aircraft configuration, operation
conditions and governmental requirement of the country where the aircraft is registered
and approved by the aviation authorities of the country of registration of aircraft.
Aircraft Maintenance Program (AMP): the aircraft maintenance program prepared by
the aircraft operator based on the aircraft maintenance program issued by the

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DEFINITIONS
manufacturer and in accordance with applicable aircraft configuration, operation

conditions and governmental requirement of the country where the aircraft is registered
and approved by the aviation authorities of the country of registration of aircraft.
Automatic Dependent Surveillance Broadcast (ADS-B): A means by which aircraft
aerodrome vehicles and other objects can automatically transmit and/or receive data such
as identification, position and additional data, as appropriate, in a broadcast mode via
a data link.
Automatic Dependent Surveillance - Contract (ADS-C): A means by which the terms
of an ADS-C agreement will be exchanged between the ground system and the aircraft,
via a data link, specifying under what conditions ADS-C reports would be initiated,
and what data would be contained in the reports.
Air operator certificate (AOC): A certificate authorizing an operator to carry out specified
commercial air transport operations.
Area Navigation (RNAV): A method of navigation that permits aircraft operations on any
desired flight path within the coverage of station-referenced navigation aids or within the
limits of the capability ofself-contained aids, or a combination of these. Area
navigation includes performance-based navigation as well as other operations that do not
meet the definition of performance-based navigation.
Article: Any item, including but not limited to, an aircraft, airframe, aircraft engine,
propeller, appliance, accessory, assembly, subassembly, system, subsystem,
component, unit, product, or part.
Base Maintenance: Maintenance tasks falling outside the criteria defined in definition of
Line Maintenance are considered to be Base Maintenance.
Calendar Day: A 24-hour period from 0000 through 2359 using Coordinated Universal
Time (UTC).
Calibration: A set of operations, performed in accordance with a definite documented
procedure, that compares the measurement performed by a measurement device or
working standard for the purpose of detecting and reporting or eliminating by adjustment
errors in the measurement device, working standard, or aircraft component tested.
Cannibalization or Robbery: a practice of obtaining parts necessary to repair an aircraft
by removing serviceable parts from one aircraft or from next higher assembly in stock e.g.
engine, APU and install to other aircraft, rather than from stock inventory, usually when
resources become limited. Cannibalization can usually occur only with interchangeable
parts.
Certificate of airworthiness: document issued by the aviation authority of the country
where the aircraft is registered confirming that the technical conditions of the aircraft
complies with the type of design approved by the aviation authority of the country where
the design of the aircraft is done, that the aircraft is safe for the suitable form of operation,
that the aircraft meets the requirements of the standards applied to the airworthiness
stipulated by the country where the airplane is registered.
Certificates release to service (CRS): The required maintenance record entry
completed by a properly authorized person after the modification, overhaul, repair, or the
inspection of an aircraft, or aircraft component required by operator.
Certifying staff: Those personnel who are authorised by the Approved Maintenance
Organization in accordance with a procedure acceptable to the Authority to certify aircraft
or aircraft components for release to service.

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DEFINITIONS
Checklist: The maintenance and / or repair list must be inspected by a person not on
duty, not the person causes the error, improperly, dangerous to the safety operation of
aircraft, not conduct the job properly or used parts or supplies not meet standards;
Competency in civil aviation: An individual shall have a technical qualification and
management experience acceptable to CAAV for the position served.
Composite: Structural materials made of substances, including, but not limited to, wood,
metal, ceramic, plastic, fiber-reinforced materials, graphite, boron, or epoxy, with built-in
strengthening agents that may by in the form of filaments, foils, powders, or flakes, of a
different material.
Configuration Deviation List (CDL): A list established by the organization responsible
for the type design with the approval of the State of Design which identifies any external
parts of an aircraft type which may be missing at the commencement of a flight, and which
contains, where necessary, any information on associated operating limitations and
performance correction;
Continuing airworthiness: The set of processes by which an aircraft, engine, propeller
or part complies with the applicable airworthiness requirements and remains in a condition
for safe operation throughout its operating life.
Contributing factors: Actions, omissions, events, conditions, or a combination thereof,
which, if eliminated, avoided or absent, would have reduced the probability of the accident
or incident occurring, or mitigated the severity of the consequences of the accident or
incident. The identification of contributing factors does not imply the assignment of fault
or the determination of administrative, civil or criminal liability.
Controller-pilot Data Link Communications (CPDLC): A means of communication
between controller and pilot, using data link for ATC communications;
Course: A programme of instruction to obtain an airman license, rating, qualification,
authorisation, or currency.
Credit: Recognition of alternative means or prior qualifications.
Data Link Communications: A form of communication intended for the exchange of
messages via a data link.
Duplicate inspections: Maintenance tasks upon completion shall be inspected and
certified by an appropriately authorized engineer and not directly performed the tasks.
Maintenance tasks required duplicate inspection include maintenance if not performed
properly or if improper parts or materials are used could result in endangering the safe
operations of the aircraft.
EDTO Dual Maintenance: Dual maintenance means maintenance on the ‘same’ EDTO
significant system. Dual maintenance is maintenance action performed on the element of
identical, but separate EDTO Significant Systems during a scheduled or unscheduled
maintenance visit.
EDTO-Significant System: An aeroplane system whose failure or degradation could
adversely affect the safety particular to an EDTO flight, or whose continued functioning is
specifically important to the safe flight and landing of an aeroplane during an EDTO
diversion, such as:
(i) Systems required for the continued safe flight and landing of an airplane during
an EDTO diversion.
(ii) Systems that provide essential redundancy for other EDTO significant systems.

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DEFINITIONS
(iii) Systems required for prolonged operation of an airplane at engine inoperative

altitudes.
Emergency Locator Transmitter (ELT): A generic term describing equipment which
broadcast distinctive signals on designated frequencies and, depending on application,
may be automatically activated by impact or be manually activated. An ELT may be any
of the following:
(i) Automatic fixed ELT. An automatically activated ELT which is permanently
attached to an aircraft.
(ii) Automatic portable ELT. An automatically activated ELT which is rigidly
attached to an aircraft but readily removable from the aircraft.
(iii) Automatically deployable ELT. An ELT which is rigidly attached to an aircraft
and which is automatically deployed and activated by impact, and in some cases,
also be hydrostatic sensors. Manual deployment is also provided.
(iv) Survival ELT. An ELT which is removable from an aircraft, stowed so as to
facilitate its ready use in an emergency, and manually activated by survivors.
Engine system: A system of one or more engines and related parts to produce thrust,
continuous operation independent of other air units, but does not include devices
generate thrust in a short time.
Equivalent system of maintenance: An AOC holder may conduct maintenance
activities through an arrangement with an AMO or may conduct its own maintenance,
preventive maintenance, or alterations, so long as the AOC holder's maintenance system
is approved by the Authority and is equivalent to that of an AMO, except that the
certification for maintenance release of an aircraft or aircraft component shall be made by
an appropriately licenced aviation maintenance technician or aviation repair specialists in
accordance with Part 5 as appropriate;
Error: An action or inaction by an operational person that leads to deviations from
organizational or the operational person’s intentions or expectations.
Extended Diversion Time Operations (EDTO): Any operation by an aeroplane with two
or more turbine engines where the diversion time to an en-route alternate aerodrome is
greater than the threshold time established by the State of the Operator.
Facility: A physical plant, including land, buildings, and equipment, which provide the
means for the performance of maintenance, preventive maintenance, or modifications of
any article.
Flame resistant: As used in this set of aviation regulations, means not susceptible to
combustion to the point of propagating a flame, beyond safe limits, after the ignition
source is removed.
Flight test: tests with the purpose of checking some running functions of the airplane,
system or equipment installed on the aircraft, where tests on the ground cannot not be
carried out.
Ground handling: Services necessary for an aircraft’s arrival at, and departure from, an
aerodrome, other than air traffic services.
Housing: Buildings, hangers, and other structures to accommodate the necessary
equipment and materials of a maintenance organization that:

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DEFINITIONS
- Provide working space for the performance of maintenance, preventive

maintenance, or modifications for which the maintenance organization is
certificated and rated; or
- Provide structures for the proper protection of aircraft, airframes, aircraft engines,
propellers, appliances, components, parts, and subassemblies thereof during
disassembly, cleaning, inspection, repair, modification, assembly, and testing; and
- Provide for the proper storage, segregation, and protection of materials, parts, and
supplies.
Human factors principles: Principles which apply to design, certification, training,
operations and maintenance and which seek safe interface between the human and other
system components by proper consideration to human performance.
Inspection: The examination of an aircraft or aircraft component to establish conformity
with a standard approved by CAAV.
Investigation: As relates to an aircraft accident or incident, a process conducted for the
purpose of accident prevention which includes the gathering and analysis of information,
the drawing of conclusions, including the determination of causes and, when appropriate,
the making of safety recommendations.
Long range overwater flights: a flight that takes place over water and is further than the
corresponding distance of:
- 120 minutes of flying time or 740 km (400 nautical miles) to suitable land for
emergency landing (taking the earlier value), for aircraft belonging to the following
two groups:
▪ Group 1: Aircraft that is capable of continuing to fly to an airport at a safe
altitude when one engine fails at any point on the intended flight or planned
diversion.
▪ Group 2: Aircraft with three engines or more, with two engines failing at
any point on the flight, still capable of continuing the flight to an alternate
airport;
- 60 minutes of flying time or 370 km (200 nautical miles) (taking the earlier value)
for two-engine aircraft that are not capable of belonging to Group 1 at paragraph
(i) of this point.
- 30 minutes of flying time or 185 km (100 nautical miles) (taking the earlier value)
to suitable land for emergency landing over water for other types of aircraft that
do not belong to paragraphs (i) and (ii) of this point.
Line maintenance: Line maintenance means any maintenance that is carried out before
flight to ensure that the aircraft is fit for the intended flight. It may include:
- Trouble shooting/ Fault isolation.
- Defect rectification.
- Aircraft component replacement with use of external test equipment, if required.
Aircraft component replacement may include components such as engines and
propellers.
- Scheduled maintenance and/or checks including visual inspections that will detect
obvious unsatisfactory conditions/discrepancies but do not require extensive

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DEFINITIONS
indepth inspection. It may also include internal structure, systems, and powerplant
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.
- For temporary or occasional cases (Airworthiness Directive (AD), Service Bulletin
(SB)), the Quality Manager may accept base maintenance tasks to be performed
by a line maintenance organization provided all requirements are fulfilled as
defined by the regulation.
Life-limited part: Any part for which a mandatory replacement limit is specified in the
type design, the Instructions for Continued Airworthiness, or the maintenance manual.
Manufacturer’s maintenance programme (MPD): documents instructing the
maintenance of the aircraft issued by the airplane manufacturer in compliance with the
requirements of the aviation authority issuing the Type Certificate, and approved by the
aviation authority issuing the Type Certificate;
Manufacturer’s aircraft maintenance manual (AMM): manual defining the
procedures, specific technical specifications used in the maintenance work of the aircraft,
issued by the aircraft’s manufacturer and approved or recognized by the aviation
authority of the country where the aircraft is designed and manufactured, the aviation
authority of the country where the airplane is registered.
Maintenance: The performance of tasks required to ensure the continuing airworthiness
of an aircraft, including any one or combination of overhaul, inspection, replacement,
defect rectification, and the embodiment of a modification or repair.
Maintenance Certificate: A document confirming that the maintenance work, depending
on the completed level as expected, based on the approved data and the procedures
described in the Maintenance organisation‘s Manual procedures equivalent system.
Maintenance control manual (MCM or MME): A document which describes the
operator’s procedures necessary to ensure that all scheduled and unscheduled
maintenance is performed on the operator’s aircraft on time and in a controlled and
satisfactory manner.
Maintenance Organization Procedures Manual: A document endorsed by the head of
the maintenance organization which details the maintenance organization’s structure and
management responsibilities, scope of work, description of facilities, maintenance
procedures and quality assurance or inspection systems.
Maintenance release: A document which contains a certification confirming that the
maintenance works on the aircraft or aircraft component requested by the operator’s
maintenance documents, to which it relates, has been completed by an authorized
certifying staff on overhaul, repair or inspection of the aircraft or aircraft component.
Maintenance release certifying staff (Certifying Staff): Those personnel who are
authorised by the Approved Maintenance Organization in accordance with a procedure
acceptable to the authority to certify aircraft or aircraft components for release to service;
Main engine system: Engine system when damaged can seriously affect aircraft
characteristics related to the case under consideration.
Major modification: Major modification means a modification not listed in the aircraft,
aircraft engine, or propeller specifications that might appreciably affect weight, balance,

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DEFINITIONS
structural strength, performance, powerplant, operations, flight characteristics, or other

qualities affecting airworthiness; or cannot be done by elementary operations.
Major repair: Major repair means a repair that:
- If improperly done might appreciably affect weight, balance, structural strength,
performance, powerplant, operations, flight characteristics, or other qualities
affecting airworthiness; or
- Is not done according to accepted practices or cannot be done by elementary
operations.
Master minimum equipment list (MMEL): A list established for a particular aircraft type
by the organization responsible for the type design with the approval of the State of Design
containing items, one or more of which is permitted to be unserviceable at the
commencement of a flight. The MMEL may be associated with special operating
conditions, limitations or procedures;
Measurement Device: A calibrated calibrator, standard, equipment and test equipment
that is intended to be used to test, measure, or calibrate other measurement devices. It is
not to be used to test, measure, or calibrate an aircraft component.
Minimum equipment list (MEL): A list which provides for the operation of aircraft, subject
to specified conditions, with particular equipment inoperative, prepared by an operator in
conformity with, or more restrictive than, the MMEL established for the aircraft type.
Minor modification: A modification other than a major modification.
Navigation specification: A set of aircraft and flight crew requirements needed to
support performance- based navigation operations within a defined airspace. There are
two kinds of navigation specifications:
(i) RNP specification. A navigation specification based on area navigation that
includes the requirement for performance monitoring and alerting, designated by
the prefix RNP, e.g. RNP4, RNP APCH.
(ii) RNAV specification. A navigation specification based on area navigation that
does not include the requirement for performance monitoring and alerting,
designated by the prefix RNAV, e.g. RNAV 5, RNAV 1
Technical modifications: changes to the configuration of the aircraft, equipment
installed on the airplane according recommendation of the manufacturer in writing, which
the Operator shall make the assessment and decision at his option to apply in compliance
with process approved by CAAV.
Performance-based navigation (PBN): Area navigation based on performance
requirements for aircraft operating along an ATS route, on an instrument approach
procedure or in a designated airspace. Performance requirements are expressed in
navigation specifications (RNAV specification, RNP specification) in terms of accuracy,
integrity, continuity, availability and functionality needed for the proposed operation in the
context of a particular airspace concept.
Pre-flight inspection: The inspection carried out before flight to ensure that the aircraft
is fit for the intended flight.
Operations Specifications: Formal documents issued by CAAV as a part of an approved
organization’s certificate to define the authorisations and limitations conveyed by the
certificate.

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DEFINITIONS
Overhaul: The restoration of an aircraft/aircraft component using methods, techniques,

and practices acceptable to the CAAV, including disassembly, cleaning, and inspection
as permitted, repair as necessary, and reassembly; and tested in accordance with
approved standards and technical data, or in accordance with current standards and
technical data acceptable to the CAAV, which have been developed and documented by
the State of Design, holder of the type certificate, supplemental type certificate, or a
material, part, process, or appliance approval under Parts Manufacturing Authorisation
(PMA) or Technical Standard Order (TSO).
Powerplant: An engine that is used or intended to be used for propelling aircraft. It
includes turbosuperchargers, appurtenances, and accessories necessary for its
functioning, but does not include propellers.
Primary Standard: A standard defined and maintained by a State Authority and used to
calibrate secondary standards.
Primary structural defect: Defect of the structural components of the aircraft’s structures
undergoing the stresses caused by the weight and the main aerodynamic force during the
aircraft’s operation in the air and on the ground, which may lead to serious menace to the
flight’s safety.
Quality system: Documented organizational procedures and policies, internal audit of
those policies and procedures, management review and recommendation for quality
improvement.
Record: Any writings, drawings, maps, recordings, films, pictures or other electronic
media or microfilm used to store information.
Reference Standard: A standard that is used to maintain working standards.
Repair: The restoration of an aircraft/aircraft component to a serviceable condition in
conformity with an approved standard. The restoration of an aircraft component to an
airworthy condition to ensure that the aircraft continues to comply with the design aspects
of the appropriate air-worthiness requirements used for the issuance of the Type
Certificate for the respective aircraft type, after it has been damaged or subjected to wear;
Required Inspection Item (RII): Maintenance items and/or modifications that must be
inspected by a person other than the one performing the work, and include at least those
that could result in a failure, malfunction, or defect endangering the safe operation of the
aircraft, if not properly performed or if improper parts or materials are used.
Renewal of license, rating, authorisation or certificate: The administrative action
taken within the period of validity of a license, rating, authorisation or certificate that allows
the holder to continue to exercise the privileges of a license, rating, authorisation or
certificate for a further specified period consequent upon the fulfilment of specified
requirements.
Repair: The restoration of an aircraft or aircraft component to a serviceable condition in
conformity with an approved standard. The restoration of an aircraft component to an
airworthy condition to ensure that the aircraft continues to comply with the design aspects
of the appropriate airworthiness requirements used for the issuance of the Type
Certificate for the respective aircraft type, after it has been damaged or subjected to wear.
Safety data: A defined set of facts or set of safety values collected from various aviation-
related sources, which is used to maintain or improve safety.

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DEFINITIONS
Safety management system: A systematic approach to managing safety, including the

necessary organizational structures, accountabilities, policies and procedures.
Safety information: Safety data processed, organized or analysed in a given context so
as to make it useful for safety management purposes.
Secondary Standards: A standard maintained by comparison with a primary standard.
Sea flight: a flight in which the aircraft flies over water and the distance to land is greater
than 90 km (50 nm). This applies to aircraft belonging to the following two groups:
• Group 1: Aircraft capable of continuing to fly to an airport at a flight level above the
minimum when one engine fails at any point on the planned route or as planned.
• Group 2: Aircraft equipped with three engines or more, in the event that two engines
fail at any point on the flight, they are still capable of continuing the flight to an
alternate airport.
Service Bulletin (SB): Requirements for the maintenance, inspection or modification
applied to the aircraft or aircraft’s components issued by the aircraft designer and
manufacturer in order to increase the reliability level of the airplane, or the operating
function of some components, system of the aircraft; such requirements are applied
depending on the assessment of the aircraft operator based on the evaluation of the
reliability and the operating efficiency of the aircraft, system or aircraft components
subject to the technical service bulletin.
Signature: An individual’s unique identification used as a means of authenticating a
maintenance record entry or maintenance record. A signature may be hand-written,
electronic, or any other form acceptable to CAAV.
Specialized maintenance: Any maintenance not normally performed by an AMO (e.g.,
tire retreating, plating, etc.).
Standard: An object, artifact, tool, test equipment, system, or experiment that stores,
embodies, or otherwise provides a physical quantity, which serves as the basis for
measurement of the quantity. It also includes a document describing the operations and
process that must be performed in order for a particular end to be achieved.
State of Design: The State having jurisdiction over the organization responsible for the
type design.
State of Manufacture: The State having jurisdiction over the organization responsible for
the final assembly of the aircraft.
Swap: components are swapped on same aircraft or between aircrafts for trouble
shooting or dispatch purposes.
Take-off and landing cycles: The times brought into account and related to the load
bearing of the aircraft structure in every period of take-off and landing of the airplane.
Technical log: A document carried on an aircraft that contains information to meet ICAO
requirements; a technical log contains two independent sections: a journey record section
and an aircraft maintenance record section.
Tools, Equipment and Test Equipment: Used by an AMO for the performance of
maintenance or calibration on an aircraft or aircraft component. See also working
standard.
Traceability: A characteristic of a calibration, analogous to a pedigree. A traceable
calibration is achieved when each Measurement Device and Working Standard, in a

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DEFINITIONS
hierarchy stretching back to the National Standard, was itself properly calibrated, and the
results properly documented. The documentation provides the information needed to
show that all calibrations in the chain of calibrations were properly performed.
Transfer Standard: Any standard that is used to compare a measurement process,
system, or device at one location or level with another measurement process, system or
device at another location or level.
Training programme: programme that consists of courses, course ware, facilities, flight
training equipment, and personnel necessary to accomplish a specific training objective.
It may include a core curriculum and a specialty curriculum.
Variation of the maintenance interval: variations on the maintenance interval of the
aircraft, aircraft’s components comparing to the prescriptions in the aircraft Maintenance
Planning Document issued by the manufacturer, approved by the aviation authority of the
country where the airplane is registered.
Working Standard: A calibrated standard that is used in the performance of maintenance
and/or calibrations in any work area for the purpose of forming the basis for product
acceptance or for making a finding of airworthiness (maintenance release) to an aircraft
or aircraft component. A working standard may be maintained by comparison with primary
standards, secondary standards, reference standards or transfer standards, as
appropriate. A working standard is not to be used to test, measure, or calibrate other
working standards or measurement devices.

CONTINUING AIRWORTHINESS Iss05/Rev00
MAINTENANCE MANAGEMENT MANAGEMENT PROCEDURES
CHAPTER 2
CONTINUING AIRWORTHINESS MANAGEMENT PROCEDURES

CONTINUING AIRWORTHINESS Iss05/Rev00
MAINTENANCE MANAGEMENT MANAGEMENT PROCEDURES

Page 2 - 1
CONTINUING AIRWORTHINESS
MANAGEMENT PROCEDURES Iss05/Rev08
MAINTENANCE MANAGEMENT TABLE OF CONTENT
2.1 AIRCRAFT TECHNICAL LOG UTILISATION AND MEL APPLICATION 9

2.1.1 Aircraft Tech Log Utilisation 9
2.1.2 MEL Application 17
2.1.3 Airworthiness And Non-Airworthiness Defects Deferral 21
2.1.4 Maintenance Release to Service in Aircraft Technical Log 22
2.2 AIRCRAFT MAINTENANCE PROGRAM (AMP) DEVELOPMENT AND AMENDMENT 25
2.2.1 Purpose 25
2.2.2 Scope of Application 25
2.2.3 Reference 25
2.2.4 Responsibility 25
2.2.5 Program basis 25
2.2.6 Development and amendment 27
2.2.7 Permitted Variations 28
2.2.8 Implemented and Distribution 28
RETENTION, AND ACCESS 29
2.3.1 Purpose 29
2.3.2 Scope of application 29
2.3.3 Reference 29
2.3.5 Hours and Cycle Recording 29
2.3.6 Record completion 30
2.3.7 Record Requirements 30
2.3.8 Records and Retention Period Preservation 30
2.3.9 Preservation of records 33
2.3.10 Transfer of continuing airworthiness records 34
2.4 ACCOMPLISHMENT AND CONTROL OF AIRWORTHINESS DIRECTIVE 35
2.4.1 Purpose 35
2.4.3 Reference 35
2.4.5 Airworthiness Directives Information 35
2.4.6 Airworthiness Directive Decision 36

Page 2 - 2
2.4.7 Airworthiness Directive Control 37

2.4.8 Archive 38
2.5 ANALYSIS OF THE EFFECTIVENESS OF AMP 39
2.5.1 Purpose 39
2.5.3 Reference 39
2.5.5 Procedure 39
2.6 NON-MANDATORY MODIFICATION PROCEDURE 41
2.6.1 Purpose 41
2.6.2 Scope 41
2.6.3 Reference 41
2.6.5 Non Mandatory Modification Embodiment Policy 41
2.6.6 Approval of Modification 41
2.6.7 Procedure 42
2.6.8 Archive 44
2.7 MAJOR REPAIR AND MODFICATION STANDARDS 45
2.7.1 Purpose 45
2.7.2 Scope 45
2.7.3 Reference 45
2.7.5 Classification of Repairs and Modifications 45
2.7.6 Approval of Repair and Modification 45
2.7.7 Accomplishment of Repair 46
2.7.8 Accomplishment of Major Modification 47
2.7.9 Archive 48
2.8 DEFECT REPORTS 51
2.8.1 Purpose 51
2.8.2 Scope 51
2.8.3 Reference 51
2.8.5 Analysis 51

Page 2 - 3
2.8.6 Reporting to CAAV 51

2.8.7 Data Transmission to Manufacturer, TC Holder 52
2.8.8 Mandatory Occurrence To Be Reported 52
2.9 ENGINEERING ACTIVITIES 57
2.9.1 Purpose 57
2.9.2 Scope 57
2.9.3 Reference 57
2.9.5 Procedure 57
2.10 RELIABILITY PROGRAM 61
2.10.1 Purpose 61
2.10.3 Reference 61
2.10.5 Procedures 61
2.11 PRE-FLIGHT INSPECTION 65
2.11.1 Purpose 65
2.11.3 Reference 65
2.11.5 Procedure 65
2.12 AIRCRAFT WEIGHING 69
2.12.1 Purpose 69
2.12.3 Reference 69
2.12.5 Procedure 69
2.13 CHECK FLIGHT PROCEDURE 71
2.13.1 General 71
2.13.3 Procedure 71
2.14 DOCUMENTATION AND MAINTENANCE DATA CONTROL AND DISTRIBUTION 73
2.14.1 Purpose 73

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2.14.3 Reference 73
2.14.5 Policy 73
2.14.6 Procedure 74
2.15 CONTROLLING LLP AND HARD TIME COMPONENTS 75
2.15.1 Purpose 75
2.15.3 Reference 75
2.15.5 Procedure 75
2.16 ADDING VARIANT AIRCRAFT AND AIRCRAFT TYPE TO VJC’S FLEET 77
2.16.1 Purpose 77
2.16.3 Reference 77
2.16.5 General 77
2.16.6 Procedure for the introduction of new aircraft to the fleet 77
2.17 RVSM MAINTENANCE 79
2.17.1 Purpose 79
2.17.3 Aircraft Effectivity 79
2.17.4 Reference 79
2.17.6 Procedure 79
2.18 AIRCRAFT CERTIFICATE CONTROL 85
2.18.1 Purpose 85
2.18.3 Reference 85
2.18.5 Procedure 85
2.19 CONCESSION CONTROL 87
2.19.1 Purpose 87

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2.19.3 Reference 87
2.19.5 Procedure 87
2.20 CERTIFICATE OF MAINTENANCE REVIEW 89
2.20.1 Purpose 89
2.20.3 Reference 89
2.20.5 Procedure 89
2.20.6 Archive 92
2.21 CONTRACTOR/ SUPPLIER EVALUATION AND CONTROL 93
2.21.1 Purpose 93
2.21.2 Scope 93
2.21.3 Reference 93
2.21.4 Policy 93
2.22 AIRCRAFT IN-SERVICE INFORMATION REPORT 99
2.22.1 Purpose 99
2.22.3 Reference 99
2.22.5 Procedure 99
2.23 MAINTENANCE OF PBN (RNAV and RNP) equipment 101
2.23.1 Purpose 101
2.23.4 Reference 101
2.23.6 Introduction 101
2.23.7 System Description 102
2.23.8 PBN Maintenance Program 104

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2.23.9 Equipment Management / Configuration 105

2.23.10 Equipment Inspection and Quality Monitoring 105
2.23.11 Requirements for Maintenance Training PBN 105
2.23.12 Maintenance Procedures 105
2.23.13 Downgrade of PBN 105
2.23.14 Upgrade of PBN System 106
2.23.15 RNP (RNAV) Maintenance Training Course 108
2.24 DUPLICATE INSPECTION 111
2.24.1 Purpose 111
2.24.2 Scope 111
2.24.5 Procedure 111
2.25 ALL WEATHER OPERATION MAINTENANCE CONTROL PROCEDURE 121
2.25.1 Background 121
2.25.2 Purpose 121
2.25.7 Configuration of VJC A320/A321/A330 Fleet 123
2.25.8 Maintenance program 127
2.25.10 CAT II Status Control 132
2.25.11 Minimum Equipment List 132
2.25.12 Training Program 132
2.25.13 Testing Equipment 135
2.25.14 Reliability Program and Quality Control 135
2.25.15 Records 135
2.25.16 Swapping/ Robbery of CAT II Component 135
2.26 SPECIAL FLIGHT PERMIT/ FERRY FLIGHT PERMIT 137
2.26.1 Purpose 137

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2.26.4 Policy 137
2.26.7 General 137
2.26.9 Condition of Ferry Flight Permit 138
2.26.10 Post ferry flight 138
2.27 CONTROL AND AUTHORIZE VJC MAINTENANCE INSTRUCTOR 141
2.27.1 Purpose 141
2.27.5 Policy 141
2.28 EXTENDED DIVERSION TIME OPERATION MAINTENANCE PROCEDURE (EDTO)143
2.28.1 Purpose 143
2.28.2 Scope 143
2.28.5 Definition 143
2.28.7 VJC EDTO Manual: Alignment with CAAV AC-10-005 and ISM MNT Table 4.5
144
2.28.8 Record 146

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MANAGEMENT PROCEDURES
Iss05/Rev07
MAINTENANCE MANAGEMENT AIRCRAFT TECHNICAL LOG UTILISATION
EXPOSITION AND MEL APPLICATION 14 Dec 2023
2.1 AIRCRAFT TECHNICAL LOG UTILISATION AND MEL APPLICATION

2.1.1 Aircraft Tech Log Utilisation
2.1.1.1 Purpose
To establish the policy and procedure for Electronic Aircraft Technical Log Utilization and
MEL Application in accordance with VAR requirements.
2.1.1.2 Scope of Application
This procedure applies to operations and maintenance for VJC’s aircraft.
2.1.1.3 Reference
VAR Part 10.160, 12.103, 12.107, 12.237; 12.240, 12.243, 20.097, Appendix 1 to
12.227(a)(1,11,13), VAR Part 4.055(a)(3,4)
MNT 3.2.1, 3.2.2
VJC-ENG-M-015
2.1.1.4 Responsibility
The responsibility for the implementation of this procedure rests with the Engineering
Department, SQA Department and Flight Operations Department.
Amendments to the Technical log shall be submitted to the CAAV via the SQA
Department.
a) Maintenance responsibility
1) Certifying staff is responsible for action maintenance discrepancies reported in the
Technical Log and determining the need to defer a discrepancy and for recording
the deferral in the appropriate forms.
2) All approved VAR Part 5 AMO’s shall maintain a list of staff authorized to complete
the technical log and provide instructions that ensure certification is completed
including the signature, approval number and stamp of the person performing the
certification (if stamp is not available it is permissible to write the approval
number).
3) All times listed in the Technical log must be in UTC.
b) MOC responsibility
• Deferral Management: Tracks ADDs, monitors repair deadlines, and schedules
corrective action.
• Central Point of Contact: Manages communication and coordination during
irregularities or defects, working with PIC, OMC, and AMOs (VJC AMO or
contracted AMO) to plan and execute recovery actions
c) PIC responsibility
1) Observations and remarks as a result of aircraft operation in service including the
aircraft, engine(s), components and system technical status.
2) Enter defects or incidents having effect on airworthiness.
3) Flight info data – OOOI (chock off, liftoff, landing and chock on); All times listed in
the technical log must be in UTC
4) Fuel and oil data.
5) Transit check if qualified.

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6) Optional tasks: De-icing/Anti-icing, Delay report

7) The PIC is responsible to ensure that all defects noted are correctly recorded in
the Aircraft Technical Log providing as much detail as possible to assist in defect
rectification.
NOTE: PIC can do reset of computer if FCOM/ QRH’s computer reset allow to perform
on ground reset.
2.1.1.5 Procedure
a) General
Reference: VAR Part 12.003(a)(14)
VAR Part 10.160, 12.103, 12.107, 12.237; 12.240, 12.243
1) Ensure all aircraft have an aircraft technical log (ATL) or approved equivalent that
comprises the following elements:
(i) Aircraft nationality and registration;
(ii) Date;
(iii) Place of departure;
(iv) Place of arrival;
(v) Time of departure;
(vi) Time of arrival;
(vii) Hours of flight;
(viii) Incidents, observations, as applicable;
(ix) Details of defects and rectifications/actions taken;
(x) Signature or identity of the person recording the defect;
(xi) Signature and identity of the person signing the release following
maintenance. **
** The signature and identity shall: (1) be traceable to the individual making the
entry; and (2) satisfy the requirements specified in the aircraft release to service
procedure of the 2.1.1.6 (i) ETLB Application Function.
2) The aircraft technical log is a system for recording defects and malfunctions during
the aircraft operation and for recording details of all maintenance carried out on
an aircraft between scheduled base maintenance visits. In addition, it is used for
recording flight safety and maintenance information the operating crew need to
know.
3) The aircraft technical log is electronically managed with the assistance of two
different software, which are interlinked: AMOS and ETLB. Additionally, Dent and
Buckle chart is kept on board in physical printed paper (Form: D&B).
4) AMOS usage is restricted to authorized AMO and engineering staff. ETLB
software is reach able by both certifying staff and flight crew, but in separate
modules as described below. Any entry made in ETLB is transferred immediately
to AMOS (unless there is no connectivity, for which it will be updated as soon as

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Iss05/Rev07
connectivity is restored). The ETLB is always available independently of

connectivity availability and will always contain the latest updated info.
5) The system was developed to be as easily in eligible as possible in order to
minimize data input errors by the flight crew or certifying maintenance staff. The
system has a special development that requires the flight crew or the certifying
maintenance staff to follow sequential steps and requires filling all the mandatory
data. In parallel, it also does not allow the aircraft to be released without the
necessary release to service or with overdue maintenance or open (and non-
deferred) workorders.
6) VJC’s aircraft Technical Log which consists of ETLB and one spare aircraft
technical logbook paper (form QDF100V) is required to keep in cockpit or back-
up purpose only. And there is an instruction ((VJC-ENG-M-015) for using a back-
up technical log.
7) When using a back-up technical log: certifying staff must inform MOC immediately
when data entry / next process step in the ETLB application is not possible. Back-
up procedure, Aircraft then only allowed to fly when its airworthiness status verified
and confirmed from secondary sources such as AMOS and technical records to
assure ADDs are not due, all maintenance procedure/operational procedure
performed before flight were comprehensive as appropriate. All relevant
information of next intended flight must be recorded in back-up technical log and
must be updated to ETLB by MOC as procedure
b) Physical Hardware/Documents
The Electronic Aircraft Technical Log System shall contain as a minimum the following
items:
1) Aircraft Devices include:
Master Device: Required on aircraft during operation.
Pilot/Engineering Devices: Optional.
NOTE 1: In the ETLB, the aircraft maintenance status, including MEL/CDL
information, CRS information, open deferred defects, scheduled and
unscheduled maintenance can be visualized in real time based on AMOS
data.
NOTE 2: The pilot devices are taken to and out of the cockpit by the pilots during
their duty. The master device is stored onboard in the center pedestal.
NOTE 3: The Master device or engineer devices are taken to and out of the cockpit
by the engineers during their duty. Finally, engineers ensure the Master
device charged correctly and stored onboard in the center pedestal.
2) Dent & Buckle Chart
3) Aircraft Technical Log Folder, including Spare of Aircraft Technical Log paper
(form QDF100V).
NOTE 4: Refer to LMM 2.1 for details of DOCUMENTS CARRIED ON BOARD
VIETJET AIRCRAFT
2.1.1.6 ETLB Application Function
ETLB is split into two main modules: Cockpit Mode and Maintenance Mode. Additionally,
it contains historical aircraft data. The pilot devices ETLB accounts are restricted to the
Cockpit Mode, whereas the Master device ETLB accounts (from the maintenance

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Iss05/Rev07
providers) are restricted to Maintenance Mode. In case of failure of one of the pilot
devices, flight crew can use the Master device in Cockpit Mode and vice versa.
a) Cockpit Mode
ETLB Cockpit Mode is used solely by the flight crew. In this mode, flight crew can
perform the following tasks:
Review the aircraft status, including:
1) Next due Maintenance Events;
2) Aircraft Downgrades/Limitations;
3) MEL/CDL Open Items;
4) Aircraft Deferred Defect (ADD);
5) Technical Services Notices to Crew;
6) Last Release to Service (CRS);
7) Last maintenance performed;
8) Other information (Closed Items, Cabin Items).
Regarding next due maintenance items, the system clearly identifies through a color-
coding what is expired or about to expire:
1) Red color – expired.
2) Yellow color - due in the next 24 hours, 16 flight hours or 8 flight cycles.
3) Green color - due in less than 3 Days + end of Day (72h), 48FH, 24FC.
The pilot shall follow the checklist in order to fill the mandatory data in order to
ultimately accept the aircraft. Such data includes:
1) Flight data, including: date of flight, flight number, departure and arrival
destination;
2) Fuel uplift data, including: date/time, fuel from previous leg, fuel type, density,
actual uplift (in liters), and the departure fuel;
3) Confirm pre-flight check performed;
4) Confirm security check performed or N/A;
5) Optionally, De-icing/anti-icing information (including jobs performed, fluid type,
mixture, steps, quantity, start time and holdover time information (min and max);
6) After all such data is filled in the ETLB, the pilot can accept the aircraft by
electronically signing the commander’s acceptance statement.
After the acceptance is performed, the post flight mode comes. Here, the flight crew
can fill the remaining mandatory or optional data, namely:
1) Flight data, including: takeoff date, number of landings, time off-block, takeoff
time, landing time and on-block time. Flight time and block time are automatically
filled;
2) Autoland (successful, failed, no);
3) Arrival fuel data.
b) Complaint
The flight crew has two timeslots to create a complaint. The first opportunity is prior
aircraft acceptance and the second one is the post-flight mode (after landing). In this
module, the commander can select between a pilot or a cabin complaint with the
possibility to describe the defect. This data will be automatically transferred to AMOS.

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Iss05/Rev07
The certifying maintenance staff or maintenance provider has the opportunity to defer
the item in accordance with MEL, CDL or DD. In order to mitigate errors, she/he can
select from a dropdown list the available MEL items which will prefill the MEL
reference, to-go information (in days, FH or FC) and due information (in days, FH or
FC). Additionally, she/he must add the Aircraft limitations, reason for deferral, action
performed, deferral station and deferral date.
c) Maintenance Mode
The certifying maintenance staff has access to the maintenance mode. Similarly, to
the Cockpit Mode, it can review the aircraft status, which includes:
1) Next due Maintenance Events;
2) Aircraft Downgrades/Limitations;
3) MEL/CDL Open Items;
4) Aircraft Deferred Defect (ADD);
5) Technical Services Notices to Crew o Last Release to Service (CRS)
6) Latest closed workorders;
7) Last maintenance performed;
8) Other information (Closed Items, Cabin Items)
When there is, an action required the system clearly identifies through a color-coding
what is expired or about to expire:
1) Red color - expired;
2) Yellow color - due in the next 48 hours, 32 flight hours or 16 flight cycles;
3) Green color - due in less than 72h + end of day, 48FH, 24FC.
The certifying maintenance staff can, through ETLB, create a workorder, edit a
workorder, add a work step, add an action, defer or close a workorder. The
maintenance staff cannot fully close scheduled maintenance events on ETLB (this
shall be done in AMOS and under guidance of PPC or Maintenance Planning).
1) When opening a new workorder, the certifying maintenance staff shall fill solely
the ATA chapter, station and description and if applicable to select from the
dropdown list the faults or MEL items the applicable one.
2) When editing a workorder, the provider can only change the ATA chapter.
3) When adding an action, the provider must fill, at least, an action text, the working
time start and duration times and skill (CAT-A, B1, etc.). Additionally, and as
applicable independent inspection text, oil-uplift data, hydraulic uplift data and
component change information.
4) When deferring a workorder, the certifying maintenance staff shall fill the defect
dispatch category (MEL/CDL/DD) and select directly from a MEL list that will
prefill the data to avoid typing mistakes. Alternatively, all the data can be
manually filled, which is, as a minimum: MEL type, reference, to go information,
due information, MEL limitations, reason for deferral, approval number, station
and date. When doing so, a CRS is requested.
5) When closing a workorder on ETLB, the maintenance staff must fill the closing
station, date and approval number. However, a workorder can only be closed if
at least an action has been performed on each work step. Similarly, a CRS will
also be requested.

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Iss05/Rev07
d) Flight Check In
Before the flight crew is able to accept and start fly aircraft mode, the flight crew must
synchronize the Master device with the pilot device. In order to do so, flight crew shall
open both devices and request sync using Apple Airdrop function.
The system will confirm when the sync was successful and activate the personal
device for the intended flight and with the correct aircraft registration. If the Airdrop
function is unavailable, the flight crew must obtain a unique identifier from the Master
device. This unique identifier will similarly allow the flight crew to guarantee that they
are choosing the correct aircraft registration.
e) Connectivity Issues/Backup
The system indicates when it´s synced by highlighting “Sync OK”, highlighted in the
top right corner of the ETLB at all times. When the ETLB last sync becomes above 20
minutes, the system states “offline” and the color changes to yellow. When the system
recognizes that there are items to be synchronized, the system will state “offline” and
the color will change to red. This represents a situation in which data was added to
the ETLB and was not synced with AMOS.
With a green device and online, the flight crew can proceed with the flight.
If a device is yellow and offline, the flight crew shall during cockpit preparation contact
MOC in order to determine if the MOC mode is revealing any data is missing. If no
data is missing, flight crew can proceed with the flight. Please check MOC Mode below
for further details.
If a device is red and offline, the flight crew shall contact MOC.
f) Leave Data on Ground Process
In case there is no connectivity (a situation in which the device is offline and red), the
aircraft relevant technical data must be left on ground. In order to do so, immediately
after commander’s acceptance step, the system will request the data to be left on
ground through a USB Stick.
The airlines service check will guarantee enough spares USB sticks. In case there is
no job performed by certifying maintenance staff or maintenance providers, the USB
stick will be delivered to the ground handlers. In case there is maintenance actions
performed by the certifying staff or maintenance providers, an additional copy of the
USB stick shall be delivered to the providers.
g) Procedure for ad hoc Maintenance Provider Required Access to ETLB
In case it is required that an ad hoc maintenance provider accesses the ETLB, a one-
time password can be generated via MOC Mode. In such case, the maintenance
provider has to contact MOC, which will provide a temporary username and password,
valid for 24 hours. After the job is done, MOC will email the electronic copy to the
maintenance provider.
h) Software Update
In case the ETLB software needs to be updated, it will be done automatically when
connectivity is available. In case the device needs update (including iOS), it will be
done by the flight crew for the pilot device or by the maintenance staff for the Master
device. ETLB IT Admin tracks and advises MOC about the required updates and
raises the Work request for certifying staff or maintenance providers. IT can review

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Iss05/Rev07
the current software of the devices at any given moment and block if necessary under
the MOC guidance.
i) Electronic Signature
In order to fulfil the requirements to certify all items in a paperless mode, an approved
electronic signature process is a critical requirement.
The ETLB requires electronic signatures for:
- Aircraft Acceptance and CRS by the flight crew;
- WO deferral or closure by the maintenance staff.
The electronic signature in ETLB contains all the attributes necessary to ensure
validity of the signature as per ICAO guidance:
1) Uniqueness, given by the requirement of login & password authentication &
drawn signature;
2) Significance, given by the dialog actions and drawn signature;
3) Scope, given by the app dialog and drawn signature;
4) Security, given by the personal login & maintenance of user database;
5) Non-Repudiation, given by the personal login & signature, digitally signed PDF
content (unalterable);
6) Traceability, given by the action log of the user.
As soon as the ETLB Application is used to create a Release to Service for a deferred
or closed workorder a Release to Service PDF-Document is created inside the
application.
The PDF-Document will reflect the previously documented steps and contain the
drawn digital signature.
While synchronizing the data to AMOS System the created PDF-Document is of
course available at the corresponding workorder under Reference/Links.
Once the Data is transmitted to AMOS, the existing and set process will apply.
j) User Management
Every access and privileges to use ETLB and its applications require training of the
staff and approval (via form) to its use.
The privileges are set/controlled by roles defined by the airlines ETLB IT Admin with
each role allowing only specific privileges depending on the users’ needs and rights.
Every action done in ETLB is logged and can be traced to the user in question.
k) Paper-Based Backup Procedure
Ultimately, if there is a severe failure of the ETLB system, a paper-based procedure
(back-up technical log procedure) is to be followed. In order to do so, such process
shall have with Spare Aircraft Technical Log paper (form QDF100V)
The paper-based documents are including:
1) Aircraft Technical Log (ATL);
2) Current/latest CRS.
3) Aircraft D&B chart (ADBC)
The usage of this process shall be minimized to the lowest possible timeframe and
restore the standard ETLB process described above as soon as possible.

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Iss05/Rev07
Restoration for Aircraft Technical Log (ATL):

Whenever this last fallback backup is activated, MOC must be informed and take
immediate actions to enter the data in the system.
The flight crew shall enter on the paper-based AFL the following:
1) Aircraft type and international aircraft registration mark;
2) Flight number;
3) Commander’s name and company ID number;
4) First officer’s name and company ID number;
5) Date and place of take-off and landing, security check, aircraft acceptance by
signature of crew;
6) Performance statement by signature of crew de/anti-icing recording, statistical
recordings like AutoLand;
7) Quantity of fuel uplifted, additional uplifted, total amount before departure and
total amount after arrival;
8) De-/Anti-Icing report, one or two steps procedure, fluid type, mixture, start time
and holdover time.
Further information recorded is references to number of MEL/CDL entries prior to
each flight and complains in Tech Log or NIL findings.
Times at which the aircraft took off and landed, running total of flight hours and cycles
are entered into the AMOS system.
MOC shall enter on the paper-based Aircraft Technical Log any kind of defects found
during operation or inspection of the aircraft. Flight crew and maintenance staff has
further the possibility to defer in accordance with MEL/CDL or DD process.
Data from completed paper-based Aircraft Technical Log will be entered to AMOS by
the Certifying staff. The scanned format of paper is to be sent by the maintenance
providers to MOC and PCC.
The aircraft flight logbook has 04 copies as below, when restoring back to ETLB, the
aircraft total FH and FC will be updated to ETLB via AMOS.
• WHITE - Book Copy;
• BLUE - Technical Records Copy;
• PINK - Data Entry Copy (for the maintenance stations which have the data
entry staffs);
• YELLOW - Station Copy.
l) Archiving
Tech Record system and AMOS system will be used to archive all the airworthiness
records, including every opened workorder, flight data information, including fuel, oil,
de-icing, security check, and commander’s acceptance, CRS of any WO closure or
deferral. In addition, any kind of paper-based data shall be sent by the maintenance
providers for physical archiving directly to Tech Record system. See MME 2.3 for
more details.
m) Completion of Technical Log
Instruction for use: Refer to LMM 2.3 for detail rule.

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Iss05/Rev07
There is no editing or correction function in the Logbook. Therefore, either the

complaint must be closed, or another action must be added that indicates a correction.
n) Aircraft Technical Log Approval
Amendment responsibility for the Technical Log Form is the Director of SQA. All
proposed amendments should be sent to SQA Department to review and submit to
CAAV for approval process.
2.1.2 MEL Application
2.1.2.1 General
a) The Master Minimum Equipment List (MMEL) is published by the aircraft
manufacturer. It is a certified document that enables an aircraft to be dispatched, with
some equipment, or functions inoperative. Some limitations, operational procedures
and/or maintenance procedures may have to be performed. The Minimum Equipment
List (MEL) is published by VJC for each aircraft type, and approved by CAAV. It must
be at least as restrictive as MMEL.
b) The VJC’s Minimum Equipment List (MEL) shall be specific to the aircraft type and
variant which contains the circumstances, limitations and procedures for release or
continuance of flight of the aircraft with inoperative components, equipment or
instruments. The MEL is controlled by the Flight Operations Engineering Department
and decision of accepting a MEL tolerance is the responsibility of the operating crew.
c) Contracted certifying staff must be familiar with the preamble of the MEL. When using
the MEL, compliance with the stated intent of the preamble, definitions and conditions
and limitations specified is required. Approved MEL shall be provided to involved
maintenance personnel for utilization and application.
d) The Configuration Deviation List (CDL) is specific to the aircraft type and published
by the aircraft manufacturer. This document is integrated in Airplane Flight Manual
(AFM). Operation of the aircraft without certain secondary airframe and engine parts
is possible as indicated in CDL. The CDL shall be provided to involved maintenance
personnel for utilization and application.
2.1.2.2 MEL Categories
Inoperative items or components, deferred in accordance with the MEL, must be rectified
at or prior to the rectification intervals established by the letter designator “Category” in
the Rectification Interval column of the MEL. Time is in UTC.
a) Category A
Items in this category shall be repaired within the 'repair time interval' specified in the
'remarks and/or exceptions' column.
b) Category B
Items in this category shall be repaired within three (3) consecutive calendar days,
excluding the day the malfunction was recorded in the Aircraft Technical Log. For
example, if it is recorded at 10 a.m. on January 26th, the three-day interval would
begin at midnight the 26th and end at midnight the 29th.
c) Category C
Items in this category shall be repaired within ten (10) consecutive calendar days,
excluding the day the malfunction was recorded in the Aircraft Technical Log. For

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Iss05/Rev07
example, if it is recorded at 10 a.m. on January 26th, the 10-day interval would begin
at midnight the 26th and end at midnight February 5th.
d) Category D
Items in this category shall be repaired within one hundred and twenty (120)
consecutive calendar days, excluding the day the malfunction was recorded in the
Aircraft Technical Log.
2.1.2.3 Application
a) Application policy
Defect can either be rectified or deferred in accordance with MEL, Aircraft
Maintenance Manual (AMM), Structure Repair Manual (SRM), Configuration
Deviation List (CDL) or other approved data by Certifying staff. Deferred defect must
be recorded into Aircraft Technical Log and ADD Log
ADD requires maintenance action (M) to be accomplished before flight, ADD number
shall be recorded by Certifying Staff in Defects block of Technical Log. Upon
accomplishment of required maintenance action, the reference number called out by
approved maintenance data shall be put in respective Action Taken block.
ADD requires operational procedure (O) to be accomplished before flight The Pilot is
responsible to carry out during cockpit preparation.
Refer LMM 2.7 for details of deferral defect and defect control.
b) Utilization by Flight Crew
When an item of equipment is discovered to be inoperative, it is reported by making
an entry in the ETLB, by certifying maintenance staff or maintenance providers.
In MEL Symbol identifies a requirement for a specific operational procedure, which
must be accomplished when operating with the listed item inoperative.
Purpose of the operational procedure might be:
1) To require the flight crew to perform action(s);
2) To provide limitations or performance penalties;
3) To provide useful information to the crew.
The operational procedure must be applied, before each flight, unless a periodicity is
clearly specified in the REMARKS OR EXCEPTIONS column of the MEL. In all cases,
the operational procedure must be known by the flight crew before each flight.
The application of the MEL operational procedure shall be recorded by the flight crew
on the ETLB.
The aircraft in MEL condition should be considered according to the flight phase.
c) Utilization by Maintenance
When an item of equipment has been recorded as inoperative in the ETLB, unless the
item can be rectified, it may be entered into the MEL list if the acceptance criteria is
met.
MEL Symbol indicates a requirement for a specific maintenance procedure, which
must be accomplished when operating with the listed item inoperative. If no periodicity
is defined in the REMARKS OR EXCEPTIONS column of the MEL, maintenance
action is a onetime action to be accomplished before the first flight under relevant MEL

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Iss05/Rev07
item (e.g. a de-activation procedure). Otherwise, this is a repetitive action. In this case,
periodicity of the maintenance procedure is defined in the REMARKS OR
EXCEPTIONS column of the relevant MEL item.
Performance of maintenance procedure as applicable shall be recorded by certifying
maintenance staff or maintenance provider in ETLB action module of initial deferral,
and a separate ETLB WO shall be raised if performance of maintenance action is
required periodically (e.g. before each flight).
d) MEL Defect Rectification
Rectification of any defect and/or damage affecting safe operation, taking into account
the Minimum Equipment List (MEL) and Configuration Deviation List (CDL) must be
performed by the certifying maintenance staff or contracted maintenance provider,
using approved Maintenance Data (e.g. internal procedures and standards, etc.)
Refer LMM 2.7 for details of deferral defect and defect control.
e) The Format of the MEL Operational and Maintenance Procedures
The Operational and Maintenance procedures to MEL describe mandatory
operational and maintenance action (e.g. deactivation, fixing in certain position,
inspections etc.) in order to provide application of defect deferral according to MEL
item requirements. Maintenance Procedures usually supported with figures of
location, where the maintenance action shall be applied.
Each inoperative item where required by MEL must be placarded to inform and remind
the crewmembers and maintenance personnel of the equipment condition. To the
extend, practical placards should be placed adjacent to the control or indicator for the
item affected. Absence of placard request in MEL does not prevent maintenance or
flight crew from placarding. Placarding shall be recorded on WO.
a) Transfer of MEL defect row of the ETLB should be accompanied with the MEL
reference, if used by the certifying maintenance staff or contracted maintenance
provider. The MEL is cross-referenced with AMOS and will retrieve the exact MEL
limitation (A, B, C or D) and any operational limitation. This information can also be
overwritten by the certifying maintenance staff.
2.1.2.4 Acceptance by PIC
a) Where the MEL item has been entered by maintenance personnel, the decision to
accept the Aircraft Deferred Defect (ADD) allowed by the MEL/CDL remains the
responsibility of the PIC. This acceptance of any open deferred items is indicated by
his/her signature on the flight log space “Aircraft Acceptance by Crew” and by
recording, the number of MEL/CDL numbers prior each sector.
a) Inhouse, PIC may require a repair although dispatch is permitted by MEL. Such
decision is allowed in coherence with the actual expected flight condition. A defect
may be acceptable on a given flight or at a given time and not be acceptable on
another flight (different runway length, different weather condition, day or night
operations, etc.).
b) The decision of the PIC of the flight to have inoperative items corrected before the
flight will take precedence over the provisions contained in the MEL. The PIC may
request requirements above the minimum listed, whenever in his judgment such
added equipment is essential to the safety of a particular flight under the special
condition prevailing at the time. The MEL cannot take into account all multiple un-
serviceability. Therefore, before dispatching an aircraft with multiple MEL items

Page 2 - 20
Iss05/Rev07
inoperative, it must be assured that any interface or inter-relationship between

inoperative items will not result in a degradation in the level of safety and/or an undue
increase in crew workload. It is particularly in this area of multiple discrepancies and
especially discrepancies in related systems, that good judgment, based on the
circumstances of the case, including climatic and en-route conditions, must be used.
2.1.2.5 MEL Notification Process
Maintenance organization must contact MOC verbally and in written form to inform of a
defect that must be transferred in accordance with MEL. MOC will acknowledge the
transfer provided the defect is re-examined to identify:
a) Airworthiness implications;
b) Operational restrictions;
c) Maintenance procedures;
d) Limitations associated with the MEL.
2.1.2.6 MEL - Management
a) When a MEL is raised, it must be treated with the highest priority by MOC, part
request must be verified and the task must be planned together with the maintenance
planning team before the Maximum Time Limit of the MEL is reached.
b) The MOC maintains an up-to-date of all ADD status and deadlines of entire fleet.
MOC also control the orders for the corrective actions to ensure rectification is
performed with in specified time limits.
c) If items are deferred during scheduled maintenance, the deferment date shall be the
date the aircraft is released from that specific maintenance check.
d) The time limit for the defect rectification or “rectification interval” is specified in the
MEL in Flight Hours / Cycles / Calendar Time (A, B, C, or D) so that the defect
rectification may be performed by maintenance organization before the specified
MEL/CDL limit is reached.
e) MOC shall coordinate with the maintenance providers, Supply on a daily basis for
rectification of the MEL / CDL open items.
2.1.2.7 MEL – Monitoring Responsibility
a) The Head of MOC and his department are responsible to monitor MEL/CDL via the
AMOS Workorder Information System forming a part of the maintenance planning
data processing in order that defect rectification or repair of inoperative systems or
components, deferred in accordance with the MEL are repaired/replaced at or prior
to the time limit.
b) MEL/CDL open items shall be reported on the MOC shift reports on a daily basis to
the management of relevant departments.
c) The defect must be rectified by a suitably authorized AMO PART 5, etc. approved
and accepted maintenance organization.
2.1.2.8 MEL Repair Interval Extension
An aircraft with a MEL time interval exceeding is not dispatchable. The aircraft can only
be dispatched:

Page 2 - 21
Iss05/Rev07
a) Under CAAV authorization, SQA Director and TQA Manager may grant 50%
extension for MEL B (3 days) and MEL C (10 days), MEL item related to ATA 11
Placard and Marking, Non-airworthiness ADD, and CDL item whose due date was not
specified. Except above authorization, the concession for continuous deferral must be
approved by CAAV.
b) When completing the concession, the below issues need to be paid attention:
1) On the aircraft, at the time for raising concession, there are not more than 4
defects which are deferred under MEL (except equipment which belonged to
ATA 25 and ATA 11).
2) At the same time, there are not more than 2 concessions granted (except for
concessions related to ATA 11 and concessions related to Non-Airworthiness
ADD).
3) The requirements mentioned in MEL for deferred defects must not be
contradicted and must be carried out properly
c) Refer MME 3.9 for concession request procedure.
2.1.3 Airworthiness And Non-Airworthiness Defects Deferral
2.1.3.1 Airworthiness Defect Deferral:
Any defect and/or damage affecting safe operation of an aircraft to an approved standard,
taking into account the MEL and CDL or the appropriate maintenance data. Airworthiness
defects can only be deferred in accordance with approved data (CDL, AMM, SRM, etc.).
These defects shall be deferred in compliance with the repair interval requirements
specified in approved data or as follows:
a) In case the repair interval requirements are specified as “next maintenance
opportunity”, “next opportunity” in the approved data, the repair interval shall be 180
calendar days or next “C” check whichever comes first.
b) Missing part that deferred in accordance with CDL shall have repair interval as per
CDL requirement. If there is no specific repair interval the defect shall be repaired
within 180 calendar days or next “C” check whichever comes first.
c) If defect is within allowable limit specified in approved data and there is no further
required action as per approved data but repetitive inspections must be performed to
monitor the propagation of the defect during operation. The list of deferred defects
with repetitive inspection requirements must be evaluated and updated at the
Reliability meeting (refer MME 2.10.5 for Reliability Meeting procedure) after MOC
makes a list of deferred defects that allow to remain un-rectified until repair (No repair
interval is required for this kind of defect). If a defect is not listed in the list of deferred
defects with repetitive inspection requirements, it must be inspected every 8 days to
ensure that it is still within limits.
d) For structure damage: defect can either be rectified or deferred in accordance with
Structure Repair Manual (SRM) by Certifying staff. Structure damage must be
recorded by Structure Damage Report (SDR) and mapping into Dent & Buckle Chart.
2.1.3.2 Repetitive defect
a) A repetitive defect is defined as:
1) The same intermittent fault (which is cleared by reset and test system operation)
arising at least 03 times per 10 consecutive flights; or

Page 2 - 22
Iss05/Rev07
2) An ADD which had been cleared but re-occur with the same nature (for example:
same MEL reference) during 10 previous consecutive flights regardless any
trouble shooting action had been done.
b) Policies:
1) For the intermittent fault:
i) All reset and test of system must be recorded in the aircraft technical log;
ii) The intermittent fault must be monitored by MOC;
iii) The intermittent fault must be considered a repetitive defect as “actual” failure
at the third occurrence. In this case, the MEL may be applied to dispatch the
aircraft and the MEL repair interval shall start.
iv) If the intermittent failure disturbs the flight crew, perform troubleshooting as
soon as possible.
2) If ADD is confirmed as repetitive, the MEL may be applied to dispatch the aircraft
and the new expiry date of ADD shall be calculated from the time it was first time
recorded in the Aircraft Technical Log. The repetitive defects existed as ADD
(Acceptable deferred defect) must be described in detail in list of ADD log to clarify
it is repetitive defect.
3) Repetitive defects must be reported and recorded in the aircraft technical log.
4) Repetitive defects must be tracked in a database of all aircraft in the fleet.
c) Repetitive defect rectification:
1) Repetitive defect rectification must comply with approved repetitive defect
rectifying procedure;
2) MOC assured that system database of repetitive defects need to be set.
Documents related to repetitive defect history and the implemented corrective
actions must be stored in the database for reviewing, making assessment and
corrective actions thoroughly;
3) In case of repetitive defects are complicated and prolonged. Repetitive defect
information and the implemented corrective actions should be sent to
manufacturer for support.
4) Implement monitoring, controlling, assessing and making statistics of repetitive
defects raised during operation to make recommendations for improving reliability
of maintenance activities.
5) Refer LMM 2.7 for details of deferral defect and defect control
2.1.3.3 Non-Airworthiness Defect Deferral

Non-Airworthiness defect are discrepancies that do not affect the continued safe
operation of an aircraft and shall be rectified within 180 calendar days. Such items are
generally not specifically listed in the MEL/CDL/AMM/SRM, etc.
2.1.4 Maintenance Release to Service in Aircraft Technical Log
Reference: VAR Part 12.243, VAR 4.053(a)(4), Appendix 1 to 12.227 (a)(1)(ii), Appendix
1 to 12.227(a)(13)
Refer to LMM 2.2 for details.

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Iss05/Rev07
Refer to MNT 3.2.1.

2.1.4.1 General
VJC aircrafts are only maintained and released to service by an CAAV part 5 approved
maintenance organization.
Any work including maintenance checks (Pre-flight, Transit, Daily, Stayover, ETOPS,
Weekly check, 10 days check…) and ADD rectification that has been done shall be
released in ETLB prior to flight.
2.1.4.2 Pre-flight/Transit/ Daily check
The certifying staff shall release the Pre-flight/ Transit, Daily check in the appropriate
check box on the ETLB. The name and authorization number of the certifying staff of
AMO Part 5 must be recorded.
The final maintenance release shall contain the following statement: "Certifies that the
work specified except as otherwise specified was carried out in accordance with current
regulations and in respect to that work the aircraft/aircraft component is considered
ready for return to service.".
The transit check might perform by PIC. Refer MME 2.11 for preflight inspection
procedure.
2.1.4.3 Weekly Check
The certifying staff shall release the Weekly check in the Weekly check sheet. Final
release to service shall be certified in the Technical Log.
2.1.4.4 10-day Check
The certifying staff shall release the 10-day check in the 10 days check sheet. Final
release to service shall be certified in the Aircraft Technical Log.
2.1.4.5 Scheduled Maintenance Check
a) A Certificate of Release to Service (CRS) is required before flight at the completion of
any maintenance work package specified and issued by the VJC Maintenance
Planning. In accordance with approved Aircraft Maintenance Schedule. AMOS is
using for tracking, monitoring and closing of scheduled maintenance check by
maintenance planning & PPC, and check released by certifying maintenance staff of
an authorized AMO Part 5 on the AMOS scheduled WO.
1) Phase check, C check associated with repairs, modifications, component
replacements, defect rectification if any,
2) Work package for engine, landing gear replacements associated with repairs,
modification if any. Any maintenance check or inspection from the VJC’s AMP,
Airworthiness Directives.
b) Each work performed shall be recorded and certified in related Task card, Non-routine
card, Engineering Order, Work Order etc.
c) Work performed shall be released in aircraft technical log and maintenance
organization’s Certificate Release to Service form and in AMOS check WO.
Authorized person can give CRS only in accordance of his/her authorization limitation.
CRS shall include:
1) Basic details of the maintenance performed;

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Iss05/Rev07
2) A reference of the approved AMP which itself may cross-reference to a

manufacturer's instruction in a maintenance manual;
3) Maintenance tasks that were not accomplished;
4) The date maintenance was completed, flight hours and flight cycles of the aircraft
5) The identity of the approved maintenance organization (e.g. CAAV part 5 approval
number);
6) The identity of the person(s) that sign the release (e.g. signature, stamp,
authorization number).
d) The maintenance release shall contain the following statement: "Certifies that the
work specified except as otherwise specified was carried out in accordance with
current regulations and in respect to that work the aircraft/aircraft component is
considered ready for return to service."
e) Any deferred maintenance task (e.g. exemption, variation) and new defects identified
during maintenance shall be proceeded in accordance with respective procedures of
this MME. This fact is entered in the aircraft CRS before issue of such certificate and
shall be a part of maintenance records.
2.1.4.6 Defect Rectification
a) Maintenance release is required before flight at the completion of any defect
rectification.
b) All defect rectification during line maintenance shall be recorded in ETLB with a
description of work perform, reference to the approved data (e.g. AMM, TSM, SRM)
used including its revision status and date . The reference shall be detailed enough to
identify what part of the applicable manual was used.
NOTE: For structure repair, when damage is repaired as per the SRM, a copy of the
applicable pages from the current SRM shall be attached to the original SRO,
SDR etc., for future reference to the repair data and revision dates of the SRM
pages used

CONTINUING AIRWORTHINESS Page 2 - 25
Iss05/Rev07
AIRCRAFT MAINTENANCE PROGRAM
MAINTENANCE MANAGEMENT (AMP) DEVELOPMENT AND AMENDMENT
2.2 AIRCRAFT MAINTENANCE PROGRAM (AMP) DEVELOPMENT AND AMENDMENT

2.2.1 Purpose
a) To provide maintenance planning instructions necessary for the safe operation of the
aircraft.
b) The Aircraft Maintenance Program (AMP) is developed to ensure safe and reliable
operation of the aircraft and the emergency equipment while considering all the
operational factors such as climatic conditions, duration of flights or any other known
factors. Accomplishment of the AMP shall at all the time be carried out by
appropriately approved maintenance organization.
c) To ensure the development and amendment of AMP to satisfy requirements of the
CAAV, State of Design, aircraft/ component manufacturer and company operating
experience.
2.2.2 Scope of Application
This procedure describes the policy, compilation, basic content, authorisation and issue
of Approval Aircraft Maintenance Schedule.
2.2.3 Reference
VAR Part 4.063, VAR 4.065, VAR 12.247, VAR 12. 253; Appendix 1 to 12.227(a)(14,18),
VAR Part 20.085
MNT 1.3.1, 1.3.2, 1.3.3
2.2.4 Responsibility
Technical Services, Reliability, Planning Sections and MOC are responsible for following
this procedure.
SQA Department is responsible for checking and reviewing to make sure that the content
in AMP in compliance with CAAV requirements.
2.2.5 Program basis
a) The AMP shall contain a preface which will define the maintenance programme
content, the inspection standards to be applied, permitted variations to task
frequencies and, where applicable, any procedure to manage the evolution of
established check or inspection intervals.
b) The AMP shall contain information necessary for determining what maintenance is
required, when it has to be performed and to what standard, permitted variations to
task frequencies and repetitive tasks deriving from modification and repairs.
c) Major documentation used as basis for the maintenance program are (but not limited
to):
1) Maintenance Review Board Report (MRBR)
2) Maintenance Planning Document (MPD)
3) ALS Part 1: Safe Life Airworthiness Limitation Items
4) ALS Part 2: Damage Tolerant Airworthiness Limitation Items (DT-ALI)
5) ALS Part 3: Certification Maintenance Requirements (CMR)
6) ALS Part 4: Ageing Systems Maintenance (ASM)

Iss05/Rev07
7) ALS Part 5: Fuel Airworthiness Limitations (FAL)

8) Repetitive Airworthiness Directives & Service Bulletins
9) Structural Repairs and Dents with Repetitive Inspections (SSID)
10) Engineered tasks from Reliability Analysis and in-service experiences
11) CAAV requirements
12) Various CMM.
d) The AMP shall contain the following basic information as applicable (but not limited
to):
1) Name and address of operator
2) Type/ model of aircraft and engine, APU
3) List of aircrafts, Manufacturer Serial Number, Registration Number
4) Reference number of AMP, issue number and date of issue
5) Table of content, list of effective pages, record of amendments
6) A statement signed by the Engineering Department and QA Department to the
effect the specified aircraft is maintained in accordance with the program and that
the program is reviewed and updated as required
7) Check periods that reflect the anticipated utilization of the aircraft and where
utilization cannot be anticipated, calendar time limits are included
8) Procedures for the escalation of established check periods, where applicable, and
acceptable to the CAAV
9) Provision to record the date and reference of approved amendments incorporated
in the maintenance programme
10) Details of pre-flight maintenance tasks accomplished by maintenance personnel
11) The tasks and the periods (intervals/frequencies) at which each part of the aircraft,
engines, APUs, propellers, components, accessories, equipment, instruments,
electrical and radio apparatus and associated systems and installations are to be
inspected, together with the type and degree of inspection
12) The periods when items are checked, cleaned, lubricated, replenished, adjusted
and tested
13) Details of specific structural inspections or sampling programs
14) Details of the corrosion control program, when applicable
15) The periods and procedures for the collection of engine health monitoring data
16) The periods when overhauls and/or replacements by new or overhauled parts are
to be made
17) A cross-reference to other documents approved by the CAAV that contain the
details of maintenance tasks related to mandatory life-limitations, Certification
Maintenance Requirements (CMRs) and Airworthiness Directives (ADs)
18) Details of, or cross-reference to, any required Reliability Program or statistical
methods of continuous surveillance.

Iss05/Rev07
19) A statement that practices and procedures to satisfy the program are to the
standards specified in the Type Certificate Holder's Maintenance Instructions.
20) Each maintenance task quoted is defined in the definitions section of the program
21) Maintenance contents about EDTO, CAT II/III, RVSM, etc… (when applicable)
22) List of critical tasks, Required Inspection Items.
2.2.6 Development and amendment
a) The AMP is based on Airbus A320/A321/A330 Maintenance Planning Document
(MPD), MRB Report and other mandatory requirement e.g. ALS parts. Any revisions
of the aforementioned documents which will constitute a revision in the AMP within 90
days. The AMP details should be reviewed at least annually.
NOTE 1: When new aircraft is introduced into fleet, interim AMP might be approved
by CAAV. The interim AMP shall cover all applicable tasks which have due
within 1200FH or 1200FC or 4 months whichever comes first. After that,
the AMP shall be revised to add this aircraft into its program.
NOTE 2: When the ALS variation revision was established, Form EPF124
Airworthiness Document Evaluation Sheet will be used to evaluate the
application and compliance time of New/Revised tasks to ensure no
effective tasks are overdue in next 01 year based on the highest aircraft
utilization of VJC’s fleet
In other side, when New/Revised tasks will be due in less than 1 year. A temporary
revision AMP will be submitted to TQA for approval
b) AMP development and amendments shall be carried out under the responsibility of
Planning Section with coordination of Technical Services and Reliability Sections.
c) Design and application of the Maintenance Programme observes human factors
principles. In developing a Maintenance Item, attention is applied to the Human
Factors layout of the Maintenance Item that includes, but is not limited to:
1) Layout of the Maintenance Item
2) Language used
3) Clear and concise instructions that are as brief and succinct as possible
4) Standardization of all task cards at the beginning to include the appropriate
personnel safety warnings and cautions
5) Clear instructions for the mechanic/inspector as to where to sign, certify, initial,
date the task
6) Where possible, the use of color to display Maintenance Items and task cards
7) Where a Maintenance Item has important graphic details, the graphics are
included
8) Full amplification of some tasks rather than referral to a separate document that
may distract the mechanic
9) Referral to the applicable Approved Data

Iss05/Rev07
d) After completion, Planning Section will submit the AMP the TQA Section for review
and comment. The comments shall be forwarded to Planning Section within two
weeks since receiving the draft of AMP.
e) The final AMP will be submitted to CAAV for approval.
f) The approved AMP will be later validated into VJC AMOS software data base within
14 days from the date of CAAV approval.
g) VJC Engineering and VJC AMO use AMOS to:
• Implement and manage inspection and maintenance programs to ensure aircraft
airworthiness.
• Perform maintenance, preventive maintenance, and modifications.
• Oversee compliance with all applicable regulations and standards.
2.2.7 Permitted Variations
The variation to maintenance period specified in the AMP Chapter 2.7 and in MME 3.9
2.2.8 Implemented and Distribution
AMP shall be furnished to all organizations and/or persons to whom the AMP has been
issued. Document Control Center shall distribute electronic copies of AMP to applicable
VJC personnel to review and understand changes by Coruson.
Depending on nature of Contracted Maintenance Organizations (Aircraft line and base
maintenance), Technical Library will distribute electronic copies of AMP to Contracted
Maintenance Organizations in the current list of approved contractors.
The new revision of AMP will be effective 14 days after approval by CAAV. This will allow
Document Control Center to prepare the electronic copies of AMP and Planning Section
to validate new AMP into AMOS software database.

TIME AND CONTINUING AIRWORTHINESS Iss05/Rev07
WORK RECORDS, RESPONSIBILITIES,
EXPOSITION RETENTION, AND ACCESS 14 Dec 2023

RETENTION, AND ACCESS
2.3.1 Purpose
a) To describe VJC organizational model and its ability to maintain standards required
under VARs requirements for aircraft continuing airworthiness maintenance record
keeping.
b) To ensure the retention of records enabling the airline to maximize the value and
utilization of its assets (airplanes, engines, components, appliances, etc.) by
documenting proper parts installations, and routine and non-routine maintenance
actions.
2.3.2 Scope of application
This procedure applies to all aircraft maintenance records that includes aircraft
maintenance, engine and component maintenance on VJC aircrafts.
This procedure also applies to aircraft, engine, modification and APU log book entry and
retention.
2.3.3 Reference
VAR 4.100, VAR 4.103, VAR 4.105, VAR 12.080, VAR 12.081, VAR 12.103(f), VAR
12.105, VAR 12.240, VAR 12.243, VAR 20.095.
Appendix 1 to 12.081(f,g), Appendix 1 to 12.227.(a).(4)
MNT 1.8.1, 1.8.2, 2.2.2, 3.1.1, 3.1.2, 3.1.4, 3.2.2.(iii), 3.4.1
a) The contracted Maintenance organization is responsible for completion of
maintenance record in accordance with VAR, VJC requirements and its procedures
specified in organization’s MOPM.
b) The VJC Technical Records section is responsible for verification, maintaining and
retention of maintenance records in the proper manner in accordance with
requirements of VAR, IOSA standards.
2.3.5 Hours and Cycle Recording
The recording of flight hours and cycles is essential for planning of maintenance task.
Flight hours and cycles are recorded in the logbook and in AMOS.
VJC shall utilize a combination of paper and computer system for recording of aircraft
hours and cycles in the form of Technical Log and AMOS respectively.
The Technical log system in use with VJC is designed to allow recording of hours (flight
times and block times) and cycle for each flight by the flight crew on the Technical log.
The aircraft daily utilization details such as aircraft registration, date, flight times (flight
hours and cycles) for each sector are transmitted directly from aircraft to AMOS through
operational software AIMS.
The utilization for aircraft, engines, other life-limited components is calculated by AMOS
based on aircraft daily utilization.
VJC staff shall compare data provided by AMOS with the Technical log data for
verification and corrections, when necessary.

2.3.6 Record completion

a) The authorized person to make entry and complete a maintenance record shall be
given the authorization and provided appropriate documentation and procedure
training in order to make entries accurately and in timely manner.
b) All necessary information shall be provided to authorized person who make entry and
complete the records.
c) Each record required for the maintenance purposes shall be completed in ink or
indelible pen.
d) All entries made in maintenance records shall be clear and accurate. When it is
necessary to correct an entry, the correction shall be made in a manner that clear
show the original entry. Standardized forms are used and thus the records
identification and maintenance is facilitated.
e) All forms which are designed by VJC to record continuing airworthiness information
shall be identified with a unique number, form completion guide excluding the Job
card derived from Airbus Task Cards System. The sample entries of form are made
available to organization who provide maintenance services to VJC.
2.3.7 Record Requirements
a) VJC has a system for the management and control of maintenance records to ensure
the content and retention of such records is in accordance with requirements, as
applicable, and to ensure operational records are subjected to standardized
processes for:
1) Identification;
2) Legibility;
3) Maintenance;
4) Retrieval;
5) Protection, integrity and security;
6) Disposal, deletion (electronic records) and archiving.
2.3.8 Records and Retention Period Preservation
At the completion of any maintenance, aircraft certificate of release to service (‘CRS’)
shall be entered in the aircraft continuing airworthiness record system, as soon as
practicable and no later than 30 days after the completion of any maintenance.
Before retention of records technical record staff is responsible to ensure that all
maintenance records are properly completed and signed and remain readable,
identifiable. When it is necessary to correct an entry, the correction shall be made in a
manner that clearly shows the original entry.
The maintenance records shall be in the paper, electronic as computer database. The
paper records shall be scanned and uploaded in Engineering Sharepoint. The paper
records shall be boxed by tech records staff and each box has label identifying the type
of records.
All records listed below shall be retained for the periods as shown. Technical Records
Section is responsible to control all maintenance records

No Minimum Retention Method of Location

Record/ Document
Period Retention
1. At least 12 months after Paper Tech
the aircraft has been Records
Airframe Logbook
permanently withdrawn
from service.
the engine has been Records
Engine Logbook
from service.
the aircraft has been Records
Modification Logbook
from service.
the APU has been Records
APU Logbook
from service.
5. Aircraft Technical Log (White At least 36 months after Paper/ Tech
page_Book copy) the last entry Electronic Records/
Sharepoint
6. The current status of
Airworthiness Directive and
measures mandated by the
CAAV in immediate reaction to a
safety problem, applicable to Electronic AMOS
aircraft, engines and
components. The AD status shall
have a chronological list of At least 12 months after
compliance with Airworthiness the aircraft, engine or
Directives and methods of component has been
compliance. permanently withdrawn
from service.
Paper/ Tech
The CRS and detailed Electronic Records/
maintenance records Sharepoint
demonstrating compliance with
AD.
Current status of modification Electronic AMOS
and repairs to the aircraft, engine At least 12 months after
and any other component vital to the aircraft or component
flight safety has been permanently
withdrawn from service.

The CRS and detailed Paper/ Tech

maintenance records Records/
Electronic
demonstrating compliance with Sharepoint
7. the approved data for current
modifications and repairs to the
aircraft, engines, and
components.
8. The current status of compliance At least until the aircraft,

with the maintenance program. engine or component
scheduled maintenance Electronic AMOS
has been superseded by
other scheduled
maintenance of equivalent
work scope and detail.
The CRS and detailed At least 12 months after Paper/ Tech

maintenance records of all the aircraft, engine or Records/
Electronic
scheduled maintenance or other component has been Sharepoint
maintenance required for permanently withdrawn
continuing airworthiness of from service.
aircraft, engines and
components.
NOTE: for daily check,
record is kept at least 15
days.
9. The total time in service (hours, Electronic AMOS
calendar time and cycles, as
appropriate) of the aircraft, At least 12 months after
engine and all life- limited the aircraft or component
components. has been permanently
withdrawn from service.
Time in service (hours, calendar Until the scheduled Electronic AMOS

time and cycles, as appropriate) maintenance has been
since last overhaul of the aircraft, superseded by another
engine or its components subject scheduled maintenance of
to mandatory overhaul life. equivalent scope and
detail.
The CRS and detailed Until the scheduled Paper/ Tech Records/
10.
maintenance records for the last maintenance has been Sharepoint
Electronic
accomplishment of any superseded by another
scheduled maintenance and any scheduled maintenance of
subsequent unscheduled equivalent scope and
maintenance of all life-limited detail but not less than 36
parts. months after aircraft,
engine or component has
been released to service.

Current status of time-controlled Until the scheduled Electronic AMOS

components, including the life maintenance has been
accumulated by the affected superseded by another
components in the applicable scheduled maintenance of
parameter (hours, calendar time, equivalent scope and
cycles, as appropriate), since the detail.
last accomplishment of
scheduled maintenance, as
specified in the Maintenance
Program.
The CRS and detailed Until the scheduled Paper/ Tech

maintenance records for the last maintenance has been Records/
Electronic
accomplishment of any superseded by another Sharepoint
scheduled maintenance and any scheduled maintenance of
11. subsequent unscheduled equivalent scope and
maintenance of all time- detail but not less than 36
controlled components. months after aircraft or
component has been
released to service.
The detailed maintenance At least 12 months after Paper/ Tech Records/
12. records to show that all the aircraft or component Electronic Sharepoint
requirements for signing of a has been permanently
maintenance release have been withdrawn from service.
met.
13. Electronic Technical entries are At least 36 months after Electronic ETLB server
retained to provide a continuous last entry
record
Refer to SOP Engineering, part 2.3 for detail procedure

2.3.9 Preservation of records
The maintenance records shall be segregated in respective files for each aircraft, engine,
LDG, APU to ensure that records are easily identified and remain legible throughout the
preservation period.
The inventory list form EPF159, which indicates summary status of all maintenance
records, for each aircraft shall be maintained by Tech Records staff.
The maintenance records will be stored in archive room in SCSC office, Tan Son Nhat
airport, Ho Chi Minh city and VJAA office, Thu Duc city, Ho Chi Minh city. Only Technical
Records staff can access in the room to protect the records from theft, unauthorized
alteration. Personnel other than Tech Record staff shall be allowed access in archive
room after permission from Planning Manager or Tech Record Leader.
The archive room is equipped with shelves to put boxes on to protect from flood, automatic
smoke detection and fire extinguishing system to ensure containment of any fire.
The maintenance records shall be scanned and uploaded on Engineering Sharepoint
within 07 working days from date of document received. Only Technical Records staff
have full access right to update and revise technical records on the Technical Record
folder in Engineering Server. (copy, upload, edit, delete…).

Computer systems (Engineering Sharepoint, AMOS) shall have at least one backup
system, which should be updated every 24 hours. ICT department is main responsibility
for all backup within VJC. It shall be ensured that electronic records remain legible
throughout the preservation period.
Refer to SOP Engineering, part 2.3 for detail procedure.
2.3.10 Transfer of continuing airworthiness records
In case of lease return (lease-out), transfer of an aircraft to another operator or
organization, VJC shall transfer all retained records to the new owner, operator or
organization of the aircraft.
The time periods prescribed for the retention of records shall continue to apply to the new
owner, operator or continuing airworthiness management organization.

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ACCOMPLISHMENT AND CONTROL OF
MAINTENANCE MANAGEMENT AIRWORTHINESS DIRECTIVE
2.4 ACCOMPLISHMENT AND CONTROL OF AIRWORTHINESS DIRECTIVE

2.4.1 Purpose
To identify the methods by which airworthiness directives, mandatory service bulletins
and other mandatory instructions are evaluated, controlled and issued to production line
for embodiment within the compliance period.
Airworthiness Directives (AD), other mandatory requirements applicable to aircraft,
engines or its equipment issued by CAAV or other relevant Aviation Authorities for the
continued airworthiness of the aircraft.
NOTE: CAAV has adopted all Airworthiness Directives published by aircraft/ engine/
appliance Stage of Design’s Aviation Authorities.
2.4.3 Reference
VAR 4.030, 4.100, 4.103, 12.223(b)(6); 12.223(e), 20.083, 20.083, 20.090, Appendix 1 to
12.227(a)(6,7,8), Appendix 1 to 20.095
MNT 2.5.1, 3.4.1
a) Technical Services Manager is responsible for Airworthiness Directives issued by
CAAV, EASA, FAA and other NAA that affect the VJC’s aircraft, engine, components
are registered, evaluated, monitored, and scheduled for compliance in a timely
manner.
b) Maintenance Planning Manager is responsible to plan the accomplishment of the
registered Airworthiness Directives or other mandatory requirements within time limits
prescribed and monitoring airworthiness directive, which requires repetitive inspection
or maintenance action.
c) VAR Part 5 AMO’s performing the work is responsible for correctly completing and
certifying all Engineering Orders (or any other approved work instructions)
d) Supply Manager is responsible for procurement of required spare parts and tools.
e) Technical record is responsible for recording the accomplishment of all Airworthiness
Directives and other mandatory requirements and the storage of such records.
f) Engineering Director is ultimate responsible for compliance and implementation of this
procedure.
g) Technical Quality Assurance Manager is responsible for oversight the compliance and
implementation of this procedure.
2.4.5 Airworthiness Directives Information
The airworthiness directives shall be issued by the CAAV and/or State of Design’s
Aviation Authorities when:
a) An unsafe condition has been determined by the CAAV and/or Stage of Design’s
Aviation Authorities to exist in an aircraft, as a result of a deficiency in the aircraft, or
an engine, propeller, part or appliance installed on this aircraft; and;
b) That condition is likely to exist or develop in other aircraft.

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Airworthiness directive is a mandatory continuing airworthiness information that is

intended to include mandatory requirements for modification, replacement of parts or
inspection of aircraft and amendment of operating limitations and procedures.
Operational directive with a continuing airworthiness impact includes operating rules such
as RVSM, RNAV, all weather operations etc.
Technical Services Manager shall check all Airworthiness directives periodically e.g. daily
basis, bi-weekly. He also receives AD information via email notification.
The sources of AD are as follows:
a) CAAV: official decision for each AD
b) EASA: https://ad.easa.europa.eu/
c) FAA: https://www.faa.gov/regulations_policies/airworthiness_directives/
d) Additionally: AD’s of component issued by appropriate state of design.
2.4.6 Airworthiness Directive Decision
After receiving airworthiness directives, reviewing bi-weekly, the Technical Services
Manager shall enter AD into AD monitoring list Form EPF112 for assignment of evaluation
and further monitoring.
Assigned Technical Services Engineer (TSE) shall evaluate AD to determine whether AD
is applicable or not. Detailed information of each AD evaluation shall be recorded in Form
EPF126 with the following information:
a) AD number and effective date;
b) Effectivity of AD: aircraft, engine, component;
c) AD applicable status: applicable or not applicable;
d) List of effected aircraft, engine, component and its registration, P/N, S/N respectively;
e) Compliance method: inspection, modification;
f) Required actions and compliance times;
g) Other information as required.
TSE shall be ensured that the assessment of the AD and preparation of the AD evaluation
Form EPF126 shall be completed within a period of 3-7 working days of receipt of the AD
evaluation assignment. In any case, it is not later than effective date of AD. Emergency
ADs shall be evaluated within 24 Hours.
If the AD is generally applicable to the aircraft or component type but is not applicable to
the particular aircraft, engine, or component on VJC operating aircrafts, then this shall be
identified in AD evaluation with the reason why it is not applicable.
When the AD is multi-part or requests assessments of certain inspections, this information
shall be shown as well in AD evaluation Form EPF126.
Technical Services Manager shall verify the AD evaluation for accurate assessment of
the applicability and compliance requirements. Completed AD evaluation Form EPF126
has to be checked by Technical Services Manager and approved by Engineering Director
or his delegated person.
The result of evaluation will be updated to AD monitoring list Form EPF112 by Technical
Services Manager or his delegated person.

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After approval TSE shall define each AD and relevant requirements to the AMOS system
for tracking and monitoring. If AD is applicable to the type of aircraft operated by VJC e.g.
A320/A321, but not applicable to the variant or serial number, that AD must anyway be
entered in AMOS system, together with the mark that AD is not applicable for particular
aircraft or component. Technical Services Manager shall review AD in AMOS finally and
validate such data.
Special attention has to be paid on control of AD’s which are applicable to the
components, because in case of component replacement on the aircraft AD compliance
must be ensured. After initial evaluation of such AD TSE has to make note in AMOS
system for the particular component. The target is to ensure continuous AD compliance
during later spare parts and maintenance ordering. Parts which should not be installed as
per an AD are highlighted in the AMOS system so that spares parts will not order even if
request is received.
For the ADs that require change in the Fight Operations related documentation, TSE will
send AD and relevant documents to the Flight Operations Department to implement
required documentation changes.
For the ADs that require change in Airworthiness Limitation Section (ALS):
a) If the maintenance program already amended and updated new revision of relevant
ALS, the AD status will be CLOSED on AMOS.
b) If the maintenance program has not been amended to reflect specific ALS revision
as required by AD. TSE will issue Technical Notice and send to Planning Section to
require amendment of maintenance program within a clear compliance time. The AD
status shall be OPEN to monitor compliance time of AD and accomplishment of the
maintenance task (before exceeding their due date).
c) Upon maintenance program amended and reflect specific ALS revision as required
by AD, TSE shall update such AD as CLOSED on AMOS.
Repetitive accomplishment of AD must be incorporated into the Aircraft Maintenance
Program (AMP) with next AMP revision.
The TSE shall create Engineering Order Form EPF111 for each applicable AD for
accomplishment. The EO shall be checked by Technical Services Manager and approved
by Engineering Director or his delegated person. The EO shall be registered into AMOS
and linked to respective AD.
Planning Section shall create Work Order to implement AD on the aircraft and Supply
Section & Store Section is responsible to ensure that all spares are available prior to
accomplishment of AD.
Planning Section will provide the WO, EO to contracted maintenance organization to carry
out the AD on time.
When the AD was performed, the DFP (e.g. Work Order and EO) shall be forwarded back
to Technical Records for updating and archiving.
The TSE also verify DFP for conformity and update AD status in AMOS system.
Refer to Engineering and Planning SOP 2.4 for details procedure.
2.4.7 Airworthiness Directive Control
All airworthiness directives must be accomplished within required compliance times as
described in the directive. In special case, postponement of AD may occur if approved by
the CAAV.

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For the AD issued by EASA, FAA the approved AMOCs, that is applicable to said AD,
issued by such NAA can be carried out without approval of the CAAV.
Each aircraft of VJC must have separate airworthiness directives status list. The
Technical Services Manager shall ensure that a current status list of all AD’s for each
aircraft are administrated.
AMOS provides a close-loop system that reflects for each new or revised AD and for each
aircraft. The AD status list should include detail as follows:
a) AD number, including revision or amendment number;
b) Status of applicability (e.g. ex-factory, open, closed, superseded, N/A);
c) Date on which the AD was accomplished. If the AD is controlled by flight hours or flight
cycles, it includes the aircraft or engine or component total flight hours or cycles, as
appropriate. For repetitive ADs, only the last application is recorded in the AD status;
d) Part of a multi-part AD which has been accomplished and the method, where a choice
is available in the AD;
e) Reference document: EO number, Maintenance Programme item number, etc;
f) Other information or comments regarding the implementation (AMOC).
Refer to Engineering and Planning SOP 2.4 for details procedure.
2.4.8 Archive
Complete AD records should consist of following elements as minimum:
a) AD, SB or other instructions, schemes, drawings etc. as appropriate;
b) DFP (completed EO, WO, other worksheets etc.)
c) CAAV form 523_Major Repair/Modification Report for major Mod as appropriate.
d) GRN & Certificates for part, materials used.
Records of performed AD are retained in accordance with MME 2.3.

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ANALYSIS OF THE EFFECTIVENESS OF
MAINTENANCE MANAGEMENT AMP
2.5 ANALYSIS OF THE EFFECTIVENESS OF AMP

2.5.1 Purpose
To ensure that the maintenance schedule effectively maintains the company's fleet of
aircraft in serviceable condition that meet the VJC requirements of safety, airworthiness,
punctuality, cleanliness and comfort.
The above applies to all Departments in VJC that affect the maintenance of aircraft.
2.5.3 Reference
VAR 12.223.(b). (5); 12. 247; 12. 253; Appendix 1 to 12.227(a)(5)
Technical Services, Reliability, Planning Sections are primarily responsible for carrying
out this procedure.
2.5.5 Procedure
2.5.5.1 At least one per year, review of the effectiveness of the maintenance program shall be
carried out. These reviews will ensure that the programme continues to be valid in the
light of the operating experience and instructions from the CAAV whilst taking into
account new and/or modified maintenance instructions promulgated by the type
certificate and supplementary type certificate holders.
2.5.5.2 Participants in the meeting will be Planning manager, Technical Services Manager,
Reliability Manger, TQA manager or their delegates and other relevant managers if
required.
2.5.5.3 During the review the following is analysed
a) Aircraft technical log entries for defects.
b) Repetitive defects found during operation.
c) Aircraft audit report (e.g. CMR/COA findings).
d) Reliability reports.
e) Incident, defect reports.
f) Significant repetitive non-routine tasks.
g) Spare consumption.
h) Any other appropriate data.
2.5.5.4 After analysis the above mentioned information, the Planning manager will make an
effectiveness analysis report. Where appropriate and necessary, amendments to the
aircraft maintenance programme will be issued by the Planning Section for submission
to CAAV as an amendment. Refer MME 2.2 for AMP amendment procedure.
NOTE: Effectiveness analysis is not required to be performed separately if the reliability
of aircraft maintenance programs is performed in accordance with MME 2.10 as
effectiveness analysis is part of it.

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ANALYSIS OF THE EFFECTIVENESS OF

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NON-MANDATORY MODIFICATION
MAINTENANCE MANAGEMENT PROCEDURE
2.6 NON-MANDATORY MODIFICATION PROCEDURE

2.6.1 Purpose
To provide the criteria and method by which non-mandatory modification intended to be
carried out on aircraft and aircraft components are administered.
2.6.2 Scope
a) The procedure covers the embodiment of non-mandatory modifications issued by
manufacturer, TC holder, such as SB, SIL, etc.
b) The procedure also applies to minor modification which prepared by approved DOA
other than manufacturer
2.6.3 Reference
VAR 12.050(b); 12.223; 12.245; 12.253(b); 20.047; 20.083
MNT 2.61
Technical Services Manager is responsible for obtaining information, evaluation and
control of modification and Service Bulletin.
Engineering Director, SQA Director or TQA Manager and Accountable Manager are
responsible for decision making after evaluation of modification.
Planning Manager is responsible for scheduling of modification performance.
Supply Manager is responsible for acquiring all necessary material, part to perform
modification.
2.6.5 Non Mandatory Modification Embodiment Policy
All non-mandatory modifications are taken into consideration by Engineering and are
assessed/analyzed at least according to one of the followings:
a) Modification improving reliability and/or safety;
b) Modifications reducing the maintenance costs;
c) Modifications reducing the operational costs;
e) Modification reducing workload of maintenance, flight crew;
f) Modifications having an effect on correcting the chronical failures experienced on VJC
fleet;
g) Modifications regarding seasonal cabin configuration changes;
h) Modification improving passenger comfort;
i) Modification providing commonality between aircraft components;
j) Modifications which are supported by the manufacturer, vendor;
k) Modification requested by VJC Board of Management.
2.6.6 Approval of Modification
a) Any modification (major, minor) that covered in Service Bulletine (SB) issued by
aircraft; engine manufacturer (TC holder) may be incorporated without CAAV
approval.

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b) If modification classified as “Minor” and approved data issued by CAAV Part 21, EASA
Part 21, CAA UK Part 21, FAR Part 21 approved design organization other than
manufacturer Engineering Department shall evaluate the modification and the affect
to current documents/ manuals. If affected documents/ manuals are required for
CAAV approval, the whole modification package (specified in 2.6.7.b.3) shall be sent
to CAAV for approval.
c) The CAAV approval is required before embodiment of modification classified as
“Major” and issued by approved DOA other than manufacturer. Refer MME 2.7 for
detail procedure.
2.6.7 Procedure
Non-mandatory modifications will normally take the form of manufacturer of aircraft,
engine, equipment’s Service Bulletins or will be a modification approved data issued by
CAAV Part 21, EASA Part 21, CAA UK Part 21, FAR Part 21 approved design
organization.
a) Service Bulletins, Mod instructions issued by Manufacturer:
1) Based on operational experience e.g. common defects, repetitive defects,
findings, premature failure or VJC’s need as per criteria specified in paragraph
2.6.5. Technical Services Engineer shall review and check manufacturer’s SB for
further assessment.
2) The information of SB, SIL etc. are registered in Service Bulletin Register List
Form EPF136.
3) TSE shall make SB evaluation for applicability, benefit of SB. Detailed information
of each evaluation shall be recorded in Form EPF130.
4) All applicable modifications are required to be checked by Engineering Director,
noted by SQA Director or TQA Manager and approved by Accountable Manager
before implementation.
5) If the non-mandatory modification is not approved, it will be stated “NOT
APPROVED" with reason.
6) In case the Modification is approved, TSE shall issue EO. Both SB and EO shall
be registered into AMOS for monitoring.
7) TSE shall assess and notify Planning Section where a modification creates the
need for the accomplishment of scheduled maintenance tasks, the reference to
the applicable tasks shall be added to the aircraft maintenance program.
8) Planning Section shall create Work Order to implement SB on the aircraft and
Supply Section is responsible to ensure that all spares are available prior to
accomplishment of SB.
9) Planning Section will provide the WO, EO, SB to contracted maintenance
organization for embodiment.
10) In case of major modification, CAAV shall be informed 03 days before embodiment
of the modification.
11) When the SB performed, the DFP (e.g. Work Order and EO) shall be forwarded
back to Technical Records for retention.
12) The TSE also verify DFP for conformity and update SB status in AMOS system.

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13) The modification embodiment will be reported back to manufacturer if required.

14) TSE shall inform relevant Department if changes affected to Flight Operation data
changes, weight changes, emergency equipment changes.
b) Mod instructions issued by DOA other than manufacturer:
1) Base on criteria specified in paragraph 2.6.5 and Management decision, TSE shall
endeavour to liaise with the appropriate DOA to support VJC with technical
requirement of desired modification.
2) Before acceptance of the technical data, TSE shall check the proposed design
package compatibility with the subject fleet/aircraft and conformity to the approved
type design. Instructions for continued airworthiness (ICA) along with the
amendments on the affected manuals/documents. In case that modification
affects aircraft operation, cabin configuration, passenger services, ground
services, maintenance program…, TSE shall cooperate with relevant
sections/departments (CCD, FCD, GO, Planning) to have thorough and
comprehensive evaluation taking into account the effect of the modification to
relevant department documents/ manuals. The suggested revised documents/
manuals if required will be available. In case that affected documents/ manuals
are required for CAAV approval, Modification Approval Application Form (CAAV
Form 525) shall be prepared by TSE.
3) TSE shall evaluate and prepare modification package. The package will consist
of:
i. Modification Evaluation Form EPF114;
ii. Engineering Order to perform modification;
iii. Technical data from DOA e.g. mod instruction, drawing, supplement manual
etc.;
iv. CAAV Form 525_Modification Approval Application Form
v. Other documents e.g. Technical note, proposed MEL page, proposed AMP
task card, suggested revised procedure/manuals etc.
the applicable tasks shall be added to the aircraft maintenance program.
5) The EO and other documents shall be checked by Technical Services Manager
and approved by Engineering Director or his delegated person. EO and
Modification shall be created in AMOS for monitoring.
6) The Modification Evaluation shall be approved by the Engineering Director, SQA
Director or TQA Manager and Accountable Manager or their delegated person.
7) Upon approval from CAAV if required, Planning Section shall create Work Order
to implement modification on the aircraft and Supply Section is responsible to
ensure that all spares are available prior to accomplishment of modification.
8) Planning Section shall provide the WO, EO. Modification instruction to approved
maintenance organization for embodiment.
9) When the modification performed, the DFP (e.g. Work Order and EO) shall be
forwarded back to Technical Records for retention.

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10) The TSE also verify DFP for conformity and update modification status in AMOS
system.
11) The modification embodiment will be reported back to DOA if required.
12) TSE shall inform to library all maintenance data changed (if any) by using of form
EPF104. The library shall control and distribute maintenance data to concerned
users.
13) TSE shall inform relevant Sections/ Department if changes affected to Flight
Operation data changes, weight changes, emergency equipment changes,
document/ manual changes.
2.6.8 Archive
Complete modification records should consist of following elements as minimum:
a) SB, mod instructions, schemes, drawings etc.
b) DFP (completed EO/WO…).
c) CAAV form 523_Major Repair/Modification Report for major Mod as appropriate.
d) CAAV Form 525_Modification Approval Application Form
e) GRN & Certificates for materials used.
Records of performed modifications are retained in accordance with MME 2.3.

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MAJOR REPAIR AND MODFICATION
MAINTENANCE MANAGEMENT STANDARDS
2.7 MAJOR REPAIR AND MODFICATION STANDARDS

2.7.1 Purpose
To establish policy and procedures for major repair and major modification standards in
accordance with CAAV requirements.
2.7.2 Scope
This procedure applies to major repair, major modifications which performed on VJC
aircrafts.
2.7.3 Reference
VAR 12.050 (b); VAR 12.223(b)(7); VAR 12.240; VAR 12.245(a)(c)(d); 12.253.b; 4.053;
4.083; 4.107, 4. Appendix 1, 2 to 4.003/ Appendix 1 to 4.107, Appendix 1 to 12.227(a)(17)
MNT 2.6.1
Technical Services Section is responsible for evaluation, monitoring all major repair and
modification. Further, Technical Services will also be responsible for obtaining the
necessary technical data from the approved TC holder, DOA and formulating the EO for
accomplishment of the major repair and major modification.
Planning Section is responsible for scheduling to perform modification and update aircraft
maintenance program as appropriate.
Supply Section is responsible for acquiring spare and material as required by repair and
modification.
TQA Section is responsible for reviewing and submission major repair and major mod to
the CAAV for approval.
2.7.5 Classification of Repairs and Modifications
This section defines the key terms used to categorize aircraft repairs and modifications
into major and minor classifications. It outlines the specific criteria for determining whether
a repair or modification is classified as “major” or “minor” category and establishes the
requirements for approval and documentation.
a) Major Repair: A repair that meets the definition in section 1.12 of the document and
is listed in Appendix 2 to VAR 4.003.
b) Major Modification: A modification that meets the definition in section 1.12 of the
document and is listed in Appendix 1 to VAR 4.003.
c) Minor Repair: A repair other than major repair.
d) Minor Modification: A modification other than a major modification.
2.7.6 Approval of Repair and Modification

a) Modifications and repairs can be carried out using as CAAV’s acceptable approved
data.
b) CAAV’s acceptable “Approved Data” is data specifically approved by the following for
the modification or repair:
1) CAAV;
2) The state of design, manufacturer;

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3) TC holder of aircraft, engine;

4) Design organization approved by State of design;
c) Approval of repair
Approved Maintenance Organizations shall assess the damage against maintenance
data such as AMM, SRM etc.
1) If damage is within limit specified in the maintenance data e.g. AMM, SRM the
repair shall be carried out in accordance with procedures detailed in AMM, SRM
without approval by the CAAV.
2) When damage is beyond limits or not defined in maintenance data, the repair may
be carried out based on the repair scheme and instructions from the manufacturer.
Upon completion of repair, the manufacturer will issue the Repair and Design
Approval Form (RDAF). The CAAV approval is not required in this case.
d) Approval of modification
1) Any modification (major, minor) issued by aircraft, engine manufacturer (TC
holder) may be incorporated without CAAV approval.
2) If modification classified as “Minor” and approved data issued by CAAV Part 21,
EASA Part 21, CAA UK Part 21, FAR Part 21 approved design organization other
than manufacturer may be incorporated without CAAV approval. Refer to
paragraph 2.6.7.b for detail procedure.
3) The CAAV approval is required before embodiment of modification classified as
“Major” and issued by approved DOA other than manufacturer. Refer paragraph
2.7.8 for detail procedure.
e) In case of major modification approved by CAAV, It is required to inform the
performance plan to CAAV before modification embodied.
2.7.7 Accomplishment of Repair
a) The extent of damage reported by flight crew/observed during maintenance, shall
be assessed by the appropriate certifying staff from approved maintenance
organization and necessary repair shall be carried out in accordance with the AMM,
SRM.
b) In case the damage is beyond the AMM, SRM limits, Technical Services Section will
be contacted for further assessment.
c) Technical Services Engineer will assess the damage and coordinate with the
manufacturer for obtaining the necessary instructions. Repair instructions shall be
transcribed in Engineering Order Form EPF111.
d) Approved Maintenance Organization will carry out repair in accordance with EO,
repair scheme, instructions issued by the manufacturer.
e) The TSE shall coordinate to manufacturer for repair progress. Upon completion of
repair, repair approval will be issued by manufacturer. For the final approval of repair
to release aircraft to service, TSE shall request the manufacturer for issuance of
Repair and Design Approval Form (RDAF) or equivalent document. The preliminary
information of RDAF shall consists of:
1) RDAF reference number;
2) Instructions for continued airworthiness;

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3) Limitations;
4) Classification of repair;
5) Repair category;
f) The aircraft can be released to service after repairing in accordance with the
Manufacturer’s repair design and issuance of RDAF number or equivalent document
(in this case, RDAF is pending approval). The RDAF should be issued several days
later by the manufacturer after repair completed. The final, official RDAF must be
obtained by the TSE as soon as it becomes available from the manufacturer. This
document serves as the authoritative source for continued airworthiness instructions
and any permanent limitations associated with the repair.
g) For permanent repair that required re-inspection, the TSE shall coordinate to Planning
to update maintenance program (AMP) in the next revision.
h) For major repair, the CAAV form 523_Major Repair/Modification Report shall be
submitted to CAAV within 48 hours after aircraft released to service. One copy of
form 523 shall be kept in relevant maintenance records.
i) Monitoring of structure repair/defect
1) External repairs shall be recorded in Aircraft Dent and Buckle Chart (DBC). The
TSE shall be responsible for updating DBC in AMOS upon completion of repairs.
2) All structure defects that require repetitive inspection or repair require re-
inspection shall be updated in AMOS by TSE for control and monitoring.
3) Refer to Engineering SOP 2.10 for detail procedure.
j) Archive
Complete structural repair record should consist of following elements as minimum:
1) Structure Defect Report with relative images/ sketch.
2) Related defect entry, such as NRC, TLP, WO etc.
3) DFP (completed EO/ER/WO/SRO etc.).
4) Repair scheme, drawing, instruction and actual SRM pages.
5) CAAV form 523_Major Repair/Modification Report if major repair.
6) RDAF.
7) GRN & Certificates for materials used (if any & especially for permanent repair).
8) Photos at pre & post repair as necessary and applicable.
Records of performed repairs are retained in accordance with MME 2.3.
2.7.8 Accomplishment of Major Modification
The TSE shall make the initial assessment for any major modification which may be
required to be embodiment on VJC aircraft.
The TSE shall liaise with the manufacturer or appropriate DOA for proposal of major
modification.
Service Bulletins, Mod instructions issued by Manufacturer:
a) Refer to MME 2.6.7.a) for details procedure

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b) TSE Manager shall complete the CAAV form 523_Major Repair/ Modification report
and send to SQA Director/ TQA Manager for review before submitting to CAAV. This
submission shall be within 48 hours after aircraft released to service. One copy of
STC, Mod instructions issued by DOA other than Manufacturer:
a) Based on technical data issue by DOA, TSE shall prepare modification package. The
package will consist of:
1) Modification Evaluation Form EPF114 for internal approval;
2) Engineering Order to perform major modification;
3) CAAV Form 525_Modification Approval Application Form;
4) Technical data from DOA e.g. STC, SB, mod instruction, drawing, supplement
AFM, AMM, IPC, TSM etc.;
5) Other documents e.g. Technical note, proposed MEL page, proposed AMP task
card etc.
b) TSE shall assess and notify Planning Section where a modification creates the need
for the accomplishment of scheduled maintenance tasks, the reference to the
applicable tasks shall be added to the aircraft maintenance program.
c) The EO and other documents shall be checked by Technical Services Manager and
approved by Engineering Director or his delegated person.
d) The TQA Manager shall have final review and acceptance modification package.
When satisfactory, TQA Manager will sign CAAV Form 525_Modification Approval
Application Form before submission to the CAAV for approval.
e) Upon approval by the CAAV, TSE shall register major modification and EO in AMOS
for monitoring.
f) Planning Section shall create Work Order to implement modification on the aircraft
and Supply Section is responsible to ensure that all spares are available prior to
accomplishment of modification.
g) Planning Section shall provide the WO, EO to approved maintenance organization to
carry out the modification.
h) The modification embodiment will be reported back to DOA if required.
i) TSE shall inform to library all maintenance data changed (if any) by using of form
users.
j) Flight Operation data changes, weight changes, emergency equipment changes,
shall be informed to relevant Department for further update and implementation.
k) TSE Manager shall complete the CAAV form 523_Major Repair/ Modification report
and send to SQA Director/ TQA Manager for review before submitting to CAAV. This
submission shall be within 48 hours after aircraft released to service. One copy of
2.7.9 Archive
Complete modification records shall consist of following elements as minimum:

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a) STC, SB, mod instructions, schemes, drawings, supplemental operational and

maintenance data etc. as appropriate;
b) CAAV form 525_Major Repair/Modification Application;
c) DFP (completed EO/WO…);
d) GRN & Certificates for materials used.
Records of performed major modification are retained in accordance with MME 2.3.

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2.8 DEFECT REPORTS

2.8.1 Purpose
a) To ensure all defects reported are collected and significant technical problems
investigated for the development of appropriate corrective action program.
b) Liaison with Regulatory Authorities/OEM on adverse defect findings.
2.8.2 Scope
This procedure is applied for analysis and reporting all mandatory occurrences;
malfunctions and defects of articles/ aircraft/ aircraft component, which endanger flight
operations.
2.8.3 Reference
VAR-Part 4.047; Part 12.227(a)(3); Appendix 1 to 12.227(a)(12); Appendix 2 to 19.027
MNT 2.12.2, 2.12.7
a) VJC’s certifying staff, contracted maintenance organization (VJC AMO and contracted
AMOs) are responsible for reporting to MOC any defects, un-airworthy conditions,
failures or malfunctions specified in paragraph 2.8.8
b) MOC is responsible for receiving initial report from maintenance and submit report to
TQA Section, Safety Section.
c) Reliability Section is responsible for the coordination, process, analysis and reporting
of defects if applicable.
d) Safety Section shall be responsible for submitted Mandatory Occurrence Report to
CAAV as soon as practicable. In any case, it is not later than 72 hours since the
occurrence after identifying the condition to which the report relates.
e) Technical Services Section is responsible for setting-up, monitoring data transmission
for Aircraft, Engine, Components to manufacturer, TC Holder.
2.8.5 Analysis
The technical log pages, Work Orders, Non-Routine card shall be examined regularly by
Reliability Section to analyze information concerning defects, Pilot’s report, maintenance
actions common defects and repetitive defects.
The monthly Reliability report shall be issued by Reliability Section and consists of defects
statistic and analysis.
The Reliability Manager in coordination with Technical Services, Planning, MOC, TQA
Sections will assess the defects and decide any action required for implementation. TSAG
and RCB meeting will make final conclusion on such analysis and these decisions will
provide elements for Maintenance Program amendment, Non-mandatory modification
policy.
2.8.6 Reporting to CAAV
a) The AMO shall notify relevant information of defect, un-airworthy condition, belonging
to reportable occurrence about aircraft technical to MOC by telecon, fax or any other
mean of communication. Initial MOR report raised by AMO shall be provided to MOC
soon as possible but not later than 24 hours after identifying the condition to which
the report relates. The report needs to be completed as much detail as possible and

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accompanied relevant information e.g. action taken, photos of damage

component/structure, FOD, PFR etc.
b) The reportable occurrence, that is a Mandatory Occurrence Report (MOR), shall be
categorized as described in paragraph 2.8.8.
c) MOC shall then send the MOR to Safety Section, TQA Section, Technical Services
Section as soon as practicable but not later the 12 hours after receipt of MOR from
AMO.
d) Safety Section shall review and make official MOR to submit to the CAAV within 72
hours after identifying the condition to which the report relates. Refer SMSM 5.5 for
detail reporting procedure.
2.8.7 Data Transmission to Manufacturer, TC Holder
a) EngineeringDepartment shall have a procedure to transmit to the Manufacturer, TC
Holder information on faults, malfunctions, defects and other occurrences that could
affect the continuing airworthiness of aircraft.
b) Technical Services Section is responsible for setting-up, monitoring data transmission
by automatic mode and reporting data manually refer MME 2.4 for details Aircraft,
Engine, Components compliance in a timely manner and Engineering SOP 2.9 for
detail Transmission of Engine/APU management procedure.
c) Reliability Section is responsible for collecting, monitoring and reporting data
(including defects or un-airworthy conditions) to improve reliability refer RCPM 8.4 for
detail reporting procedure.
d) The reports may be transmitted by any method, i.e. electronically, by post or by
facsimile.
e) Each report should contain at least the following information:
1) Reporter or organisation’s name and approval reference if applicable;
2) Information necessary to identify the subject aircraft and/or component,
3) Date and time relative to any life or overhaul limitation in terms of flying
hours/cycles/landings etc., as appropriate;
4) Details of the occurrence.
2.8.8 Mandatory Occurrence To Be Reported
The following are list of reportable occurrences, the list does not include all possible
examples and maintenance personnel should use their judgment whenever they discover
a defect, as to whether it comes within the scope of reportable occurrences
a) General
Any failure, malfunction or defect where the safety of operation was or could have
been endangered or which could have led to an unsafe condition.
b) Structural
1) Damage to a Principal Structural Element that has not been qualified as damage
tolerant (life limited element). Principal Structural Elements are those which
contribute significantly to carrying flight, ground, and pressurization loads, and
whose failure could result in a catastrophic failure of the aircraft.

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2) Cracks, permanent deformation or corrosion or defect or damage of aircraft

primary structure or principal structural element that a repair scheme is not already
provided in the manufacturer's repair manual, or that occur after repair.
3) Defect or damage exceeding admissible damages to a Principal Structural
Element that has been qualified as damage tolerant
4) Damage to or defect exceeding allowed tolerances of a structural element which
failure could reduce the structural stiffness to such an extent that the required
flutter, divergence or control reversal margins are no longer achieved
5) Damage to or defect of a structural element, which could result in the liberation of
items of mass that may injure occupants of the aircraft.
6) Damage to or defect of a structural element, which could jeopardize proper
operation of systems.
7) Loss of any part of the aircraft structure in flight.
8) Any part of the aircraft that would endanger the aircraft or any person by becoming
detached in flight or during operations on the ground;
9) Major defect or damage to aircraft structure.
c) System
The following generic criteria applicable to all systems are proposed:
1) Loss, significant malfunction or defect of any system, subsystem or set of
equipment when standard operating procedures, drills etc. could not be
satisfactorily accomplished;
2) Inability of the crew to control the system, e.g.:
i. Uncommanded actions;
ii. Incorrect and or incomplete response, including limitation of movement or
stiffness;
iii. Runaway;
iv. Mechanical disconnection or failure.
3) Failure or malfunction of the exclusive function(s) of the system (one system could
integrate several functions);
4) Interference within or between systems;
5) Failure or malfunction of the protection device or emergency system associated
with the system;
6) Loss of redundancy of the system;
7) Any occurrence resulting from unforeseen behaviour of a system;
8) For aircraft types with single main systems, subsystems or sets of equipment:
Loss, significant malfunction or defect in any main system, subsystem or set of
equipment;
9) For aircraft types with multiple independent main systems, subsystems or sets of
equipment: The loss, significant malfunction or defect of more than one main
system, subsystem or set of equipment;

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10) Operation of any primary warning system associated with aircraft systems or
equipment unless the crew conclusively established that the indication was false
provided that the false warning did not result in difficulty or hazard arising from the
crew response to the warning;
11) Leakage of hydraulic fluids, fuel, oil or other fluids which resulted in a fire hazard
or possible hazardous contamination of aircraft structure, systems or equipment,
or risk to occupants;
12) Fire or explosion;
13) Smoke, toxic or noxious fumes in the aircraft;
14) Malfunction or defect of any indication system when this results in the possibility
of misleading indications to the crew;
15) Fuel system malfunction that has significant effect on fuel supply and/or
distribution;
16) Fire warnings, except those immediately confirmed as false;
17) Any failure, malfunction or defect if it occurs at a critical phase of flight and relevant
to the operation of that system;
18) Occurrences of significant shortfall of the actual performances compared to the
approved performance which resulted in a hazardous situation (taking into
account the accuracy of the performance calculation method) including braking
action, fuel consumption etc.;
19) Asymmetry of flight controls; e.g. flaps, slats, spoilers etc.;
20) Unwanted landing gear or gear doors extension/retraction.
d) Propulsion (Engine) and APU
1) Flameout, shutdown or malfunction of any engine;
2) Overspeed or inability to control the speed of any high speed rotating component
(for example: Auxiliary power unit, air starter, air cycle machine, air turbine motor,
propeller or rotor);
3) Failure or malfunction of any part of an engine or powerplant resulting in any one
or more of the following:
i. Non containment of components/debris;
ii. Uncontained failure of engine compressor, turbines;
iii. Uncontrolled internal or external fire, or hot gas breakout;
iv. Thrust in a different direction from that demanded by the pilot;
v. Thrust reversing system failing to operate or operating inadvertently;
vi. Inability to control power, thrust or rpm;
vii. Failure of the engine mount structure;
viii. Partial or complete loss of a major part of the powerplant;
ix. Dense visible fumes or concentrations of toxic products sufficient to
incapacitate crew or passengers;
x. Inability, by use of normal procedures, to shut down an engine;

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xi. Inability to restart a serviceable engine.

4) An uncommanded thrust/power loss, change or oscillation which is classified as a
loss of thrust or power control (LOTC);
5) Any defect in a life controlled part causing retirement before completion of its full
life;
6) Defects of common origin which could cause an in flight shut down rate so high
that there is the possibility of more than one engine being shut down on the same
flight;
7) An engine limiter or control device failing to operate when required or operating
inadvertently;
8) Exceedance of engine parameters;
9) FOD resulting in damage;
10) Uncontained failure of engine compressor, turbines.
e) Occurrences involving APUs, including:
1) Shut down or failure when the APU is required to be available by operational
requirements, e.g. ETOPS, MEL;
2) Inability to shut down the APU;
3) APU Overspeed;
4) Inability to start the APU when needed for operational reasons.
f) Human factor
Any incident where any feature or inadequacy of the aircraft design could have led to
an error of use that could contribute to a hazardous or catastrophic effect.
g) Other occurrences
1) Any incident where any feature or inadequacy of the aircraft design could have led
to an error of use that could contribute to a hazardous or catastrophic effect;
2) An occurrence not normally considered as reportable (for example, furnishing and
cabin equipment, water systems), where the circumstances resulted in
endangering of the aircraft or its occupants;
3) A fire, explosion, smoke or toxic or noxious fumes;
4) Any other event which could hazard the aircraft or affect the safety of the
occupants of the aircraft, or people or property in the vicinity of the aircraft or on
the ground;
5) Failure or defect of passenger address system resulting in loss or inaudible
passenger address system;
6) Loss of pilot’s seat control during flight

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ENGINEERING ACTIVITIES
2.9 ENGINEERING ACTIVITIES

2.9.1 Purpose
To establish policy and procedures for Local modification, use of alternate part in
accordance with CAAV requirements.
2.9.2 Scope
This procedure applies to local modification, use of alternate part which evaluated and
developed by VJC Technical Services Department.
This procedure is applicable for local modification when it is classified as Minor change.
2.9.3 Reference
VAR Part 4.053(a), 4.083(e); VAR 12.223(b)(7), Part 12.240; Part 12.245; Appendix 1 to
4.003, Appendix 2 to 4.003, Appendix 1 to 4.107, Appendix 1 to 12.227(a)(17).
Technical Services Department is responsible for developing local modification package,
use of alternate part which will perform on VJC aircraft.
Planning Section is responsible for scheduling to perform modification
Supply Department is responsible for acquiring spare and material as required by
modification.
TQA Section is responsible for reviewing and accepting local modification, use of
alternate part before submission to the CAAV for approval.
2.9.5 Procedure
a) General requirements
1) The local modification is a change that classified as minor change to VJC aircraft.
The technical instructions developed by VJC’s TSE instead of obtaining
modification instructions from manufacturer or DOA Part 21.
Refer to MME 2.6 for modification package developed by manufacturer or DOA.
2) Alternate part can be used to replace part that indicate in applicable IPC as long
as it is approved by the CAAV.
3) All local modification, use of alternate part shall be performed in accordance with
data approved by CAAV.
4) The following documents may use to submit the CAAV for data approval:
i. Technical Instruction and its drawings, forms, supplement manuals (MEL, IPC,
AMP, EEL etc.) developed by Technical Services Department;
ii. Engineering Order for accomplishment local modification;
iii. Alternate part evaluation form;
iv. Other supporting documents from manufacturer such as In-Service-
Information (ISI), drawing, letter etc.
b) Process for local modification
1) TSE will evaluate the need for any local modification, collect the necessary data
and prepare local modification package. The package will consist of:

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i. Technical Instruction Form EPF181. The Technical instruction describes

aircraft effectivity, description of relevant changes, publication affected, weight
change, required part and material, required manpower, instruction for
continued airworthiness, accomplishment instructions, drawing etc.;
ii. Engineering Order to perform local modification;
iii. Local Modification Evaluation Form EPF114 for internal approval;
iv. Supporting documents from manufacturer e.g. ISI, SIL, drawing etc.
v. Other affected documents e.g. Technical note, proposed MEL page, proposed
AMP task card, EEL, Operation manuals, AHM etc.
2) The Technical Instruction, EO and other documents shall be checked by Technical
Services Manager and approved by Engineering Director or his delegated person.
3) The TQA Manager shall have final review and acceptance local modification.
When satisfactory, TQA Manager will sign Technical Instruction before submission
to the CAAV.
4) Each application will be submitted to the CAAV, accompanied by a local
modification package, which provides technical justification for approval of the
change.
5) Upon approval by the CAAV, TSE shall register modification and EO in AMOS for
monitoring.
the applicable tasks shall be added to the aircraft maintenance program after
embodied modification.
7) Planning Section shall create Work Order to implement local modification on the
aircraft and Supply Department is responsible to ensure that all spares are
available prior to accomplishment of modification.
8) Planning Section shall provide the WO, EO, TI to approved maintenance
organization to carry out the modification.
9) When the modification performed, the DFP (e.g. Work Order and EO) shall be
forwarded back to Technical Records for retention.
10) The TSE also verify DFP for conformity and update modification status in AMOS
system.
11) TSE shall inform to library all maintenance data changed (if any) by using of form
users.
12) TSE shall inform relevant Department if changes affected to Flight Operation data
changes, weight changes, emergency equipment changes.
13) If affected document is CAAV approved manual (e.g. MEL, AMP etc.), manual
owner will issue temporary revision for implementation. Such TR revision shall be
incorporated into next normal revision of manual.
c) Procedure for use of alternate part

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1) TSE will evaluate the need for use of alternate part, collect the necessary data
and prepare Alternate Part Evaluation Form EPF182. The evaluation will consist
of following information:
i. Aircraft effectivity;
ii. Description;
iii. Original part information;
iv. Alternate part information: P/N, approval of alternate part such as PMA, OEM,
TSO, fabrication etc.;
v. Certification document of alternate part: EASA form 1, FAA 8130-3, COC etc.;
vi. Safety assessment;
vii. Supporting document from manufacturer as appropriate;
viii. Part change effect: weight change, document change etc.;
2) If necessary, Engineering order will be created by TSE for part replacement;
3) The Alternate Part Evaluation, EO and other documents shall be checked by
Technical Services Manager and approved by Engineering Director or his
delegated person.
4) The TQA Manager shall have final review and acceptance package Alternate Part
Evaluation. When satisfactory, TQA Manager will sign Alternate Part Evaluation
Form before submission to the CAAV.
5) Each application will be submitted to the CAAV, accompanied by an Alternate Part
Evaluation Form and other relevant documents, which provides technical
justification for approval of the use alternate part.
6) Upon approval by the CAAV, TSE shall distribute Request to Modify Maintenance
Data Form EPF104 to inform technical data changes.
d) Archive
Complete local modification record should consist of following elements as minimum:
1) Related defect entry, such as NRC, TLP, WO etc.
2) DFP (completed EO/WO etc.).
3) Drawing, mod instruction etc.
Records of performed local modifications are retained in accordance with MME 2.3.

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RELIABILITY PROGRAM
2.10 RELIABILITY PROGRAM

2.10.1 Purpose
The Reliability Control Program is designed to provide means of recognizing deficiencies
in maintenance and this renders the controls to correct the problem. In effect, the
Reliability Control Program continuously measures the effectiveness of the Maintenance
Program.
This shall apply in the operation of the approved Reliability Control Program in ensuring
that all the maintenance and operational experience are monitored and accessed
processes are performed continuously and effectively to maintain aircraft in an
airworthiness state:
- Develop the aircraft maintenance and reliability program.
- Perform the collection and analysis of the reliability data.
- Provide reliability reports.
- When required, propose corrective actions to VJC engineering and maintenance
system.
2.10.3 Reference
VAR Part 12.247 (e), VAR Part 12.247(l), Appendix 1 to 12.227.(a)(9), 20.100
Reliability Control Board (RCB) is leaded by RCB Chairman – Engineering Director, with
supporting from Voting and/or Advisory member to convene should the circumstance in
VJC engineering and maintenance operations requires for such reliability concerns and
issues.
RCB has responsibilities:
- Develop and maintain policy and processes of maintenance reliability activities within
VietJet AOC.
- Coordination to ensure the Reliability Control Program is complied with the authority
of the State of Registry.
- Conduct the supervision of implementation to ensure maintenance reliability activities
are performed continuously and effectively.
- Evaluation of engineering / planning proposals for scheduled maintenance program
changes and corrective actions.
- Review of Concession applied data which is provided by the Quality Assurance
Department to ensure that these events are effectively managed.
Refer to Reliability Control Program Manual for such detailed responsibility of RCB
participants.
2.10.5 Procedures
Note: Refer Reliability Control Manual for detail process
The Reliability program cycle is a closed loop, and may be described as follows:
- Data indicating operational performance are collected.

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- Data are statistically analyzed so that unsatisfactory trends can be identified.

- Possible deficiencies or problem areas are investigated and analyzed.
- Appropriate corrective action is determined and implemented.
- The effectiveness of the corrective action is monitored by returning to the first step
and repeating the cycle.
During maintenance and operation of an aircraft, performance data is routinely generated.
The data provides a qualitative and quantitative basis on which the reliability of the aircraft,
and its structure, systems, components and power plants can be measured.
The data is collected, segregated, categorized, and analyzed. The results of the analysis
are then displayed in the form of reports; which provide the means for measuring current
experience against past performance, identifying adverse trends, and determining the
effectiveness of maintenance processes.
2.10.5.1 Collection of the reliability data
The following are the minimum aircraft technical data that shall be collected through the
VJC Engineering, Maintenance Departments and/or approved Maintenance Services
Provider:
a) Aircraft Technical Log Book entries e.g. Pilot’ report, Maintenance’s report;
b) Aircraft utilization;
c) Technical delay, AOG, occurrence reports e.g. inflight shutdown, diversion etc.;
d) NRC;
e) Component unscheduled removal;
f) Shop finding reports;
g) Engine monitoring reports.
2.10.5.2 Data analysis of reliability data
The collected data shall be analyzed by Reliability Section, Fleet Monthly Reliability
Report shall be issued each month. The report will consist of following statistical
information:
a) Fleet utilization;
b) PIREPs, MAREPs in ATA chapters and their rates;
c) NRC in ATA chapter and their rates;
d) Delay, cancellation in ATA chapter and their rates;
e) Dispatch reliability;
f) Engine, APU utilizations, removal;
g) Autoland;
h) Component removal;
PIREPs, in-flight shutdowns, delays / cancellations, unscheduled engine and APU
removals and unscheduled component removals are tallied and/or charted and/or
assessed to judge the current performance. Control limits together with Performance
Standard are established to trigger the signal to undertake intensive investigation once
these are exceeded.

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2.10.5.3 Reliability meeting

a) Reliability Control Board meeting
Reliability Control Board meeting shall be held under request of the RCB
Chairman or every 3 months following the last concluded RCB meeting, but
regardless of circumstances, prior to holding the meeting, the schedule shall
be accepted by RCB Chairman. Minute of meeting shall be recorded and
distributed to all concerned.
The meeting will be attended by designated representatives:
1) RCB chairman;
2) Voting members (e.g. Maintenance director, Reliability manager, SQA
Director, TQA Manager, Safety Manager etc.);
3) Advisory members (e.g. Technical Services Manager, Planning Manager,
Head of MOC etc.);
4) Observer from manufacturer, authority;
All technical issues during last 03 months shall be highlighted and discussed
during meeting:
1) Delay, cancellation and causes, mitigation actions;
2) Unscheduled component removal;
3) Repetitive defects, causes and mitigation actions
4) Review results of discussion of last meetings;
5) Actions monitoring.
Based on consensus of all participants during meeting on the specific alerts,
decision should be taken to incorporate changes in the maintenance program.
Refer to MME 2.2 AMP development and amendment, MME 2.5 Analysis
effectiveness of maintenance program.
b) Other Meeting
The meeting also provides an opportunity for the RCB to discuss any other
topics that are relevant to the aircraft's reliability, such as deferred defects,
repetitive inspections, and the propagation of defects.
The meeting shall be held under request of the RCB Chairman, so that all
relevant personnel can attend. The meeting shall be chaired by the RCB
Chairman.
All relevant information, such as the list of deferred defects, the inspection
requirements, and the results of any previous monitoring shall be highlighted
and discussed during meeting. The following are some of the specific topics
that are typically discussed at the Meeting:
1) The effectiveness of the maintenance process and schedules in detecting
and addressing defects.
2) The effectiveness of the monitoring program for deferred defects.
3) The propagation of defects.
Minute of meeting shall be recorded and distributed to all concerned.

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PRE-FLIGHT INSPECTION
2.11 PRE-FLIGHT INSPECTION

2.11.1 Purpose
To ensure that the aircraft is fit for the intended flight in accordance with appropriate
referenced regulatory requirements.
The pre-flight inspection is one of the continuing airworthiness tasks required to be
accomplished to ensure serviceability of both operational and emergency equipment
before flight.
This shall cover inspections before each flight such as:
a) Control of refueling, quality, quantity,
b) Control of snow, ice, dust and sand contamination,
c) Security of cargo and baggage loading.
2.11.3 Reference
VAR Part 12.223; Part 12.225(a); Part 12.227; Part 12.243; Part 12.247; Part 12.253;
Appendix 1 to 12.227(a)(13)
The responsibility for the implementation of these procedures rests with the Engineering
Director, Flight Operations Director, Ground Operation Director, SQA Director and the
contracted line maintenance organization.
2.11.5 Procedure
2.11.5.1 Pre-flight Inspection
a) Preparation of aircraft for flight
The pre-flight inspections need not necessarily be carried out by the approved
First flight after the accomplishment of daily check or stayover check (also called as
Pre-flight) will be performed by the approved AMO’s certifying staff. Other subsequent
pre-flight (also called as Transit) inspections of the day will be performed by PIC who
is authorized to carry out preflight inspection. The certifying staff may perform transit
check when required.
The following check sheets for pre-flight inspection are listed below the table:
Performed by
Applicable Aircraft Maintenance VJC Maintenance Check
Certifying
for Program (AMP) Sheets PIC
staff
A320/A321 VJC/AMP/003 Pre-flight check sheet X
(Form EPF107A)
A320/A321 VJC/AMP/003 Transit check sheet X X
(Form EPF107)
A330 VJC/AMP/005 Pre-flight check sheet X
(Form EPF204)
A330 VJC/AMP/005 Transit check sheet X X
(Form EPF199)

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Those checklists are place on Tech Log Folder and must be used when carrying out
the inspections.
The person that performs Preflight/Transit shall sign off in Aircraft Technical Logbook.
A sign-off is statement by person performing the work that the Preflight/Transit
inspection tasks have been properly performed and aircraft is considered fitted for the
intended flight.
With regards to the pre-flight inspection, it is intended to mean all of the actions
necessary to ensure that the aircraft is fit to make intended flight. These include:
1) A walk-around type inspection of the aircraft and its emergency equipment for
condition including, in particular, any obvious signs of wear, damage or leakage.
In addition, the presence of all required equipment including emergency
equipment should be established.
2) An inspection of the aircraft technical log and other records to ensure that the
intended flight is not adversely affected by any outstanding deferred defects and
that no required maintenance action shown in the maintenance statement is
overdue or will become due during the flight.
3) To ensure that consumable fluids, gases etc. uplifted prior to flight are of the
correct specification, free from contamination, and correctly recorded.
4) To ensure that all doors are securely fastened.
5) To ensure that control surface and landing gear locks, pitot/static covers, restraint
devices and engine/aperture blanks have been removed.
6) To ensure l that all the aircraft’s external surfaces and engines are free from ice,
snow, sand, dust etc.
b) Subcontracted ground-handling function
Ground handling functions for VJC’s aircraft are performed by sub-contracted ground
handling organizations or by VJC itself at the station VJC can providing.
c) Security of cargo and baggage loading
Although cargo and baggage loading is undertaken by ground handling provider, the
certifying staff or PIC shall ensure that prior to cargo doors closing, the restrainers or
nettings at door way are secured.
d) Control of refueling, quantity/quality
Refueling of aircraft is performed under flight crew request. The authorized personnel
or flight crew member monitors the refueling operations by contracted fuel service
provider. They must ensure that compliance with procedures are being adhered to,
that the fuel supplier has been checked free of water and other contaminants (by
sampling) that the correct grade and specification of fuel load is uplifted and the
relevant fuel, caps/panels are securely replaced on completion.
A record in the aircraft Technical Log of the fuel quantity uplifted and the total amount
on board aircraft must be made and certified by PIC or certifying staff.
e) Control of snow, ice, residues from de-icing/anti-icing operations, dust and sand
contamination
1) The removal of snow, ice, residues from de-icing or anti icing operations, dust and
sand contamination is the responsibility of the Flight Crew and sub-contracted to
specialist Ground Handling Organizations at the respective station.

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2) Refer to VJC De-icing/Anti-icing Program Manual for details. This procedure is

complemented by the sub-contracted Ground Handling organization’s
procedures.

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AIRCRAFT WEIGHING
2.12 AIRCRAFT WEIGHING

2.12.1 Purpose
This procedure establishes criteria and standards for aircraft weighing to meet continuing
airworthiness requirements.
This procedure applies whenever weighing is carried out on VJC aircraft.
2.12.3 Reference
VAR Part 12.180, VAR-Part 17.030, AC 17-001
VJC Weigh and Balance Program Manual
VJC Technical Service and Planning SOP, part 2.9
a) Technical Services and Planning Sections are responsible for aircraft weighing is in
accordance with AMP and appropriate authorities’ requirements.
b) Technical Services Sections is responsible for assessment effect or repairs or
modifications in term of weight and moment, monitoring and control weigh and
balance change when aircraft embodied modifications, repairs.
c) The approved contracted maintenance organization is responsible for carrying out
aircraft weighing. The result of aircraft weighing will be sent back to Tech record
section for controlling and keeping. A copy of result of aircraft weighing will also be
sent to VJC’s Flight Operation Engineering (FOE).
d) VJC’s FOE is responsible for processing the results of report on aircraft weight and
balance, and re-calculating changes.
2.12.5 Procedure
a) General
1) New aircraft are normally weighed at the factory and are eligible to be placed into
operation without reweighing if the weight and balance records have been
adjusted for alterations or modifications to the aircraft during the manufacturing
process.
2) Aircraft transferred from other operator to VJC do not have to be weighed prior to
use by the VJC, provided that it is not more than 3 years elapsed since the last
weighing and W&B cumulative changes (caused by repair/ modification/
alterations) shall be calculated, recorded and monitored. These accumulative
changes must be transferred to VJC for continuing record & control.
3) VJC controls and monitors aircraft weight and balance individually, each aircraft
will be re-weighted every 4 years I.A.W weighing task in AMP. Aircraft cumulative
W&B changes (which caused by modification/ alternation/ repair...) between two
consecutive weighing times shall be recorded, monitored and updated to ensure:
i. Aircraft CG positions are always within the cumulative limit specified for
establishment of Operational Empty Weight (OEW).
ii. Establishing new Basic Weight or Basic Empty Weight (BEW), OEW value
timely whenever the cumulative Weight or CG change reach a preset
threshold (either 0.5% of MLW or 0.5% of MAC respectively)

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AIRCRAFT WEIGHING
4) If there is any incorrect data or discrepancy, the TSE shall contact AMO for
correction and the aircraft weighing report shall be issued and approved for load
and trim calculations.
5) In addition, aircraft shall be reweighed if the changes affecting aircraft load and
center of gravity cannot be exactly calculated.
6) Changes in the amount of weight or in the location of weight in or on the aircraft
shall be recorded in the cumulative W&B changes whenever the weight change is
at or exceeds the weights listed in the following table:
Chande records of Weight Change shall be recorded

A320/A321 Plus or Minus 4.5 kg. or greater
A330 Plus or Minus 4.5 kg. or greater
b) Procedure
1) For scheduled aircraft reweighing Planning Section shall produce the task within
the time scale.
2) Technical Services Section shall be responsible for the preparation, issue, control
and management of all aircraft weight and balance data.
3) The TSE shall review and issue EO before each weighing, the condition of the
aircraft will be checked against a standard equipment list.
4) Weighing shall be performed by approved AMO. Following shall be ensured while
weighment of the aircraft:
i. The aircraft is prepared for weighing in accordance with related aircraft weigh
and balance manual, AMM and AMO’s procedure, if available.
ii. Standard aircraft inventory list it completed and missing/ redundant items, if
any, are recorded.
iii. The weighing equipment is within the calibration date.
5) Detailed records of each aircraft weighing such as the EO shall be verified by TSE
upon received to ensure data recorded properly. If there is any incorrect data or
discrepancy the TSE shall contact AMO for correction.
Field Description
A/C Pitch Attitude at weighing The pitch attitude of the aircraft at weighing.
A/C Roll at weighing The roll of the aircraft at weighing.
(if applicable)
Result of the reading of the The results of the weighing
weighing
Arm (correspond to the The arm is the chordwise fore-and-aft
weighing method) distance from the datum to any point within
the aircraft
6) TSE shall issue Weighing Report and provide a copy to FOE for load and trim
calculations.
7) The records of EO, weighing report shall be retained in Tech Records section.

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Iss05/Rev07
CHECK FLIGHT PROCEDURE
2.13 CHECK FLIGHT PROCEDURE

2.13.1 General
After aircraft maintenance, repair or modification a check flight (or flight test) might be
necessary. This part specifies the conditions and procedures for check flight of aircraft.
The check flight shall be followed Functional Check Flight Manual. This manual and
revisions shall be approved internally.
Technical Services Section will assess the need for check flight after maintenance
activities and liaise with MOC, SQA, OMC for carrying out check flight.
Engineering Director is responsible for request the check flight and review a check flight
result.
Director of Flight Operation is responsible for obtaining latest In-Service Aircraft Technical
Flight Manual (ISAFTM) from aircraft manufacturer, and review the check flight request
from Engineering for acknowledgment and further disposition.
SQA Director or TQA Manager will review and approve for the check flight. He is also
responsible for submission of flight permit to the CAAV for approval when necessary.
OMC is responsible for arrangement of flight schedule and flight crew.
The AMO is responsible for the preparation of the aircraft for check flight and ensuring
that all maintenance tasks associated to the check flight are complete and CRS issued.
2.13.3 Procedure
a) Check flight means the flying of an aircraft with a valid Airworthiness Certificate,
without passenger onboard, might be required under circumstances as follows:
1) For purpose of performance evaluation test in respect to flight characteristic, fuel
consumption, engine power checks, etc.
2) For testing aircraft flight characteristics/ radio test/ radar/instruments/navigation
equipment as required by Flight Operations.
3) For defect trouble shooting/testing of aircraft system or aircraft component for
which the fault/test could not be produced / confirmed on the ground.
4) As required by maintenance program or approved data of design approval holder
(e.g. AMM, SB, STC, etc.).
5) After 02 engines changed at the same ground time.
6) As specified by the requirements of CAAV under the aircraft COA issue / renewal
programme or directed by CAAV.
7) Whenever required contractually as in aircraft lease/purchase or delivery.
b) Technical Services Section shall assess the need for check flight after maintenance
activities. The request may come from AMO as well if it is necessary and match
circumstances specified in above paragraph 2.13.3.a).1). to 7).
c) Engineering Director shall complete Maintenance Check Flight Report Form VJC-
SSQA-F-077 and send to Director of Flight Operations, OMC, SQA and other
concerned Department at least 24 hours before check flight with the following
information:
1) Station for check flight;
2) Aircraft type and registration;

Page 2 - 72
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CHECK FLIGHT PROCEDURE
3) Reason for check flight request;

4) Check flight schedule request.
d) Before check flight is made, all required maintenance works must been properly
performed. The documents covering maintenance repair, modification, inspection etc.
shall be completed in all respects and certified. A certificate of release to service is
issued and the aircraft airworthiness certificate remains valid for this flight.
If COA is expired and need to conduct check flight as specified in paragraph 2.13.3.a).
1) to 7) above, since the aircraft cannot fly under its airworthiness certificate, a permit
to fly issued in accordance with VAR 20, Subpart E is required. Refer MME 2.26 for
Special Flight Permit.
e) After agreement on check flight program content, Director of Flight Operation will sign
the Maintenance Check Flight Report and request OMC to coordinate with Roster
Department to select flight crew for check flight performance. The certifying staff
involved in maintenance may be on board.
f) Check flight should be conducted by Pilots who have satisfactory experience with the
appropriate check flight schedule and have received adequate familiarization of the
check flight techniques and safety precautions. For all check flights, it is essential that
the flight crew concerned fully understand the significance and intent of the tests.
g) Check flight on each aircraft type must be performed strictly in accordance with the
VJC’s Functional check flight Manual (FCFM) and latest ISATFM.
h) Before the check flight, a briefing shall be conducted between flight crew and on-
board certifying staff to understand the task, their role in the task and the way in which
the check flight will be conducted.
i) Prior to departure, PIC shall enter reason of flight in defect column of Aircraft
Technical Log Book.
j) The aircraft parameter must be recorded in appropriate part of ISATFM in respective
flight phases, defects arising during flight shall be recorded in action taken column of
Aircraft Technical Log Book as normal Technical Log entry procedure.
k) After the flight the PIC is responsible for all documentation to be processed. General
Flight Documents are processed as a normal flight. The performance of check flight
must be recorded in Check Flight Report and delivered to the technical pilot who will
review and then submit the ISAFTM to TQA along with the Maintenance Check Flight
Report.
l) A postflight briefing can be conducted at anytime a request from TQA/Engineering or
from the Technical Pilot with the purpose to assess the actions required to return the
aircraft to service and to determine if a re-flight is necessary.
m) All relevant records e.g. ISATFM, Maintenance Check Flight Report, Tech Log pages,
etc. shall be kept and retained by Technical Records section.

Iss05/Rev07
DOCUMENTATION AND MAINTENANCE
MAINTENANCE MANAGEMENT DATA CONTROL AND DISTRIBUTION
2.14 DOCUMENTATION AND MAINTENANCE DATA CONTROL AND DISTRIBUTION

2.14.1 Purpose
To ensure that VJC’s aircraft is always maintained in accordance with updated
maintenance data.
To ensure that documentation used within VJC shall be controlled from issue, distribution,
updating and until they are destroyed.
This procedure applies to receiving, controlling, and distribution of the update
maintenance data within VJC and contracting CAAV approved AMO.
2.14.3 Reference
VAR Part 12.223 (f); 12.230 (b); Part 4.083
QM 4.1
MNT 1.6.1, 1.6.3
Engineering Department shall be responsible for procurement, receiving, controlling and
distribution maintenance data.
Technical Lirary is responsible for control and distribution of document (e.g. forms,
maintenance data, manual) to contracted AMO.
TQA Section shall be responsible to monitor the compliance of this procedure.
2.14.5 Policy
a) Documents in VJC are classified into the following categories Procedural documents,
technical documents and others.
1) Procedural documents are VARs and its AC, MME, MOPM, SOP, internal
procedures, technological procedures, forms, instructions issued by VJC.
2) Technical documents are maintenance documents, aircraft and equipment
maintenance manuals issued by OEM, SBs, ADs, technical instructions etc.
3) Others may include both controlled and uncontrolled documents used within
departments.
b) The Engineering Department shall obtain sufficient technical data and prompt
distribution to contracted maintenance providers.
c) The VJC shall provide timely notification to the CAAV of the receipt of mandatory
information from the manufacturer and provide a copy of that documentation.
d) Technical data shall be:
1) Legible and accurate information;
2) Presented in a format appropriate for use in maintenance operations;
3) Accepted and or approved by the CAAV

Iss05/Rev07
DOCUMENTATION AND MAINTENANCE
MAINTENANCE MANAGEMENT DATA CONTROL AND DISTRIBUTION
2.14.6 Procedure
i) Engineering Director shall responsible to issue purchase request for purchasing of
documents to support the maintenance, repair, preventive, modification documents.
ii) Library Section shall be responsible for receiving, classifying and distribution to User
based on distribution list of each document.
iii) All external documents e.g. CMM, ESM… will be downloaded from OEM website and
kept in Engineering SharePoint by Library staff. Aircraft maintenance documents will
be accessed directly via www.Airbusworld.com.
iv) The staff in Library section shall maintain the master list (form EPF103) of controlled
external documents, in which the revision, date of revision and the document status
are always maintained, once receiving updated documents, the Library staff shall
perform updating the documents to the all VJC’s document Users.
v) Internal documents e.g. MME, SOP will be kept in DMS or Coruson and controlled by
VJC Document Control Center. Email notification will be sent to user automatically,
the users shall access in Coruson to read and acknowledge of document.
vi) The Library will update required distributed document to contracted AMO. The
dispatched document will be recorded in Form EPF162. The acknowledgment of
receipt document shall be required.
vii) If there are any discrepancies in documents, the Library staff shall contact to the
Manufacturer, Vendor or seller for clarification, the distribution only initiate once any
discrepancies are verified and corrected.
viii) Refer to Part 2.5 of Engineering SOP for detail procedure.

Iss05/Rev07
CONTROLLING LLP AND HARD TIME
MAINTENANCE MANAGEMENT COMPONENTS
2.15 CONTROLLING LLP AND HARD TIME COMPONENTS

2.15.1 Purpose
This procedure describes control system of components with limitation time in services
before they shall be removed for discard, restoration or overhaul.
This procedure applies to Life-Limited Part (LLP) and Time-controlled component (H/T)
components installing on the Aircraft.
2.15.3 Reference
VAR Part 12.050 (b); Part 12.240.(a).(1).(4);; Part 12.247; Part 12.253
MNT 2.2.1, 2.2.2
Technical Services, Planning Sections are responsible for controlling LLPs and H/T
components to ensure these parts always operate in the allowable limits
Technical Records Section is responsible for uploading Engine/APU and Landing gear
components for new coming aircraft and from shop visit.
2.15.5 Procedure
a) All H/T and LLP are specified in aircraft maintenance program (AMP). The AMP shall
contain details of all maintenance to be carried out, including period
(intervals/frequencies) of inspection, overhaul, discard of the H/T, LLP.
b) If there is any Airworthiness Directive that requires change related to specific
maintenance requirements of LLP. The TSE shall proceed evaluation as mentioned
in MME 2.4. Planning Section shall amend maintenance program as procedure
specified in MME 2.2
c) At some point changes in the LLP lives are given before the next revision of the MPD.
In this regard TSE and Planning shall evaluate and update the AMOS in “Part Admin”
the new requirements of the LLPs. The next amendment of maintenance program
shall be updated to include such changes.
d) The LLP, H/T will be specified in AMOS software by Technical Service and Planning
Sections based on manufacturer documents (e.g., ALS part 1, MRBR, etc.).
e) All LLP, H/T have been installing on the aircraft with information relating to its time in
service shall be clearly entry into AMOS, the information must be, but not limited to,
Part Number, Serial Number, installing date, time in service, remaining time for
discard, restoration or overhaul.
f) The recording of flight hours and cycles in AMOS shall be used to calculate scheduled
maintenance tasks which include LLP and H/T (remaining time e.g. hours, calendar
and cycles).
g) TSE is responsible for preparing and review the work scope for Engine, LDG, APU
shop visit including LLP replacement and coordinate to Planning for scheduled
replacement. He/she shall evaluate and verify all records and certification of used life-
limited parts in order to satisfy MME 1.6.4.3.a) before purchase/ exchange for
installation on Engine, LDG, APU.

Iss05/Rev07
CONTROLLING LLP AND HARD TIME
MAINTENANCE MANAGEMENT COMPONENTS
h) When LLP, H/T with remaining time reaching 800 cycles, 800 hours, 3 months as
applicable, Planning Section will inform Supply Section to proceed part acquirement
such as spare part, consumable material.
i) LLP, H/T receiving by store inspector must have documentation specified in MME
1.6.4.2, 1.6.4.3. Data entered in AMOS shall include part number, serial number,
cycle since new, cycle since overhaul, time since new, time since overhaul, remaining
cycle/hour/calendar days etc.
j) A minimum of one month before due date, Work Order/ Work Package will be issued
and send to AMO for accomplishment of maintenance to ensure all LLPs and H/T will
be replaced in compliance with operating limitation specified in maintenance
program.
k) All performed records will be sent back to Technical Records for archiving, then
AMOS will be updated to monitor next scheduled maintenance. Refer MME 2.3 for
record retention.

Iss05/Rev07
ADDING VARIANT AIRCRAFT AND
MAINTENANCE MANAGEMENT AIRCRAFT TYPE TO VJC’S FLEET
2.16 ADDING VARIANT AIRCRAFT AND AIRCRAFT TYPE TO VJC’S FLEET

2.16.1 Purpose
To establish necessary step to maintain the aircraft in airworthy condition for new aircraft
just entry to AOC fleet.
This procedure is used for addition of a variant aircraft to existing fleet and aircraft type to
the AOC.
2.16.3 Reference
VAR Part 12.023 (k); Appendix 1 to 12.023, VAR Part 12.033(a)(1); Appendix 2 to 12.033,
VAR Part 12.227; Appendix 1 to 12.227(a)(15); VAR Part 06; VAR Part 20; Appendix 1 to
20.065; VAR Part 4.025.
AC 12-001, AC 12-002, AC 12-003
a) Engineering Department is responsible for evaluation the differences in configuration
for variant aircraft and complexities for new aircraft type, then performing the
necessary preparation to keep aircraft maintaining in safe condition.
b) Supply Section shall be responsible for material preparation.
c) SQA Department shall be responsible to co-ordinate with other Departments for
evaluate the relating requirements and conduct training, document updating, as well
as CAAV contacting for approval.
d) SQA Department shall responsible for submitting necessary applications to CAAV for
approval of new aircraft that introduces into VJC fleet.
2.16.5 General
a) SQA Department and Engineering Department with co-ordination relevant
Departments (Flight Ops, CCD, FOE, Crew Training) will do assessing and evaluation
to determine the difference in aircraft configuration, depending on the complexities of
configuration difference, the requirements for document revising, staff training and/or
changing Company procedures may be applied. This process purpose is to make sure
that the preparation for new variant aircraft will be available at the time of the variant
aircraft coming to VJC’s Fleet.
b) The AC12-002 and AC12-003 shall be followed when adding the variant aircraft and
aircraft type.
2.16.6 Procedure for the introduction of new aircraft to the fleet
a) SQA Department will submit a letter to CAAV for aircraft registration number approval
at least 60 days before delivery date. The letter shall describe aircraft type, serial
number and proposed date of delivery.
b) Submit a letter to CAAV for 24bit address approval upon receiving of approval for
registration number.
c) Submit an application package to CAAV for aircraft certificates issuance, MEL and
interim AMP utilization for 30 days before aircraft delivery. Package will consist of:
1) The cover letter for aircraft registration certificate & the COR application in
accordance with VAR 2.015.

Iss05/Rev07
ADDING VARIANT AIRCRAFT AND
MAINTENANCE MANAGEMENT AIRCRAFT TYPE TO VJC’S FLEET
2) The cover letter for airworthiness and noise certificates. The application shall be
followed requirement of VAR 20, subpart C.
3) The cover letter for aircraft radio license issuance.
4) The cover letter for MEL approval upon aircraft registered in Vietnam nationality.
5) The cover letter and interim AMP which is applicable to coming aircraft. The
interim AMP lists the effect tasks which interval within 1200FH or 1200FC or 4
months whichever comes first.
d) Submit letter to request adding aircraft into AOC Ops spec 30 days before aircraft
delivery. The following shall be provided:
1) Compliance Report 06 (CR 06) to demonstrate equipment installed on aircraft;
2) Application checklist for special operation authorization: RVSM, PBN, ADSB-Out,
AWO etc.;
3) Other information related to VJC AOC system such as management, manpower,
operation manuals, maintenance management system, contracted maintenance
etc.
e) Provide other evidence acceptable to CAAV, if required, showing that:
1) The aircraft conforms to an approved design and to applicable airworthiness
directives.
2) The country in which the aircraft was manufactured certifies that the aircraft
conforms to the type design and is in condition for safe operation.
After CAAV issues certificates and amends AOC operation specifications
f) After CAAV issues certificates and amends AOC operation specifications
1) All original certificates (e.g. COR, COA, Radio License Station, Noise certificate)
shall be inserted in new joined aircraft. Copies of certificates shall be kept in SQA
department and distributed to Engineering Department, OMC.
2) Copies of amended AOC Ops spec shall be inserted into all affected aircrafts in
the fleet. Original amended AOC Ops spec shall be kept in SQA Department, an
copy will be distributed to OMC.

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Iss05/Rev07
RVSM MAINTENANCE
2.17 RVSM MAINTENANCE

2.17.1 Purpose
To establish RVSM maintenance procedure in compliance with RVSM Certification
requirements.
This procedure applies to all maintenance on aircraft and equipment for RVSM operation.
2.17.3 Aircraft Effectivity
Refer to the VJC Operation specification approved by CAAV for the RVSM authorization
and the list of VJC aircraft authorized for RVSM operations.
2.17.4 Reference
VAR Part 12.033; Part 12.040; AC 10-004, A320/A321/A330 AFM; A320/A321/A330
FCOM.
ISM MNT 2.11.1
a) Technical Training Manager shall be responsible to establish the training syllabus that
meets CAAV requirements relating to RVSM maintenance.
b) Technical Training Manager is responsible of giving RVSM training to contracted
AMO, contracted involved Partner and involved staff within VJC.
c) TQA Manager is responsible for authorisation instructors.
d) Technical Services Manager is responsible to co-ordinate with Operation
Management Center for RVSM capability of the aircraft.
2.17.6 Procedure
2.17.6.1 Preflight Action
a) The following actions are accomplished during preflight:
1) Determine that the aircraft is authorized for RVSM operations by checking copied
of AOC operations specification that lists the aircraft by make, model, and serial
number as being authorized for RVSM operations.
2) Review the maintenance entries and related ADD, NTC forms to ascertain the
condition of equipment required for flight in the RVSM airspace. Ensure that
maintenance actions have been taken to correct defects to required equipment.
3) VJC policies on handling maintenance discrepancies is that they be cleared or
properly deferred per the MEL before a flight may begin. Do not begin a flight with
any open discrepancies that have not been cleared or corrected or deferred per
the MEL.
4) The aircraft logs and ADD log indicate if the aircraft is eligible or not for RVSM
operations on this particular day. Various open discrepancies may make the
aircraft ineligible for RVSM flight (for example because of an MEL item), but is still
eligible for other flights. Check the discrepancies and crosscheck with the MEL to
be sure how any discrepancy may affect your flight status and RVSM status.

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RVSM MAINTENANCE
5) Certifying staff shall notify the pilots of any changes in the RVSM status of an
aircraft and to advise if an RVSM non-compliant aircraft is otherwise operational
for flights, even if limited in capabilities.
6) A decision to fly an RVSM non-compliant aircraft, probably at a lower flight level,
may require additional flight planning to take into account increased fuel burn and
possible diversions due to weather and winds.
b) It would not be acceptable to depart on a flight and then rely on an assumption of
being able to request ATC to allow you to fly into RVSM airspace as a non-compliant
aircraft.
To operate aircraft in RVSM airspace the following equipment are required and must
be confirmed in compliance before a flight in RVSM airspace.
A/c Type Auto Pilot FWC Transponder FCU channel ADR PFD
function + functions
(for (for altitude
DMC (for altitude
Altitude target selection
indication)
Alert and OP
Function) CLB/OP DES
mode
engagement)
A320/A321 1 1 1 1 2+2 2
A330 1 1 1 1 2+2 2
2.17.6.2 MEL Application

a) To meet the requirements of RVSM operation, the MEL specifies the RVSM equipment
or system that must be operational.
b) This sub-procedure is to ensure compliance to the RVSM requirements when release
the aircraft with deferred defects that have remarks “EXCEPT FOR RVSM
OPERATIONS” in the MEL manual. As this may have an impact on RVSM operations,
the status of the aircraft must be communicated effectively throughout VJC
maintenance and operation systems. In some circumstances, 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 Non RVSM operation, VJC MOC must inform
to OMC immediately.
c) When permitted to release the aircraft to service with the defect deferred for Non
RVSM operation, the Certifying Staff must do the following:
i) Applicable for ETLB
1) The defect shall be recorded in Open item list of Technical log. New defect
shall be created when:
• PIC enters “New Complaint” data on ETLB with Cockpit mode
• or Certifying staff enters “New Work Order” data on ETLB with
Maintenance mode

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RVSM MAINTENANCE
2) Certifying staff shall defer Workorder and enter the data in the action text in
ETLB workorder detail with the statement: “NON RVSM OPERATION”
3) Enter the data in the Aircraft Downgrade/Limitation text in ETLB defect entry
with the statement: “NON RVSM OPERATION”
4) Just after complete the ADD log, certifying staff shall synchronize data to
Master device and certifying staff should also advise MOC on the new status
of the aircraft.
5) Aircraft Downgrades/Limitations item shall be recorded in ETLB Aircraft
Downgrades/Limitations item list.
6) Brief Flight Crew of any possible performance limitations.
7) Advise MOC about the situation. When the defects related to RVSM
operations is cleared, Certifying staff will notify flight crew by writing a note
“A/C RETURN to RVSM” in the Tech Log. Just after complete the ADD log,
certifying staff shall synchronize data to Master device and certifying staff
should also advise MOC on the new status of the aircraft.
ii) Applicable for Paper-based Aircraft Technical Log
1) Add the phrase “NON RVSM OPERATION” in the ACTION TAKEN column of
the Technical Log after statement about defect rectification,
2) Raise an ADD and open a NTC as per normal procedure, adding the phrase
that “NON RVSM OPERATION”; circle YES in the “OPS LIMIT” box in the ADD
log
3) Brief Flight Crew of any possible performance limitations.
4) Advise MOC about the situation. When the defects related to RVSM
operations is cleared, Certifying staff will notify flight crew by writing a note
“A/C RETURN to RVSM” in the Tech Log. Certifying staff should also advise
MOC on the new status of the aircraft
2.17.6.3 RVSM Maintenance Requirements

a) VJC complies with the following standard practices to ensure that VJC’s RVSM-
approved aircraft continue to meet the RVSM standards.
b) The Engineering Director is responsible for compliance with all requirements of the
RVSM maintenance program.
c) RVSM equipment is maintained in accordance with manufacturer’s maintenance
manuals. Any maintenance or modifications, which alter in any way the original RVSM
approval, is subject to a design review by the manufacturer.
d) Built-In Test Equipment (BITE) testing is not an acceptable basis for system
calibrations (unless it is shown to be acceptable by the manufacturer with the CAAV’s
agreement) and should only be used for fault isolation and troubleshooting purposes.
e) A leak check should be accomplished anytime a quick disconnect static line is broken.
f) Airframe and static systems shall be maintained in accordance with the airframe
manufacturer’s maintenance manual.

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RVSM MAINTENANCE
g) Checks of skin waviness in the area of the static probes shall be accomplished
following any painting, repairs, or alterations, which may affect the surface airflow in
these areas.
2.17.6.4 Adding a New Aircraft
To add an aircraft, VJC shall do the following:
a) Determine how the aircraft is RVSM compliant. This may be from the factory in some
cases with compliance built into the factory inspection program or it may be by
compliance with a specific service bulletin. In some cases, the aircraft may be RVSM
compliant based on an STC.
b) Determine what MEL equipment is applicable to RVSM.
c) In the Aircraft-Specific document complete the list of installed equipment. Some of the
equipment is strictly for RVSM compliance,
d) Review the SB or factory inspection items to determine if the aircraft has been
authorized for RVSM operations.
e) Collect a copy of the aircraft’s paperwork and check for a maintenance entry if
applicable, which shows compliance with either the SB or the factory inspection item
or an STC. This will determine how the aircraft will be made compliant.
2.17.6.5 Parts Control
a) RVSM components are tested to RVSM tolerance after completion of repairs by the
approved repair facility before being returned to service. If the technician performing
the work determines that the unit be replaced are an RVSM qualifying component,
he/she will ensure that the component being installed has the correct part number for
RVSM operations.
b) The physical part number is crosschecked against the part number as specified in the
IPC. In addition, the airworthiness approval documentation, and/or a certification of a
certificate of conformity that the components comply with current regulations are
verified prior to installation.
c) Part number changes of RVSM equipment must first be approved. After part number
changes are approved, VJC must submit a revision to this program for review by the
CAAV. If the revision is approved, the new part number(s) will be eligible for
installation.
d) Service Bulletins and modifications to RVSM components must be approved by the
manufacturer and CAAV. Should it become necessary to replace an RVSM qualifying
component with a non-RVSM qualifying component (assuming that such a
replacement is otherwise permitted), the technician performing the work shall placard
the aircraft to prevent RVSM operations. He/she will annotate the aircraft’s log with an
open pilot information discrepancy and inform operations that the aircraft is not
Capable with RVSM operation
2.17.6.6 Outsource Maintenance
The Technical Training Manager shall make sure that the certifying staff and involved
maintenance person in contracted AMOs have been given the VJC’s training relating to
requirements of RVSM maintenance.

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RVSM MAINTENANCE
2.17.6.7 Reporting Procedures;

a) In the event that a gross height-keeping error occurs during RVSM operations, the
Pilot-In-Command will notify the Engineering Director via fax utilizing the Altitude
Deviation Report who will then follow up the report to the CAAV with an initial analysis
of causal factors and measures to prevent further events. In no case will the total
elapsed time from the time of occurrence to the time of notification exceed seventy-
two (72) hours.
b) When reporting a height-keeping error or other malfunction that involves RVSM
required equipment while being operated in RVSM airspace, the RVSM Status Report
shall be reported to the Engineering Director and CAAV. The aircraft is now
considered to be non-RVSM compliant until returned to RVSM service by authorized
personnel.
c) The RVSM status including height-keeping performance of VJC fleet is monitored by
AEROTHAI who shall be submitted the official monitoring results of height-keeping
performance of VJC fleet to CAAV and a copy to VJC.
NOTE: Discrepancies involving RVSM related equipment that result in a height-
keeping error while being operated in RVSM airspace must be submitted
within 72 hours of discovery. The aircraft is then considered to be RVSM
NON-COMPLIANT until properly returned to service.
2.17.6.8 Training Syllabus And Conduction Training:
a) The Technical Training Manager shall set up the RVSM syllabus for initial and
continuous training at least the following subject shall be addressed:
Title Reduced Vertical Separation Minimum
This course is designed to provide the knowledge of

Description
RVSM requirement for aircraft maintenance personnel
Upon completion of the course, the trainee will be able to

Objectives
have knowledge of RVSM requirement
• Initial Training (est.): 5 hours

Duration
• Recurrent training (est.): 3 hours.

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Iss05/Rev07
RVSM MAINTENANCE
Course content I.A.W the following table:
No. Description Duration Duration Remark

(hour) for (hour)
initial training for
recurrent
training
1 RVSM Introduction 0.75 0.375
2 Background of Vertical 0.5 0.25

Separation.
3 RVSM benefits. 0.25 0.125
4 RVSM airspace. 0.25 0.125
5 RVSM approval 0.5 0.25
6 RVSM Equipment Required. 0.5 0.25
7 Performance Specifications – 0.5 0.25

Altimetry / Altimetry System
Error/Tolerance for Error
8 Using MEL for RVSM 0.75 0.375

RVSM maintenance
9 1 0.5
requirements
10 Case study
N/A 0.5 Refer to VJC
maintenance
activities
Total time 5 hours 3 hours
Prepared by: Date:
Approved by: Date:
b) The training material shall be reviewed and approved by Technical Training Manager,
and the training syllabus shall be reviewed and approved by TQA Manager.
c) The VJC operator and contracted maintenance organizations have to conduct initial
and recurrent trainings (according to VJC training policy) for maintenance or
engineering staff who works directly or indirectly on aircraft.
d) The continuation training shall be given annually to involved person.
e) The training method can be classroom or online training. Classroom training shall be
conducted by authorized instructor.
f) Attendant records shall be kept by Technical training manager for control and
monitoring training status of involved personnel.

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AIRCRAFT CERTIFICATE CONTROL
2.18 AIRCRAFT CERTIFICATE CONTROL

2.18.1 Purpose
To establish procedure in control aircraft Certificates to make sure that the aircraft
Certificates always in valid status.
This procedure applies to control the aircraft Certificates such as the Certificate of
Airworthiness (COA), Aircraft Radio Station License (ARSL).
2.18.3 Reference
VAR Part 12.050 (b); Part 12.223; Part 12.225; Appendix 1 to 12.227(a)(13); VAR Part
20
MNT 1.6.2 (iii)
a) TQA Manager shall be responsible for following up this procedure to make sure that
aircraft Certificates always are in valid.
b) Certifying staff is responsible for releasing aircraft to service with valid Certificates.
2.18.5 Procedure
a) The original valid COA and other aircraft certificates are placed on board of each
aircraft.
b) Checking COA and other aircraft certificates to ensure they remain valid is part of daily
check.
c) Every month, TQA Section shall review list of aircraft with information of expired date
of COA and ARSL in the next following month.
d) When the COA and ARSL of any aircraft would be expired within 60 days, the TQA
Manager shall do preparation of all necessary documents with application form to
submit to CAAV for renewal of COA and ARSL. The documents enclosed with
application Form must be met the requirement specified in Chapter C of VAR Part 20.
Also, official email notification from TQA Section shall be sent to relevant Departments
e.g. Maintenance Department, Technical Services Section, Planning Section etc. for
preparation of aircraft continuing airworthiness records and aircraft status. If there is
any change to aircraft records the final amendment will be provided to CAAV as soon
as practicable and before closing of COA renewal audit.
e) Upon renewed, COA and ARSL shall be distributed to Maintenance Department to
place on board of effect aircraft. The expired Certificates shall be returned to TQA
Section and provided to CAAV as required.
f) Next due of COA and ARSL shall be updated to AMOS by TQA.
Note: The initial COA and ARSL shall be valid for 6 months and, if extended, will be valid
for 1 year, provided the aircraft is inspected within 60 days prior to its expiration.

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AIRCRAFT CERTIFICATE CONTROL

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CONCESSION CONTROL
2.19 CONCESSION CONTROL

2.19.1 Purpose
To establish a procedure for issuance and control of concession that may apply to the
deviation of the approved procedures, maintenance program or aircraft configuration.
This procedure applies to the deviation of procedures, maintenance program and/or
aircraft configuration.
2.19.3 Reference
VAR Part 12.235, Appendix 1 to 12.235, Part 20.113, Part 20.118
a) SQA Director/ TQA Manager shall ensure that the concession granting and
concession monitoring always meet relating regulation specified in relevant VARs.
b) Relevant managers (e.g. Head of MOC, Planning manager, Technical Services
Manager) shall be responsible for document preparation and provide Concession
Request Form and supporting documents to Engineering Director for reviewing and
acceptance and SQA/TQA for reviewing before approval or submit Concession
Request to CAAV for approval.
c) Engineering Director shall ensure completeness of concession documents and
aircraft safety and confirm the need of concession.
2.19.5 Procedure
a) During aircraft operation or maintenance, there is a deviation from the approved
procedure, approved aircraft configuration and/or CAAV requirements, but this
deviation is not affected to aircraft safety operation. To avoid grounding aircraft, the
Concession may be issued provided that the aircraft safety operation is always
achieved.
b) The Concession Request must be made in an approved Form and raised by relevant
Manager or his delegate, but firstly he must be sure that the concession granting is
not affect to the aircraft safety operation and that, conditions to meet the approved
procedure, aircraft configuration and CAAV requirements at this time are not
practicality. Upon receiving Concession Request, Engineering Director shall review
and confirm concession in case that concession is in need.
c) Except authorised by CAAV in official letter or in approved procedures by CAAV, all
Concession request must be approved by CAAV.
d) Concession Request shall be sent to SQA/TQA, upon the evaluation and acceptance
by Engineering Director, the SQA Director/ TQA Manager or his delegate shall be sure
that all supporting documents are available and concession granting is not affected to
aircraft safety operation. Then SQA Director will sign as acceptance for CAAV
approval. SQA Director/TQA Manager shall be responsible of aircraft safety operation
with concession.
e) Concession Request may be approved or rejected by CAAV inspector. If Concession
Request is approved, the SQA Director/TQA Manager shall inform to relevant
Department and he/she shall monitor and control the concession to make sure that all
conditions as well as expiry time (if applicable) specified in Concession Request are

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CONCESSION CONTROL
always complied with. Concession shall be registered and controlled via Coruson
application.
f) The dossier of the concession issuance shall be preserved by TQA on Coruson in 24
months from the expiry date of the concession validity.

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CERTIFICATE OF MAINTENANCE REVIEW
2.20 CERTIFICATE OF MAINTENANCE REVIEW

2.20.1 Purpose
To establish procedure for issuance and control CMR Certificate in accordance with
CAAV requirements specified in VAR Part 20.103.
This procedure applies to issuance and control CMR Certificate.
2.20.3 Reference
VAR Part 12.223 (b)(8), appendix 1 to 12.227 (a)(1)(iii)
VAR Part 20.103, 20.105, 20.107
a) TQA Manager is responsible for scheduling the CMR and ensures that the CMR
Certificate shall be issued for each aircraft before expired date of the previous one.
The issue of a Certificate of Maintenance Review shall be accomplished every 06
months.
b) Aircraft Maintenance Review Staff (AMR staff) is responsible for continuing
airworthiness records review and aircraft physical survey. He also issues CMR
certificate upon completion of CMR audit
c) MOC, VJC AMO is responsible for cooperation with OMC to schedule aircraft for
physical survey.
d) Relevant Manager shall be responsible for co-operate with persons with AMR staff
during CMR process.
e) VJC AMO’s Certifying staff is responsible for assistance of AMR staff during aircraft
physical survey.
f) TQA Manager or SQA Director is responsible for authorisation of AMR staff in
accordance with the procedure
2.20.5 Procedure
2.20.5.1 General
a) The Certificate of Maintenance Review for the new joined aircraft must be carried out
within 3 months from the issuing date of the Certificate of Airworthiness granted for
the first time by CAAV to the aircraft.
b) Certificate of Maintenance Review is valid for 06 months.
c) The CMR audit shall be included in annual audit plan.
d) CMR audit shall be included aircraft records review and aircraft physical survey.
e) On 23rd of each month, CMR audit schedule for the month after next shall be issued
and notified to MOC, PCC for aircraft allocation (E.g.: CMR audit schedule for
November will be informed be on 23 September).
2.20.5.2 Review Of Aircraft Records
The aircraft records shall be reviewed by AMR staff. Review of aircraft records shall be
done on sampling basis within each documented category. Following records shall be
checked:

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a) The operating aircraft Manual (AFM) are maintained and updated with latest version
and in accordance with existing aircraft configuration;
b) Total flying hours and operating cycles of aircraft, engines, APU have been properly
recorded;
c) All the maintenance due on the aircraft according to the approved maintenance
program (AMP) has been carried out;
d) All known defects have been corrected or, when applicable, carried forward in a
controlled manner;
e) All applicable airworthiness directives have been applied and properly registered;
f) All technical modifications and structural repairs have been approved in accordance
with Part 21 and shall be performed and recorded as required;
g) Hard time and LLP components are properly and continuously updated and controlled;
h) All life limited parts installed on the aircraft shall be recorded and monitored so as to
ensure not exceeding the permissible life limit;
i) All maintenance has been released in accordance with VAR part 5;
j) Report on weight and balance of aircraft shall conform to the actual configuration of
aircraft and shall be carried out within a specified time-limit;
k) The aircraft shall conform fully with the design of latest type approved by an aviation
authority of manufacturing country
l) The technical records, aircraft maintenance records including the aircraft, engine,
propeller log books, modification record book, technical repair records, maintenance
records shall be kept in writing in accordance with the regulations of CAAV. In case
the technical records, maintenance records are stored under other forms such as in
computers, floppy discs or CDs, it shall be approved in writing by CAAV.
2.20.5.3 Sampling Procedure
The CMR audit checklist describes in details number of sampling evidences of the aircraft
records that are required to be reviewed.
2.20.5.4 Aircraft Physical Survey
Through the physical survey of the aircraft, the AMR staff shall ensure that:
a) All the markings and placards of the aircraft in accordance with the instructions on the
aircraft maintenance manual must be fully installed and legible;
b) The aircraft complies with its approved flight manual;
c) The aircraft configuration complies with the approved documents;
d) There is no any defects exceeding the limits in the approved maintenance instructions
(related AMM, SRM, SB) or exceeding the limits of MEL, CDL;
e) There is no discrepancy between the actual configuration of the aircraft and the
records maintaining the aircraft airworthiness.
f) No evident defect left unaddressed;
g) The physical survey could require actions categorized as maintenance (e.g.
operational tests, tests of emergency equipment, visual inspections requiring panel
opening etc.). In this case, after the aircraft survey appropriate entries shall be

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recorded in aircraft technical log and correspondence release to service shall be

issued by certifying staff.
h) All defects found during aircraft physical survey shall be recorded in Aircraft Technical
Log by certifying staff for rectification/ deferment in accordance with approved
maintenance data.
2.20.5.5 Qualification of AMR Staff
a) The aircraft maintenance review personnel is a person appointed by the aircraft
operator or belonging to the maintenance organization who is authorized and granted
with the Certificate of Maintenance Review by the aircraft operator.
b) The AMR Staff shall meet the following conditions:
1) Completing type training (equivalent to B cat) of the relevant type of aircraft;
Having at least 5 years of practical experiences in aircraft maintenance or aircraft
maintenance management.
Having been trained on the maintenance procedures and maintenance

management procedures stated in Maintenance Management Exposition (MME);
2) In case that AMR Staff belongs to VJC AMO/ contracted AMO, he/she shall be
trained on the maintenance organization procedures manual (MOPM) of VJC/ the
contracted AMO.
c) The signatory of the Certificate of Maintenance Review must be trained, checked and
tested by the Operator for the following:
1) The concepts on airworthiness standards;
2) The content and forms of the certificate of maintenance review and responsibility
of the signatory of the certificate of maintenance review;
3) The content and the procedures to complete the forms, job cards as required in
the aircraft maintenance schedule applied to the related airplane;
4) The organization chart of the system and the aircraft maintenance procedures, the
relevant documents including in the organization exposition together with the
requirements of the organization regarding the implementation of those
procedures;
5) The maintenance supporting systems related to the maintaining of the
airworthiness of the aircraft such as: reliability program, defect control, damage
control, maintenance control, engineering, training and approval, program to
control the modifications;
6) The forms used for the technical log of the aircraft, acceptable deferred defects in
accordance with the MEL or the approved maintenance manuals;
7) The forms used for the implementation of Airworthiness Directives / mandatory
modifications as required by CAAV regarding the relevant type of aircraft.
Note:
1) Training method can be in various form: classroom or briefing.
d) For initial and renewal authorization, the applicant shall submit to TQA Manager/SQA
Director the fulfilled application form (VJC-SSQA-F-107) with relevant training records

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and other documents if needed. Basing on it, TQA Manager/SQA Director will assess
and authorize AMR Staff. AMR Staff Authorization Interview Report form VJC-SSQA-
F-109 shall be used for assessment. Authorization validity is maximum 2 years. List
of authorized AMR Staff (VJC-SSQA-F-108) shall be kept and maintained by TQA.
2.20.5.6 The person entitled to sign the Certificate of Maintenance Review shall only be
allowed to sign such CMR when working with the VJC or maintenance organization that
has a contract signed with the VJC to do the maintenance of the relevant type of
aircraft.
2.20.5.7 Upon issuance of CMR audit report, the corrective action request and audit
follow up shall be followed procedure as per QM 4.5.5.4 and QM 4.5.5.5.
2.20.5.8 After TQA Manager accept corrective action request for all discrepancies found
during maintenance review, the AMR staff will sign on CMR Certificate (form TQAF033)
as completion.
2.20.5.9 Copy of CMR certificate shall be provided to MOC then transferred to PCC for
placing onboard.
2.20.5.10 The certificate of maintenance review shall be submitted to CAAV within COA
Appendix Documents during COA Certificate Renewal Audit.
2.20.6 Archive
a) The copy CMR shall be placed in essential folder in cockpit of aircraft until next CMR
issuance.
b) All CMR records will be kept in Coruson.
c) CMR records shall be provided to CAAV regularly within COA Appendix Documents
during COA Certificate Renewal Audit.
d) AMR Staff records shall be kept and maintained by TQA for a minimum period of 2
years from the date of the AMR Staff leaving the organization.

Iss05/Rev07
CONTRACTOR/ SUPPLIER EVALUATION
MAINTENANCE MANAGEMENT AND CONTROL
2.21 CONTRACTOR/ SUPPLIER EVALUATION AND CONTROL

2.21.1 Purpose
To establish a policy with respect to Contractor, Supplier evaluation and to ensure that
the standards of such organizations are consistent with the standards and requirements
of CAAV and other relevant aviation authorities.
2.21.2 Scope
This procedure covers the evaluation and acceptance/approval of Contractors, Supplier
of tools, aircraft components, materials, parts and services, Calibration organization,
Laboratory to support VJC maintenance activities.
2.21.3 Reference
VAR 4.055(a); 4.075(b); 12.223(b)(10); 12.225(b), appendix 1 to 12.227 (a)(16), VAR Part
20.087
MNT 1.11.5. 1.11.9(i)
2.21.4 Policy
a) VJC uses only products and services provided from contractor/suppliers, who have
been evaluated, approved and controlled according to this procedure, to ensure that
products and services in accordance with applicable standards and regulations.
b) If VJC uses engine or spare part of another AOC holder or uses the contractor for
supplying engine service, spare part or maintenance services. The engine or spare
part installed on VJC aircraft shall be maintained at an organization approved or
accepted by CAAV.
c) VJC may notify CAAV the list of approved suppliers, contractors when required.
TQA Section, Technical Services, Planning, Supply Sections are responsible for the
implementation and compliance with this procedure.
2.21.6 Procedures
2.21.6.1 General requirements
a) Contractor
1) The contractor provides aircraft, engine, aircraft component maintenance services
to VJC and shall be CAAV approved AMO
2) Contractor who are also OEM and approved under FAA part 145, EASA part 145,
UK CAA part 145 may provide maintenance services to VJC when they are
accepted by the CAAV.
3) When VJC has engine, component support program e.g. pooling, maintenance by
the hour, the AMO provide maintenance services to the engine and components
which will be provided and installed on VJC aircrafts shall be accepted by the
CAAV.
4) Contractor may supply material, components with EASA Form 1/ FAA 8130-3/ UK
CAA Form 1/ TCCA - Form 1/ ANAC Form F-100-01/ CAAV Form 1 or other
equivalent authorized release certificate accepted by the CAAV.

Iss05/Rev07
5) TQA Manager will evaluate and approve the Contractor based on list of CAAV
approved/accepted AMO.
b) Supplier:
1) Supplier must have a quality system to control the quality they provide for VJC. It
can as accept ISO 9000 quality system certification, ASA100 certificate from
vendor associations, quality system per the aviation requirements;
2) Parts-dealers, Distributors: Materials, components should be supplied with EASA
Form 1/FAA 8130-3/ UK CAA Form 1/ TCCA - Form 1/ ANAC Form F-100-01/
CAAV Form 1 or other equivalent authorized release certificate accepted by the
CAAV.
3) Engine/APU/LDG lessors shall provide business certificate or equivalent
document to show lessor has good control of leased engine/APU/LDG, FAA 8130-
3/EASA Form 1/UK CAA Form 1/TCCA Form 1/ CAAV Form 1of the leased
engine/APU/LDG, storage document.
Note: Under FAA rules a “certified true copy” of Form 8130-3 can be issued
4) The candidate Supplier shall submit all applicable documents to TQA Manager
directly or through Supply Section. TQA Section is responsible for carrying out
evaluation and makes response to Supplier.
c) Other non-aircraft maintenance services
The contractors provide services such as tool calibration, DFDR/CVR read out,
Laboratory/Institute services (e.g. analyze contamination of hydraulic/oil fluid, water
ingredient, metal particles, etc.) shall have certificate of business registration that
indicate operation scope and other equivalent approval.
TQA Manager shall approve such kind of contactors when satisfied requirements.
2.21.6.2 Initial Evaluation Procedure
a) AMO direct approval by the CAAV
Technical Services, Planning or Supply Section shall notify TQAD relevant information
of AMO in order to proceed evaluation and approval.
The TQAD shall provide application form and questionnaire to AMO. The AMO intends
to become VJC approved contractor shall return the following documents:
1) Fulfilled and signed Contractor Application And Evaluation Questionnaires form
VJC-SSQA-F-103;
NOTE: The mentioned form shall continuously be revised by TQA to include and
be in conformance IOSA Standard Manual ISARPs MNT Section 4.
2) In addition, other supporting documents:
i. CAAV AMO approval certificate CAAV Operations Specification;
ii. FAA/ESA part 145 approval certificate and Approval schedule/Ops Spec;
iii. CAAV/EASA/FAA approved capability list;
iv. Roster (certifying staff list);
v. MOE/RSQCM;
vi. Quality manual or equivalent document.

Iss05/Rev07
Base on submitted documents, TQA Manager shall do evaluation on the

capabilities of that AMO to make sure that they meet VJC requirements.
3) On site audit of aircraft line and base maintenance AMO for initial approval shall
be conducted by TQA after VJC sign maintenance contract.
4) When necessary, TQA Manager may perform on-site audit at the premise of the
engine and component AMO.
5) Upon satisfactory above requirements, TQA Manager will approve AMO as VJC’s
contractors then update to VJC Approved Contractor list.
b) OEM’s AMO
In case of the OEM’s AMO has not been approved by the CAAV but VJC need to use
their maintenance services. The Technical Services, Planning or Supply Section shall
request such AMO to provide FAA/EASA part 145 approval certificate and its Approval
schedule/Ops Spec, approved Caplist, roster (Certifying staff list).
Such documents shall be reviewed by the TQAD and submitted to the CAAV for
validation and acceptance of AMO.
c) AMO provide maintenance services under component pooling, maintenance by the
hour, or component repair management contracts.
The AMO provide maintenance services to engine, components which will be provided
and installed on VJC aircrafts under pooling, maintenance by the hour, or component
repair management contracts must be approved be accepted by the CAAV.
The Technical Services, Planning or Supply Section shall request provider who has
contract with VJC to provide list of his contracted AMO. Each AMO need to provide
FAA/EASA part 145 approval certificate and its Approval schedule/Ops Spec,
approved Caplist, roster (Certifying staff list).
Such documents shall be reviewed by the TQAD and submitted to the CAAV for
validation and acceptance of AMO.
d) Contractor provide non-aircraft maintenance services
Technical Services, Planning or Supply Section shall notify TQAD relevant information
of AMO in order to proceed evaluation and approval.
The TQAD shall provide application form and questionnaire to organization. They shall
return the following documents:
1) Contractor Application And Evaluation Questionnaires form VJC-SSQA-F-103
2) In addition, other supporting documents:
i. Certificate of bussiness registration that indicate operation scope of work
ii. ISO 9000 quality system certification when appropriate;
iii. Quality manual or other equivelant approval.
The TQA Manager shall evaluate the organization’s capabilities. The initial evaluation
is mainly based on documents submitted by organization
e) Supplier
1) The Organization intends to become VJC approved supplier shall send to VJC
TQA Section the following documents:

Iss05/Rev07
i. Contractor Application And Evaluation Questionnaires form VJC-SSQA-F-103

for contractor;
ii. Supplier Application And Evaluation Questionnaires form VJC-SSQA-F-104
for supplier;
iii. Quality manual or equivalent manual;
iv. Other certifications: ISO 9000 quality system certification, ASA100 certificate
or equivalent certification.
2) The TQA Manager shall evaluate the organization’s capabilities. The initial
evaluation is mainly based on documents submitted by organization and/or the
Contractor Self-Assessment.
3) When necessary, TQA Manager may perform on-site audit at the premise of the
supplier.
4) VJC accepts below type of supplier without further assessment as per MME
2.21.6.2.e.1) to 2.21.6.2.e.3):
i. Aircraft and engine manufacturers;
ii. Tool & equipment manufacturers;
iii. Original manufacturers of components, materials and/or OEM’s authorized
dealers;
iv. Supplier to aircraft/ component manufacturers listed in one of the following
documents:
− Vendor Information Manual or Vendor Directory of manufacturer of aircraft,
engine;
− Illustrated Part Catalogue (IPC), Consumable Material List (CML),
Component Maintenance Manual (CMM);
− Structural Repair Manual (SRM); Aircraft Maintenance Manual (AMM);
− Service Bulletin (SB) issued by manufacturer
v. Organization authorized by manufacturers of aircraft/ engine/component.
vi. Airlines are evaluated and approved by IATA under IOSA standards or CAAV
vii. AMOs are recognized by EASA/FAA/CAAV approved certification
Supply Section or Tech Services Section or Planning Section shall provide
evidences of status of above suppliers if required by TQAD.
2.21.6.3 Contractor/Supplier Audit (At the Premise of The Contractor/Supplier)
a) If necessary, the TQA Manager determines a Contractor/supplier audit at the premise
of the Contractor/supplier. The lead auditor is appointed by the TQA Manager.
b) The Audit Notice (Form VJC-SQA-F-003) is sent to organization. The audit will be
performed follow the checklist prepared by auditors.
c) Once Contractor audit finished, the lead auditor sends an Audit Report (form VJC-
SQA-F-007) to the organization. The related Corrective Action Request (form VJC-
SQA-F-008A) also provided to organisation.

Iss05/Rev07
d) The Contractor must inform VJC TQA Section in written form and ensure that all non
-conformities were corrected. The audit team may carry out on site verification if
needed. The result of audit is notified to the TQA Manager.
e) Refer MME Chapter 3.1 for detail of audit process.
2.21.6.4 Contractor/Supplier Approval and Certificate Issuance
a) TQA Manager will issue certificate of approval (Form TQAF038) to supplier.
b) For the contractor, TQA does not issue approval certificate since it has been
approved/accepted by CAAV. The Letter of acceptance (form TQAF023) shall be
issued and provided to contractor as notification.
c) The approved supplier list (form TQAF040) and approved contractor list (form
TQAF041) shall be submitted to SQA Director and Accountable Manager or his
delegate for approval.
d) Approved contractor, supplier lists shall only be updated, amended and revised every
month by the TQA Section. TSE, Planning, Supply Section shall be informed for any
change in list. TQA registers approved contractor/supplier into AMOS.
e) Approved Contractor/supplier list shall contain the following information:
1) A register number assigned by TQA Section to each approved
Contractor/Supplier.
2) Name of each Contractor/supplier and its address.
3) Type of Contractor.
4) Certificate number assigned by the CAAV as applicable
5) Limitation and expiry date of the Contractor/supplier approval.
6) The expiry date for contractor is based on CAAV approval, and for supplier is
based on its quality certificate but may not exceeds 36 months.
2.21.6.5 One-Off Approval
In some special cases, such as aircraft end of lease, AOG situation, TQAM may evaluate
to issue one-off approved for organization base on organization record submitted by
Technical Services, Planning or Supply Section. This contractor/supplier is not list in
Approval list. In any case, contractor shall be CAAV approved/ accepted AMO.
2.21.6.6 Renewal/Re-Approval
The Technical Services, Planning or Supply Section should notify the Contractor/supplier
of expired date one month before due date. The Contractor/supplier should send
application to TQAD for renewal or re-approval.
a) Contractor
Refer paragraph 2.21.6.2.a) to d) above for process.
b) Supplier
Refer paragraph 2.21.6.2.e) above for process

Iss05/Rev07
2.21.6.7 Quality Monitoring

a) The Supply Section is responsible for acceptance/inspection of products and
materials supplied by Contractor/Supplier in accordance with incoming inspection
procedures.
b) The Supply Section is responsible for creating a supply monitoring system.
Discrepancies/rejection must be reported to TQA Section.
c) Engineering Department shall monitor contractor’s activities and report discrepancies
to TQAD.
d) Refer MME 3.6 for details information.
2.21.6.8 Cancellation
a) If Contractor violated supply in the contract, Technical Services, Planning or Supply
Section should give a warning in written to that Contractor and inform to TQA Section.
b) If Contractor violated supply and contract continuously without remedial actions or
supply contract is violated severely such as: the quality is not conformity; delivery date
is delayed which cause damage to VJC maintenance activities, the Contractor is
rejected. TQA Section should inform the Contractor of rejected reason.
c) When contractor fails to fulfil the requirements, TQA Section will remove the contractor
from the Approved Contractor List thus no further maintenance task can be
contracted. The Approved Contracted List shall be revised and submitted to SQA
Director, Accountable Manager for approval
2.21.6.9 Audit frequency
Frequency of audit is based on annual audit plan.
2.21.6.10 Record
a) All documentation related to assessment and approval of contractor; supplier shall be
retained in TQA Section.
b) The list of all approved suppliers and contractors is kept on AMOS system and in the
TQA office as back-up.

Iss05/Rev07
AIRCRAFT IN-SERVICE INFORMATION
MAINTENANCE MANAGEMENT REPORT
2.22 AIRCRAFT IN-SERVICE INFORMATION REPORT

2.22.1 Purpose
To establish procedure to provide CAAV a VJC’s fleet in-service monthly report.
This procedure applies for reporting of required information of VJC fleet
2.22.3 Reference
VAR Part 12.075, Appendix 1 to 12.075
MNT 2.12.1
a) Technical Services, Planning Sections shall be responsible for providing of required
data.
b) Safety Manager is responsible for reporting of VJC fleet in-service information in
monthly basis.
2.22.5 Procedure
Technical Services, Planning Sections retrieve information and provide to Safety Manager
before 17th day of each month or as required by SQA. The required information are as
follows:
a) Total actual operating hours of each aircraft.
b) The total number of planned maintenance task (Scheduled) and the total number of
actual days of aircraft on ground to perform maintenance tasks on each aircraft that
is on operation.
c) The total number of unplanned maintenance task (Unscheduled) and the total number
of actual days of aircraft on ground to perform maintenance tasks on each aircraft that
is on operation.
d) The total times and total days the aircraft is AOG for technical reasons on each aircraft
e) Number of concessions extended maintenance period (Variation) applies to each
aircraft that is in operation and equipment installed on that aircraft.
NOTE: TQA Section shall provide item e) above
Fleet monthly report must be prepared by Safety Manager and submit to
CAAV before the 17th day of each month.

Iss05/Rev07
AIRCRAFT IN-SERVICE INFORMATION
MAINTENANCE MANAGEMENT REPORT

Iss05/Rev07
MAINTENANCE OF PBN (RNAV AND RNP)
MAINTENANCE MANAGEMENT EQUIPMENT
2.23 MAINTENANCE OF PBN (RNAV AND RNP) EQUIPMENT

2.23.1 Purpose
To establish policy and procedure to maintain approval of PBN including RNAV 10, RNP-
10, RNAV 5 (B-RNAV), RNP 4, RNAV-2, RNP 2, RNAV-1, RNP 1 and RNP APCH.
a) The aircraft used for PBN operations shall be maintained in accordance with the
procedure as set forth by the manufacturer in the Aircraft Maintenance Manual (AMM)
and VJC Maintenance Program.
b) The VJC Maintenance Program provides the policies, procedures and documents
used by VJC and its maintenance provider/line station handling company for the
maintenance of aircraft for PBN operations.
c) Compliance to this maintenance program ensures the continued level of performance
and reliability of the corresponding airborne equipment/systems to maintain the
aircraft qualification for PBN operations.
Refer to the VJC Operation specification approved by CAAV for the PBN authorization
and the list of VJC aircraft authorized for PBN operations.
2.23.4 Reference
VAR Part 12.033(a)(2);
CAAV AC 10-009, A320/A321/A330 FCOM, A320/A321/A330 MEL, A320/A321/A330
AFM.
MME 2.1
a) Technical Services Section: Ensuring that the VJC aircraft meet the requirements,
equipment configuration and maintenance to remain in compliance with PBN
operation standards.
b) Maintenance Operation Center (MOC): Ensuring that aircraft MEL application is
consistent with PBN operation standards.
c) Safety and Quality Assurance: assessing the procedures implementation through
annual audit.
d) Reliability Section is responsible for assessing and reporting the reliability of the
systems related PBN equipment.
e) Technical Training Section is responsible for development training syllabus and
providing of training to engineering staff and contracted maintenance certifying staff.
f) TQA Manager is responsible for approval of training syllabus and instructors.
2.23.6 Introduction
The continuous development of airspace led to increasing the aircraft density, so it is
necessary to optimize space. To achieve this by upgrading the space controlling
management system, using advanced technology in connection, navigation and
observation. Performance Based Navigation (PBN) is a new navigation technology, which
improves the accuracy of navigation, optimizes air space, and increase the density of
aircraft in a fixed space. This method guides the navigation equipment on aircraft

Iss05/Rev07
maximally. PBN includes area navigation (RNAV) and required navigation performance
(RNP), in which:
a) Method: Area Navigation (RNAV): can be defined as a method of navigation that
permits aircraft operation on any desired course within the coverage of station-
referenced navigation signals or within the limits of a self-contained system capability,
or a combination of these.
b) Method: Required Navigation Performance (RNP) a navigation specification that
includes a requirement for on-board navigation performance monitoring and alerting
is referred to as an RNP specification
c) The RNP types: The expression 'X' (where stated) refers to the lateral navigation
accuracy in nautical miles, which is expected to be achieved at least 95% of the flight
time by the population of aircraft operating within the airspace, route or procedure.
2.23.7 System Description
a) RNAV/ RNP Equipment list for VietJet aircraft fleet are listed in the following table:
1) Required RNAV 10 / RNP 10 and RNAV 5 equipment:
AIRCRAFT TYPE A320/A321/A330
PBN:
RNAV 10 / RNP 10 and RNAV 5 (B-RNAV)
Minimum Equipment Requirements
RNAV 5 (B-RNAV) RNAV 10 / RNP 10
1 FMGC 2 FMGCs
1 MCDU 2 MCDUs
1 GPS or 01 DME to update the FM 1 GPS if the flight time outside radio
position navaid coverage is longer than:
- 6.2 hr from the time of IRS ground
alignment.
- 5.7 hr from the time of the last FM
position update.
1 IRS 2 IRS
2 NDs (the temporary display of ND 2 NDs (the temporary display of ND

information via the PFD switch is permitted information via the PFD switch is permitted
on one side) on one side)

Iss05/Rev07
2) Required RNAV 1 and RNP 1 equipment:

PBN:
RNAV 1 (P-RNAV) and RNP 1
RNAV 1 RNP 1
1 FMGC 1 FMGC
1 MCDU 1 MCDU
1 GPS or 1 DME to update the FM
1 GPS
position
2 IRS 2 IRS
1 FD in NAV mode 1 FD in NAV mode
2 NDs (the temporary display of ND 2 NDs (the temporary display of ND
information via the PFD/ND switch is information via the PFD/ND switch is
permitted on PM side) permitted on PM side)
3) Required RNAV 2 and RNP 2 equipment:

PBN:
RNAV 2 (P-RNAV) and RNP 2
RNAV 2 RNP 2 RNP 2
IN DOMESTIC AREA IN OCEANIC AND
REMOTE
CONTINENTAL AREA
2 FMGC (or one FMGC
1 FMGC 1 FMGC and one BACK UP
NAV)
1 MCDU 1 MCDU 2 MCDU
1 GPS or 1 DME to
1 GPS 1 GPS
update the FM position
2 IRS 2 IRS 2 IRS
1 FD in NAV mode - -
2 NDs the temporary 2 NDs (the temporary 2 NDs (the temporary
display of ND display of ND display of ND
information via the information via the information via the
PFD/ND switch is PFD/ND switch is PFD/ND switch is
permitted on PM side) permitted on PM side) permitted on PM side)

Iss05/Rev07
4) Required RNP 4 equipment:

PBN:
RNP 4
2 FMGC (or one FMGEC and one BACK UP NAV)
2 MCDU
2 IRS
1 GPS
2 NDs (the temporary display of ND information via the PFD/ND switch is
permitted on PM side)
5) Required RNP APCH equipment:

PBN:
RNP APCH or RNAV(GNSS) or RNAV(GPS)
1 FMGC
1 GPS
1 MCDU
2 IRS
1 FD
1 PFD on the PF side
2 NDs (the temporary display of ND information via the PFD/ND switch is
permitted on the PM side)
2 FCU channels
b) The list of minimum equipment list for dispatch (MEL):

To meet the requirements of PBN operation, the MEL specifies the PBN equipment
or system that must be operational.
To ensure the reliability requirements of PBN systems and the level of importance and
reliability of RNP systems are mentioned in the document MEL. VJC’s A320/A321/A330
MEL has been fully updated in regards to items relevant to PBN.
2.23.8 PBN Maintenance Program
a) Airbus aircraft do not require special maintenance for PBN RNP (RNAV) equipment

Iss05/Rev07
b) The equipment related to this program is maintained by the frequency and standard
scope of the manufacturer using the approved AMP (MPD).
2.23.9 Equipment Management / Configuration
a) The relevant equipment: navigational equipment, including the VOR receiver, DME,
GPS, FMC, IRS and MCDU.
b) To maintain high reliability, the equipment installed on the aircraft must comply with
the IPC (PBN eligible).
c) Technical Services, Planning Sections monitors AD/SBs and other documents from
manufacturers related to PBN operation and accordingly modifies PBN maintenance
program if applicable. Technical Services, Planning Sections also need to timely
update PBN maintenance procedure and inform these modifications to Flight
Operations Department, Supply Section, Technical Quality Assurance Department,
Flight Ops Department and contracted maintenance organizations.
2.23.10 Equipment Inspection and Quality Monitoring
The devices and tools used to maintain the related system RNP must satisfy:
a) Use only test equipment as specified in approved manuals.
b) The test equipment must be calibrated periodically.
c) Periodic calibration in accordance with manufactures recommendations.
d) Compliance with the technical process.
2.23.11 Requirements for Maintenance Training PBN
a) The technical staff must be trained in PBN maintenance, including initial training and
continuation training.
b) PBN training program is approved by CAAV during application for PBN operation
approval.
2.23.12 Maintenance Procedures
Contracted maintenance is responsible for ensuring:
a) Control of maintenance PBN - RNP (RNAV) Procedures:
1) Check the status of PBN - RNP (RNAV) before aircraft are in operation, including:
− Reports from pilots about failing equipment and PBN - RNP (RNAV) systems;
− Aircraft has no PBN - RNP (RNAV) related problems and any related defects
are closed;
2) Control / monitor the status of the systems PBN - RNP (RNAV) of the aircraft:
Based on the criteria set out in the document MEL, FCOM / OM/ QRH. Certifying
staff approved to coordinate flight crew and responsible for determining if the
aircraft can be operated or not- operated in next flight for PBN - RNP (RNAV)
operations.
2.23.13 Downgrade of PBN
PBN - RNP (RNAV) Navigation System defect that cannot be corrected before aircraft
dispatch

Iss05/Rev07
2.23.13.1 Applicable for ETLB

a) The defect shall be recorded in Open item list of Technical log. New defect shall be
created when:
• or Certifying staff enters “New Work Order” data on ETLB with Maintenance
mode.
b) Certifying staff shall defer Workorder and enter the data in the action text in ETLB
workorder detail with the statement: “NON PBN - RNP (RNAV) OPERATION.
c) Just after complete the ADD log, certifying staff shall synchronize data to Master
device and certifying staff should also advise MOC on the new status of the aircraft.
d) MOC should be immediately notified about the defect and PBN – RNP (RNAV)
downgrade by Certifying staff/ Contracted AMO/ VJC PCC.
Note:
The above “PBN - RNP (RNAV)” can be RNAV 10 / RNP 10 or/and RNAV 5 (B-
RNAV) or/and RNP 4 or/and RNAV 2 (P-RNAV) or/and RNP 2 or/and RNAV 1 (P-
RNAV) or/and RNP 1 or/and RNP APCH.
e) Upon notification of the aircraft's PBN status, MOC will inform OMC about this status
to coordinate operation.
2.23.13.2 Applicable for Paper-Based Aircraft Technical Log
a) Add the phrase “NON PBN - RNP (RNAV) OPERATION” in the ACTION TAKEN
column of the Technical Log after statement about defect rectification;
b) Raise an ADD and open a NTC as per normal procedure, adding the phrase that
“NON PBN - RNP (RNAV) OPERATION”; circle YES in the “OPS LIMIT” box in the
ADD log;
Note:
The above “PBN - RNP (RNAV)” can be RNAV 10 / RNP 10 or/and RNAV 5 (B-
RNAV) or/and RNP 4 or/and RNAV 2 (P-RNAV) or/and RNP 2 or/and RNAV 1 (P-
RNAV) or/and RNP 1 or/and RNP APCH.
c) Brief Flight Crew of any possible performance limitations.
d) MOC should be immediately notified about the defect and PBN – RNP (RNAV)
downgrade by Certifying staff/ Contracted AMO/ VJC PCC;
Upon notification of the aircraft's PBN status, MOC will inform OMC about this status
to coordinate operation
2.23.14 Upgrade of PBN System
When PBN - RNP (RNAV) related defect has been corrected and the aircraft can be
verified to return PBN operations for the next flight:
2.23.14.1 Applicable for ETLB

Iss05/Rev07
a) CRS should clear the MEL defect, choose “Add Action to Last Work step” button and
enter the data in the action text in ETLB workorder detail with the statement: "A/C
RETURN TO PBN - RNP (RNAV)" in Technical Log to inform Flight Crew or
Maintenance Personnel.
Note: The above “PBN - RNP (RNAV)” can be RNAV 10 / RNP 10 or/and RNAV 5
(B-RNAV) or/and RNP 4 or/and RNAV 2 (P-RNAV) or/and RNP 2 or/and RNAV
1 (P-RNAV) or/and RNP 1 or/and RNP APCH.
b) Certifying staff shall close workorder and then Aircraft Downgrade/Limitation is
cleared;
c) MOC should be immediately notified about MEL rectification and RNP status by
Certifying staff/ Contracted AMO/ VJC PCC;
d) Upon notification of the aircraft's PBN status, MOC will inform OMC about this status
2.23.14.2 Applicable for Paper-Based Aicraft Technical Log
a) CRS should clear the MEL defect and make a clear statement "A/C RETURN TO PBN
- RNP (RNAV)" in Technical Log to inform Flight Crew or Maintenance Personnel;
Note: The above “PBN - RNP (RNAV)” can be RNAV 10 / RNP 10 or/and RNAV 5
(B-RNAV) or/and RNP 4 or/and RNAV 2 (P-RNAV) or/and RNP 2 or/and RNAV
1 (P-RNAV) or/and RNP 1 or/and RNP APCH.
b) Clear related NTC;
c) MOC should be immediately notified about MEL rectification and RNP status by
Certifying staff/ Contracted AMO/ VJC PCC.
d) Upon notification of the aircraft's PBN status, MOC will inform OMC about this status

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2.23.15 RNP (RNAV) Maintenance Training Course
Title Required Navigation Performance
This course is designed to provide the knowledge of RNP (RNAV)

Description
requirement for aircraft maintenance personnel
Upon completion of the course, the trainee will be able to have

Objectives
knowledge of RNP(RNAV) requirement
• Initial Training (est.): 6 hours

Duration
• Recurrent training (est.): 3.5 hours.
Refer to AC 10-009, paragraph 5.3.1, the course content should include the following
subjects:
No. Description Duration (hour) Duration Reference

for initial (hour) for Documents
training recurrent
training
1 MME 2.23.6,
Operational concepts, Aircraft
types and systems affected, 2.0 1 MME 2.23.7,
including specific aircraft Systems
MME 2.23.9
2 Manual or technical reference AMM, MEL, MME,

0.25 0.125
availability and use LMM
3 Tools or test equipment to be used 0.25 0.125 MME 2.23.10
4 MME 2.23.9,
Quality control 0.25 0.125
MME 2.23.10
5 Methods for testing and return to MME 2.23.12

0.75 0.375
service
6 MME 2.23.7,
Minimum Equipment List (MEL) MME 2.23.12,

0.25 0.125
application and signed off required MME 2.23.13,
MME 2.23.14
7 General information about where MME 2.23.5

to get technical assistance as
0.25 0.125 MME 2.23.13,
necessary coordination with other
organization within VJC MME 2.23.14
8 Procedures for the use of outside MME 2.21

0.25 0.125
vendors or vendor’s parts

Iss05/Rev07
9 Procedures to ensure tracking and MME 1.6.7

control of components that are
LMM 2.22
“swapped” between systems for
0.25 0.125
trouble shooting when systems
discrepancies cannot be
duplicated.
10 Procedures to assess, track, and MME 2.23.9

control the accomplishment of
changes to components or 0.25 0.125
systems pertinent to PBN (AD,
SB…)
11 Procedures to record and report MME 2.23.12

PBN operation(s) that are
MME 2.23.13
discontinued/ interrupted because 0.25 0.125
of system(s) malfunction. MME 2.23.14
12 Procedures to install, evaluate, AMM including NAV

control, and test system and DATABASE
component software 0.5 0.25 UPDATE, IPC
changes, updates, or periodic
updates.
Procedures related to the MEL
13 VJC MEL
remarks section use which identify
PBN related systems and
0.25 0.125
components, specifying
limitations, upgrading and
downgrading.
Procedures for identifying PBN
14 MME 2.24
related components and systems
as “RII” items, to provide quality 0.25 0.125
assurance whether performed in
house or by contract vendors.
15 VJC maintenance
Case study N/A 0.5
activities
Total time 6 hours 3.5 hours
Prepared by: Date:
Approved by: Date:

Iss05/Rev07
a) The training material shall be reviewed and approved by Technical Training Manager,
and the training syllabus shall be reviewed and approved by TQA Manager.
b) The VJC operator and contracted maintenance organizations have to conduct initial
engineering staff who works directly or indirectly on aircraft such as TSE, maintenance
planners, mechanics, certifying staff, MOC staff, maintenance inspectors, quality
control staff, quality assurance staff, reliability staff, store inspectors and store
controllers.
c) The continuation training shall be given annually to involved person.
d) The training method can be classroom or online training. Classroom training shall be
conducted by authorized instructor.
e) Attendant records shall be kept by Technical training manager for control and
monitoring training status of involved personnel.

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DUPLICATE INSPECTION
2.24 DUPLICATE INSPECTION

2.24.1 Purpose
To establish the requirements for conducting Duplicate Inspections of Required
Inspection Item (RII) on aircraft control systems that have been disturbed.
To establish the requirements for certifying staff who conduct inspection of RII on VJC
aircraft.
2.24.2 Scope
This procedure applies to all maintenance activities on VJC aircraft in both line and base
maintenance.
2.24.3 Reference
VAR 12.255, Appendix 1 to 12.227(a) (18), AC 05-002.
The Technical Services, Planning Sections, contracted maintenance organization and
certifying staff are responsible for compliance with the requirements in this
procedure.
2.24.5 Procedure
2.24.5.1 Principle
Reference: Appendix 1 to 12.227(a)(18)(ii)
a) In order to ensure the maintenance quality, quality inspections shall be carried out for
all maintenance performed on aircraft and aircraft components. It is generally
sufficient when the person who has performed the work checks on his/her own to
ensure that the work conforms to the requirements.
b) For certain work, a duplicate inspection (also called as second inspection) is also
required. This shall be carried out, during individual work step or when the work is
completed, by another person who has the inspection authorization. The task that
requires compulsory duplicate inspection is defined as Required Inspection Item (RII).
c) Required Inspection Item (RII) is maintenance task upon completion shall be
inspected and certified by an appropriately authorized engineer and not directly
performed the tasks. Maintenance tasks required duplicate inspection include
maintenance if not performed properly or if improper parts or materials are used could
result in endangering the safe operations of the aircraft.
d) Previous experience of maintenance errors and/ or information arising from an
“Occurrence Report System” are taken into account and evaluated as RII.
2.24.5.2 Establishment of Required Inspection Item (RII)
a) All the maintenance tasks of the aircraft operated by VJC shall be individually
assessed according to the following criteria in order to determine the applicability of
RII:
1) The effect of incorrect implementation/non-implementation on the airworthiness
and operation of the aircraft.
2) The possibility of incorrect implementation.
b) The effects shall be classified as follows:

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Iss05/Rev07
1) Minor effects - minor to moderate damage or subsequent damage with

corresponding operational faults.
2) Moderate effects - major damage, subsequent damage or serious operational
effects such as aborted take-off.
3) Major effect -the defect that can cause an accident or endanger life, or, loss of
airworthiness because an aviation authority requirement was not implemented.
c) The following factors shall be taken into account when assessing the possibility of
incorrect implementation of work. If none of these conditions apply, then the possibility
of incorrect implementation is low:
1) Qualification - a qualified employee is working at the limits of his qualification.
2) Tools and Equipment - tools and equipment are difficult to handle and using.
3) Implementation of the work - the work is complex, and has to be performed in
poorly accessible areas or with tight tolerances.
4) Materials - the material used is difficult to process or handle.
d) The diagram below shows how the individual assessments are analyzed jointly in
order to determine the RII applicability in accordance with the criteria described in this
section
Effect Possible of
Incorrect
Implementation
Low High
Major RII RII

Moderate Not RII RII
Minor
Not RII Not
RII
e) In addition, all working steps of AD shall be evaluated per above diagram. The most
critical working task(s) in each related Engineering Order (EO), Structure Repair Order
(SRO) must also be assigned as RII.
2.24.5.3 Control of RII
a) Scheduled maintenance
1) The VJC’s Aircraft Maintenance Program (AMP) for each aircraft type operated by
VJC contains a list of RII for schedule maintenance tasks.
2) The maintenance Task Card (TC) shall be identified “DUPL.INSP” for the RII
scheduled maintenance task.
3) When preparing the EO, SRO the Tech service engineer shall determine the RII
applicability in accordance with the RII List and assessment as per 2.24.5.2 and
make a note “Required Duplicate Inspection” in related individual maintenance
work step.

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4) The Work Order (WO) shall be identified “Dupl. Insp” if there is a requirement for
duplicate inspection in related TC, EO.
5) List of RII tasks shall be prepared by Planning and kept together in work package
in order to facilitate arrangement of appropriate manpower to perform duplicate
inspection.
6) The WO, TC, EO shall be reviewed by the contracted AMO in order to ensure that
the RII task required second inspection have been appropriately distinguished and
identified.
b) Non-routine maintenance
1) RII list also provide a ready RII reference for the non-routine maintenance tasks
that require duplicate inspection by authorized staff. The discrepancies shall be
recorded in Technical log book or Non-routine card and reviewed to determine the
RII applicability in accordance with the RII List before any corrective action is
taken.
2) The assessment describes in paragraph 2.24.5.2 shall be considered for item is
not in RII List.
3) Contracted AMO may have its procedures that exceed VJC requirements but the
requirements listed in this procedure are considered as a minimum.
c) Other requirements
In the case a task is not identified as RII, and approved maintenance data or authority
requires specific actions (e.g. verification action, visual inspection before close up…)
that need second inspection, said requirements shall be complied with.
2.24.5.4 Requirement for RII staff
a) Reference: VAR part 12.255(a)(b)(d), Appendix 1 to 12.227(a)(18)(iii)(x)
b) The authorized staff who conduct duplicate inspection of RII shall meet the
following conditions:
1) Be a certifying staff B1, B2.
2) Been trained VJC duplicate inspection (RII) procedure.
c) It shall be the responsibility of each authorized staff to be familiar with the current
RII List, the scope of his inspection authority and responsibility and shall be
conversant with RII policies and procedures.
d) The authorized staff performing inspection of RII task on VJC aircraft shall be
authorized by the VJC Technical Quality Assurance Manager or his designated
person via Form VJC-SSQA-F-105 (for Line Contracted AMO) or Form VJC-
SSQA-F-106 (for Base Contracted AMO). The contracted AMO shall maintain a
roster that list its certifying staff, RII inspectors. Overall, contracted AMO shall
monitor, control and maintain such list which basically contains: name of
authorized personnel, stamp number and/or signature, authorization/limitation
regarding the RII list and type of aircraft or work involved.
e) This listing shall be made available for inspection by the CAAV on request.

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2.24.5.5 Performing
Reference VAR Part 12.255.(c); Appendix 1 to 12.227.(a)(18)(iii).(iv).(v).(viii)
a) The RII task shall be performed by a certifying staff, and inspected by an authorized
staff. The inspection performed by an authorized staff shall be in compliance with
his/her category of specialty (aircraft, power plant, avionics, etc.).
NOTE: No person may perform a second inspection if he performed the item of work
required to be inspected.
b) Inspection method described in RII list shall be applied for respective tasks by
authorized staff.
c) If an authorized staff finds an unsatisfactory result of an RII task, he/she shall not sign
off the task. After appropriate action has been taken to correct the discrepancy, the
task shall be re-inspected and signed off by authorized staff (buy-back procedure).
Refer paragraph 2.24.5.6.d) for details.
d) In the case the inspection of RII tasks which are not completed, as a result of shift
changes or similar work interruptions shall be handled in accordance with the
contracted AMO approved handover procedures to ensure that said work are properly
monitored and completed before the aircraft is released to service.
2.24.5.6 Sign Off
a) The RII task shall contain two certifications; one from a certifying staff who performed
the work, and another from an authorized staff who performed the second inspection.
The certification consists of signature and stamp (writing of authorization number can
be used instead of stamp).
b) Defect rectification, inspection, replacement related to RII task during line
maintenance shall be recorded and signed off in Aircraft Technical log book. Second
inspection shall be also signed off in the aircraft Technical Log and has a cross-
reference to the work performed to assist in the traceability of the performed task and
second inspection, and to prevent any ambiguity.
1) The RII task shall be recorded in ETLB Open item list. New RII shall be created
when certifying staff enters “New Work Order” data on ETLB with Maintenance
mode
2) Certifying staff shall choose “Add action - Independent Inspection required” button,
enter the data in the action text & Inspection Text in ETLB workorder detail with
the statement: “REFER WO NUMBER YYYYYYY, DUPLICATE INSPECTION
REQUIRED” and RII TASK DESCRIPTION.
3) Just after complete the RII task required, certifying staff shall synchronize data to
Master device and certifying staff should also advise about new opened RII
required.
4) RII staff shall choose “Add Action to Last Work step” button, enter the data in the
action text in ETLB workorder detail with the statement: “SECOND INSPECTION
CARRIED OUT” and then Close Work order of this item.
5) Just after complete the Duplicated inspection, certifying staff shall synchronize
data to Master device and certifying staff should also advise about the status of
RII task.

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c) For scheduled maintenance, worksheets e.g. WO, EO, TC, NRC are required for
second inspection certification. Second inspection certification in Technical log is not
required for individual scheduled TC. Where individual work steps in worksheet that
required second inspection, said work steps are required two certifications.
d) If an authorized staff assigned to perform an inspection is not satisfied that the work
has been performed or completed properly, he/she shall:
1) Request for rework the appropriate maintenance steps to correct discrepancy.
Work is not allowed to proceed to the next step until the previous step is
satisfactorily performed.
2) Re-inspect (buy back) the appropriate maintenance steps and sign off when
satisfied.
The AMO buy back procedure will be utilised in this circumstance.
2.24.5.7 RII List (aircraft type specified)
Reference Appendix 1 to 12.227(a)(18)(ii)
The table below is list of RII for A320/A321/A330. For the maintenance tasks that are not
included in the list, make assessment based on criteria described in 2.24.5.2.
This list shall be accessibility and visibility to all maintenance personnel of contracted
AMO.
Method of inspection
ATA RII
required
All Tasks or work steps are required second inspection called Perform as specified in
out by approved data (e.g. AMM), EO, SRO. maintenance data
Any major modification and major repair of any part of
aircraft. Perform as specified in
All
1. All working steps shall be assessed per paragraph worksheet.
2.24.5.2.d).
08 Leveling and weighing
Verify scale reading,
Aircraft weighing and balance.
computations.
12 Servicing
Engine Air Turbine Starter (ATS) Witness added
1. Oil replenishment quantity of oil.
Engine Air Turbine Starter (ATS) Witness drained
1. Drain and replenish oil. quantity of oil.
25 Equipment and furnishing
Evacuation Slide/ slide raft Verify for proper
1. Slide/ slide raft removal/installation, girt bar installation,
removal/installation. reconnection and/or
rigging.

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Verify all maintenance

safety pins/locks are in
place prior to removal
26 Fire protection
Verify for proper
Installation of fire extinguishing bottles: installation,
1. Engine reconnection of all
2. APU interface connectors.
3. Cargo Witness applicable
tests.

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27 Flight control
Aileron system:
1. Aileron servo control installation. Y
2. Aileron surface replacement installation/adjustment.
Spoiler system:
1. Spoiler servo controls installation. Y
2. Spoiler surface replacement installation/adjustment.
Flap/Slat system:
1. Any disturbance, installation of the flap/slat
transmission including:
- Gearboxes, Bearing Assemblies, Torque Shafts,
Actuator/Lever Assemblies and Torque Limiters.
- Flap Carriages, Slat Tracks and Guide Roller
Assemblies
2. Flap/Slat surface installation/ adjustment.
3. Power Control Unit (PCU) and attached LRU’s e.g.
Y
Hydraulic Motor, Valve Block, Pressure-off Brake
installation.
4. Feedback Position Pick-off Unit (FPPU) installation.
5. Flap/Slat Control Lever, Command Sensor Unit (CSU)
installation.
6. Interconnecting Strut installation.
7. Wing Tip Brakes installation.
8. Asymmetry Position Pick-off Unit (APPU) Connector
installation.
Trimmable Horizontal Stabilizer (THS) system:
1. Any disturbance, installation of the THS mechanical
control system.
Y
2. THS surface installation/ adjustment.
3. THS Actuator or attached LRU’s e.g. Actuator, Motor,
Pressure-off Brake, Pitch Trim Actuator installation.
Elevator system:
1. Elevator servo control installation. Y
2. Elevator surface installation/adjustment.
Rudder system:
1. Any disturbance, installation of the mechanical control
system
2. Rudder servo control installation. Y
3. Rudder trim actuator installation.
4. Rudder yaw damper servo actuator installation.
5. Rudder surface installation/ adjustment.

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28 Fuel system
Closing of Fuel tank plates/ panels. (including tank

Y
internal cleaning check)
32 Landing gear
Installation, rigging, adjustment:
1. Leg Assembly Replacement.
2. Shock Absorber Replacement.
3. Side Stay.
4. Lock Stay.
5. Lock Stay Actuator.
6. Retract Actuator.
7. Uplock Boxes. Y
8. Torque Link Assembly.
9. Doors.
10. Landing Gear Control Lever.
11. Landing Gear Selector Valve.
12. Landing Gear Door Actuators.
34 Navigation
1. Reconnect Pitot probe 1 and 2 Witness for proper
2. Reconnect Pitot probe 1 and 3 reconnection of quick-
disconnect coupling
3. Reconnect Pitot probe 2 and 3
connections.
49 APU
Installation of APU: Witness for proper
1. Mount brackets torques of APU mount
brackets and mount
2. Mount nuts
nuts.
56 Windows
Installation of windows:
1. Windshield Witness for proper
screws installation
2. Fixed side window and torque sequence.
3. Slide window panel
71 Power plant
Power plant installation: Witness for proper
1. Engine Mount Bolt torque torques of engine
mount bolts.

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72 Engine
Witness for proper
installation and
Installation of borescope port plugs
torques of borescope
plugs.
Witness for proper
Installation of handcranking pad cover installation and
torques of bolts.
Installation of fan blades Witness for proper
installation of blades.
73 Engine fuel and control
1. Installation of engine Electronic Control Unit (ECU)
2. Installation of Hydromechanical Unit (HMU) Y
3. Installation of engine Fuel Pump.
“Y” The following method shall be used to carry out inspection, as appropriate:
a) Verify for proper installation, reconnection, safety/locking of all interface
connectors/devices.
b) Witness the torques.
c) Witness applicable tests.
d) Verify before close up to ensure there is no leak (where applicable) and FOD in extent
of disturbance area (where applicable).
e) Check software version, P/N, compatibility.

Page 2 - 120
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ALL WEATHER OPERATION MAINTENANCE
MAINTENANCE MANAGEMENT CONTROL PROCEDURE
2.25 ALL WEATHER OPERATION MAINTENANCE CONTROL PROCEDURE

2.25.1 Background
Although CAT II represents a significant investment for an airline, it is the most effective
way in which an airline can maintain its schedule throughout the year without any
diversions due to the bad weather. This results in lower costs incurred by otherwise
expensive diversions and passenger compensation, as well as preventing degradation
of the airline's image.
2.25.2 Purpose
This procedure helps VJC follow the regulations set by CAAV in order to certify that its
aircrafts are eligible for CAT II operation. This ensures that the aircraft can land in low
visibility condition with a safety level as in normal conditions.
This maintenance procedure is applied for A320/A321/A330 VJC fleet.
Refer to the VJC Operation specification approved by CAAV for the CAT II authorization
and the list of VJC aircraft authorized for CAT II operations.
2.25.5 Reference
a) VAR Part 12.033(a)(2)
b) VAR Part 6.047
c) CAAV AC 10-010 AWO
d) AIRBUS Getting Grips to CAT II / CAT III operation
e) A320/A321/A330 FCOM
f) A320/A321/A330 AFM
Table 1:
The Table indicates CAT II/III maintenance procedure complies with the respective CAAV
AC 10-010 requirements.
No AC 10-010 Description MME

1 4.1 Airworthiness Demonstrations 2.25.7
2 4.2 Continuing Airworthiness / Maintenance 2.25.8
3 4.2.1 Maintenance Program 2.25.8
4 4.2.2 Maintenance Program Provision 2.25.8
5 4.2.2(D)(1) Maintenance Procedure 2.25.9
6 4.2.2(D)(2) Maintenance Program – Update Procedure 2.25.8.1
7 4.2.2(D)(3) Responsibility 2.25.6
Contracted Maintenance Organization
8 4.2.2(D)(4) 2.25.6
Responsibility
9 4.2.2(D)(5) Aircraft Configuration Assessment 2.25.7

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Technical Modification Pursuant To

10 4.2.2(D)(6) 2.25.7.2
Configuration Requirements
11 4.2.2(D)(7) Technical Log Entry 2.25.9
12 4.2.2(D)(8) Defect Report 2.25.9
13 4.2.2(D)(9),(10) Reliability Program 2.25.14
14 4.2.2(D)(11),(12),(13) CAT II/III Operation Status 2.25.10
CAT II/III Ability Verification After Maintenance
15 4.2.2(D)(14) 2.25.9.1
Check
16 4.2.2(D)(16) Period Autoland Performance 2.25.15
17 4.3 Training Program 2.25.12
18 4.4 Testing Equipment 2.25.13
19 4.5 Maintenance Certifying 2.25.12
20 4.6 Periodic Aircraft System Assessment 2.25.9
21 4.7 Reliability Program and Quality Control 2.25.14
22 4.8 Configuration Monitoring / System Modification 2.25.7
23 4.9 Document storing 2.25.15
a) Engineering Director is responsible for compliance with all requirements of the CAT II
maintenance program.
b) Technical Training Manager shall be responsible for:
1) Establishing the training syllabus that meets CAAV requirements relating to CAT
II maintenance;
2) Giving CAT III maintenance training to the contracted AMO, contracted involved
Partner and involved staff within VJC.
c) TQA Manager is responsible for:
1) Ensuring the compliance with CAT II requirements set in this MME and the
relevant VAR;
2) Approval for training syllabus and instructors
d) Reliability Manager is responsible for developing the reliability program that is covered
the CAT II maintenance program to monitor, track and control the CAT II/III operation
status of the VJC aircraft;
e) Technical Services, Planning Managers are responsible for:
1) Creating the CAT II Maintenance procedures necessary to ensure continued
airworthiness relative to low visibility operations;
2) Contacting the manufacturer if necessary;
3) Evaluating the modification related to CAT II operation;
4) Monitoring technical alerts from reliability program;

Iss05/Rev07
5) Setting up and distributing CAT II maintenance documents;

6) Providing technical documents updates.
f) MOC is responsible for co-ordinating with Operation Manager for CAT II capability of
the aircraft.
g) Contracted Maintenance Organization is responsible for compliance with the
maintenance procedures set in MME.
h) FOE Manager is responsible for:
1) Setting up, modifying and controlling MEL;
2) By working with flight crew, Flight Operations Department is responsible for
making sure auto landing performed with satisfactory low visibility system
operational use;
3) Informing Engineering and Maintenance Department about AFM, MEL document
update.
4) Sending (via fax, email) of the Autoland Report Form to the Operation
Management Center, Flight crew Department and Engineering Department to
review and analyze the reliability.
2.25.7 Configuration of VJC A320/A321/A330 Fleet
2.25.7.1 The curent configuration of VJC operated A320/A321/A330
On all Airbus A320/A321/A330 aircraft CAT II/III are inherent functions of the basic
design standard of the aircraft. Therefore, related tasks are covered by the respective
maintenance program (by ATA chapter) in MPD that VJC AMP is strictly followed.
However, VJC should comply with the supplemental CAAV requirements when
applicable.
2.25.7.2 Configuration Monitoring and Modification
a) All aircraft equipment and systems related to CAT II/III operation must be fully
described in MEL (and CDL, DDG if applicable) documents. When there’s a defect
detected by aircraft systems or flight crew report relevant to CAT II/III operation,
certifying staffs have to use MEL documents for dispatching the aircraft.
b) Flight crews should engage autopilot and auto-throttle in every flight to increase CAT
II/III operation reliability.
c) The following configuration requirements in Table 2 for A320/A321 and Table 3 for
A330 are for maintenance control and reliability program reference only, not for
dispatching the aircrafts.

Iss05/Rev07
Table 2
Minimum equipment on the airbus A320/A321 aircraft required for CAT II and CAT III
approach and landing
Required ATA
CAT II CAT III Single CAT III Dual
Equipment Reference
AP 22-10, 22-11 1 AP engaged 1 AP engaged 2 AP engaged
AP disconnect
22-10, 22-11 2 2 2
P/B
Auto-thrust 22-30, 22-31 0 1 1
ILS or MLS
34-36 2 2 2
Receiver
Attitude 34-14,31-60, N01 + N02 + N01 + N02 + N01 + N02 +
Indication 31-64 STBY STBY STBY
PFD/ND
31-64, 31-65 2/1 2/2 2/2
Displays
1 (But two
Radio Altimeter 34-42 2 2
displays)
Auto Callout
34-42 1(3) 1 1
Radio Altimeter
34-14
DH Indication 31-60 1(1) 1(1) 1(1)
31-64
Flight Warning
31-53 1 1 2
Computer
Beam
excessive
deviation 31-53 1 1 2
warning
"AP OFF"
22-11 1 1 2
warning
22-10, 22-11,
"AUTOLAND" 33-10 (specific
1 1 1
light to Auto-land
light)
Rain Repellent
(if activated) or
30-45 1(2) 1(2) 1(2)
Windshield
Wipers (#)

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Windshield
30-42 1(2) 1(2) 1(2)
Heat (#)
Nose wheel
32-51 1(5) 1(5) 1
steering
Antiskid 32-42, 32-43 1(5) 1(5) 1
BSCU Channel 32-42,32-43 1(5) 1(5) 1
31-60
FMA 1 2 2
31-64
"A/THR OFF"
22-31 0 1 1
caution
Rudder Travel
27-23 1(4) 1(4) 1(4)
Limit
Yaw
27-22, 27-26
Damper/Rudder 1/1 1/1 2/2
22-62, 22-63
Trim
ELAC 27-93 1 1 2
ADR/IR 34-10 2/2 2/2 3/3
FAC 22-66 1 1 2
Hydraulic 29-11, 29-12,
2 2 3
Circuit 29-13
22-83, 24-22-
FMGC
55 (specific to
Electrical 0 0 1
Electrical
Supply Split
Supply Split)
Note:
(1) One unit required for Pilot Not Flying (PNF)
(2) One unit required for Pilot Flying (PF)
(3) Required only for autoland
(4) Required only for autoland with crosswind above 12 Knots
(5) Required only
(#) Equipment, not affecting the function of auto-pilot, may be cleared by suitable
certifying staff for the aircraft to remain CAT II/III.

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Table 3
Minimum equipment on the airbus A330 aircraft required for CAT II and CAT III approach
and landing.
Required
ATA Reference CAT II CAT III Single CAT III Dual
Equipment
AP 22-10, 22-11 1 AP engaged 1 AP engaged 2 AP engaged
AP disconnect
22-10, 22-11 2 2 2
P/B
Auto-thrust 22-30, 22-31 0 1 1
ILS Receiver 34-36 2 2 2
Attitude 34-14,31-60, 31- N01 + N02 + N01 + N02 +

N01 + N02 + STBY
Indication 64 STBY STBY
PFD/ND Displays 31-64, 31-65 2/1 2/2 2/2
1 (But two
Radio Altimeter 34-42 2 2
displays)
Auto Callout
34-42 1(3) 1 1
Radio Altimeter
34-14
DH Indication 31-60 1(1) 1(1) 1(1)
31-64
Flight Warning
31-53 1 1 2
Computer
Beam excessive
deviation 31-53 1(1) 2 2
warning
"AP OFF"
22-11 1 1 2
warning
22-10, 22-11,
"AUTOLAND" 33-10 (specific
1 1 1
light to Auto-land
light)
Rain Repellent (if

activated) or
30-45 1(2) 1(2) 1(2)
Windshield
Wipers (#)
Windshield Heat
30-42 1(2) 1(2) 1(2)
(#)
Nose wheel
32-51 1(4) 1(4) 1
steering
Antiskid 32-42, 32-43 1(4) 1(4) 1

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BSCU Channel 32-42,32-43 1(4) 1(4) 1

31-60
FMA 1 2 2
31-64
"A/THR OFF"
22-31 0 1 1
caution
(N°1+N°2) or
PRIM 27-93 1 1
(N°1+N°3)
SEC 27-94 1 1 2
ADR/IR 34-10 2/2 2/2 3/3
29-11, 29-12,
Hydraulic Circuit 2 2 3
29-13
22-83, 24-22-55
FMGC Electrical (specific to
0 0 1
Supply Split Electrical Supply
Split)
27-22
Rudder Trim 1 1 2
22-62
Note:
(1) One unit required for the PM.
(2) One unit required for Pilot Flying (PF).
(3) Required only for autoland.
(4) Required only for automatic rollout.
(#) Equipment, not affecting the function of auto-pilot, may be cleared by suitable
certifying staff for the aircraft to remain CAT II/III.
2.25.7.3 Technical Bulletin and Airworthiness Directive
Technical Services, Planning Sections monitors AD/SBs and other documents from
manufacturers related to CAT II/III operation and accordingly modifies CAT II/III
maintenance program. Technical Services, Planning Sections also needs to timely
update CAT II/III maintenance procedure and inform these modifications to Flight
Operations Department, Supply Section, Technical Quality Assurance Department,
Flight Ops Department and contracted maintenance organizations.
2.25.7.4 Controlling equipment related to CAT II/III:
All equipment replacements need to comply with IPC. Equipment is not allowed to be
installed on aircraft if they are not listed in IPC.
2.25.8 Maintenance program
2.25.8.1 Scheduled Maintenance
a) All maintenance tasks required for CAT II/III shall be covered in Aircraft Maintenance
Program (AMP). Those tasks must be performed even low visibility systems are not
used.
b) Before each flight and after a maintenance check, certifying staff shall check whether
the aircraft is eligible for CAT II/III operation.

Iss05/Rev07
2.25.8.2 Unscheduled maintenance

For unscheduled maintenance, this CAT II/III maintenance schedule shall define:
a) Trouble shooting, Equipment Repair and Adjustment related to CAT II/III (refer to
2.25.9- Procedure).
b) CAT II/III upgrade/downgrade procedure (refer to 2.25.9-Procedure).
2.25.9 Procedures
In addition to normal aircraft maintenance requirements, the following criteria must be
met to maintain CAT II capability for an aircraft. AMM tests required for CAT II operation
must be done during trouble shooting, equipment repair and adjustment.
For an aircraft deferred defect related to CAT II, one ADD shall be raised and CAT II
capability will be downgraded to CAT I according to MEL.
2.25.9.1 Trouble Shooting, Equipment Repair and Adjustment
After a repair or an adjustment is performed on the equipment, the CAT II revalidation
of this equipment must be performed by the corresponding AMM test:
a) For Airbus aircrafts, perform:
1) All related testing tasks which are required in AMM; and
2) For CAT II, perform LAND CAT III CAPABILITY TEST.
2.25.9.2 After the maintenance check
a) All repairs and adjustments performed during maintenance check must comply with
2.25.8.1.
b) Aircraft CAT II status will be checked and processed during the next pre-flight check
(refer to 2.25.8.3. and 2.25.8.9.)
2.25.9.3 CAT II Downgrading
Important Note:
• CAT II can be downgraded to CAT I.
The aircraft autoland operational status shall be downgraded to CAT I, under any of the
following conditions:
a) Engineering modification regarding AD/SB that affects to CAT II performance.
b) Following the occurrence of a defect to any one or more of the aircraft systems which
are essential to CAT II operations.
c) When the integrity of at least one of the systems essential to CAT II operations is in
doubt.
d) When the aircraft has not performed a successful simulated or actual CAT II approach
during the previous 180.
e) Failure to complete the functional tests of CAT II required equipment.
2.25.9.4 Downgrading due to technical issues:
If an AD/SB requires downgrading CAT II status, Technical Services Section will process
downgrading CAT II to CAT I accordingly.

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2.25.9.5 Downgrading due to Autoland Status reported unsuccessful with the relevant
aircraft defect:
Certifying staff shall check Autoland Monitoring form placed on cockpit. If the last
autoland is unsuccessful, and the relevant aircraft defect found and recorded in the
TechLog, the affected aircraft shall be downgraded to CAT II or CAT I in accordance to
the procedure of Downgrading due to Deferred Defects (refer to 2.25.9.7).
2.25.9.6 Downgrading due to Chronic (or Repetitive) Discrepancies:
MOC shall handle monitoring and detecting of a chronic (or repetitive) CAT II
equipment/system malfunction. An aircraft experiencing chronic (or repetitive)
discrepancy shall be downgraded to CAT I status in accordance with the procedure of
Downgrading due to Deferred Defects (refer to 2.25.9.7).
2.25.9.7 Downgrading due to Deferred Defects:
When the landing capability of the aircraft is impacted by an inoperative item in
according with MEL, certifying staff shall:
2.25.9.7.1 Applicable for ETLB
a) A defect shall be recorded in ETLB Open item list. New defect shall be created when
certifying staff enters “New Work Order” data on ETLB with maintenance mode
b) Enter the data in the description text in ETLB defect entry with the statement: “NON
CAT II AND III OPERATION” or “NON CAT III OPERATION”
c) Certifying staff shall defer Workorder and enter the data in the action text in ETLB
workorder detail with the statement: “NON CAT II AND III OPERATION” or “NON CAT
III OPERATION” and then A/C is downgraded to CAT I or CAT II as appropriate.
d) Enter data in the Aircraft Downgrade/Limitation text in ETLB workorder detail with the
statement: “NON CAT III OPERATION DUE TO AUTOLAND NOT PERFORMED”
e) Just after complete the ADD log, certifying staff shall synchronize data to Master
device and certifying staff should also advise MOC on the new status of the aircraft.
f) Aircraft Downgrades/Limitations item shall be recorded in ETLB Aircraft
g) Contracted maintenance organization shall inform to MOC about aircraft CAT II
downgraded immediately by using ADD Notice and other means of communication.
2.25.9.7.2 Applicable for Paper-Based Aircraft Technical Log
a) Raise an ADD as a normal procedure and include certification statement “NON CAT
II OPERATION” in Technical Log to indicate that A/C is downgraded to CAT I as
appropriate.
b) Write a note of “NON CAT II OPERATION” in “Notice to Crews” form QDF 104V to
indicate that A/C is downgraded to CAT I or CAT II as appropriate.
c) Make entry in ADD log as a normal procedure and add the statement “NON CAT II
OPERATION” in the ADD Log to indicate that A/C is downgraded to CAT I or CAT II
as appropriate.
Contracted maintenance organization shall inform to MOC about aircraft CAT II
downgraded immediately by using ADD Notice and other means of communication.

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2.25.9.8 Downgrading due to the aircraft NOT performed a successful simulated or actual
CAT III approach:
During the daily check, certifying staff shall check the Autoland form:
2.25.9.8.1 Applicable for ETLB
a) If the aircraft has not performed a successful simulated or actual CAT II approach
during the previous 180 days and if there is no similar ADD raised, the affected
aircraft shall be downgraded to CAT II as follows:
1) A non-airworthiness defect shall be recorded in ETLB Open item list. New defect
shall be created when:
• or Certifying staff enters “New Work Order” data on ETLB with
maintenance mode
2) Certifying staff shall defer Workorder and enter the data in the action text in ETLB
workorder detail with the statement: “NON CAT III OPERATION DUE TO
AUTOLAND NOT PERFORMED” to indicate that A/C is downgraded to CAT II
(Aircraft Downgrades/Limitations). The due date of this ADD is 180 days.
3) Enter data in the Aircraft Downgrade/Limitation text in ETLB workorder detail with
the statement: “NON CAT III OPERATION DUE TO AUTOLAND NOT
PERFORMED”
4) Just after complete the ADD log, certifying staff shall synchronize data to Master
device and certifying staff should also advise MOC on the new status of the
aircraft.
5) Aircraft Downgrades/Limitations item shall be recorded in ETLB Aircraft
6) Upon notification of the aircraft's CAT II/III upgraded status, MOC will inform OMC
about this status to coordinate operation.
2.25.9.8.2 Applicable for Paper-Based Aircraft Technical Log
a) If the aircraft has not performed a successful simulated or actual CAT II approach
during the previous 180 days and if there is no similar ADD raised, the affected
aircraft shall be downgraded to CAT II as follows:
1) Raise a non-airworthiness ADD as a normal procedure and add the statement
“NON CAT II OPERATION DUE TO AUTOLAND NOT PERFORMED” in
Technical Log to indicate that A/C is downgraded to CAT I. The due date of this
ADD is 180 days.
2) Write a note of “NON CAT II OPERATION DUE TO AUTOLAND NOT
PERFORMED” in “Notice to Crews” form QDF 104V to indicate that A/C is
downgraded to CAT I.
3) Make entry in ADD log as a normal procedure and add the statement “NON CAT
II OPERATION DUE TO AUTOLAND NOT PERFORMED” in the ADD Log to
indicate that A/C is downgraded to CAT I. Contracted maintenance organization
shall inform MOC then MOC notify to relevant Departments such as OMC, Flight
Ops and the next destination airport by telephone, FAX or email (or equivalent)
about aircraft CAT II downgraded to coordinate operation

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2.25.9.9 CAT II Upgrading

Important Note:
• CAT I can be upgraded to CAT II
a) If the aircraft has been downgraded due to defect, aircraft shall only be upgraded to
CAT II operation if:
1) Defects related to CAT II are rectified by appropriate certifying staff in
accordance with AMM requirements; and
2) Certifying staff holding category B2 only perform LAND CAT III CAPABILITY
TEST successfully as per applicable Airbus AMM.
3) Certifying staff shall choose “Add action” or “Add action to Last Work Step”
button and enter the data in the action text in ETLB workorder detail with the
statement: “A/C RETURNED TO CAT II” or “A/C RETURNED TO CAT III” in
accordance with MME 2.1.2 and then make “Close Work order” for this item.
4) Certifying staff shall close workorder and then Aircraft Downgrade/Limitation
is cleared;
of the aircraft.
ii) Applicable for Paper-Based Aircraft Technical Log
1) Defects related to CAT II are rectified by appropriate certifying staff in
accordance with AMM requirements; and
TEST successfully as per applicable Airbus AMM.
NOTE: certifying staff in possession of a category other than B2 authorization may
rectify defects related to system not affecting the function of the auto-pilot (e.g.
wipers, rain repellent or window heat) to upgrade CAT I to CAT II as appropriate
without performing Land Cat III Capability test. Refer table 2 for such
equipment. Upon defect rectification, the statement “A/C RETURNED TO CAT
II” shall be recorded in Tech log.
b) If the aircraft has been downgraded to CAT I due to NO performance of a successful
simulated or actual CAT III approach during the previous 180 days. Aircraft shall only
be upgraded to CAT III operation if:
TEST successfully as per applicable Airbus AMM; or
2) A performance of a successful simulated or actual CAT III.
3) Upon performance LAND CAT III CAPABILITY TEST, certifying staff B2 must
choose “Add action” or “Add action to Last Work Step” button and enter the
data in the action text in ETLB workorder detail with adding certificate
statement in accordance with MME 2.1.2 as follows:
“LAND CAT III CAPABILITY TEST CARRIED OUT-SATIS. A/C RETURNED TO CAT III”
or
“LAND CAT III CAPABILITY TEST CARRIED OUT-SATIS. A/C RETURNED TO CAT II”

Iss05/Rev07
4) Certifying staff shall close workorder and then Aircraft Downgrade/Limitation

is cleared;
of the aircraft.
ii) Applicable for Paper-Based Aircraft Technical Log
TEST successfully as per applicable Airbus AMM; or
2) A performance of a successful simulated or actual CAT III
c) Upon performance LAND CAT III CAPABILITY TEST, the certifying staff holding B2
must include certificate statement:
“LAND CAT III CAPABILITY TEST CARRIED OUT-SATIS. A/C RETURNED TO
CAT II” as appropriate in Tech log. The AMM task reference number for the Land
CAT III capability test must be recorded.
d) NTC and ADD shall be cleared. Certifying staff/ Contracted AMO/ VJC PCC should
also advise MOC on the upgraded status of the aircraft.
e) Upon notification of the aircraft’s CAT II/III upgraded status, MOC will inform OMC
about this status to coordinate operation.
2.25.9.10 Requirements for certifying staff:
a) All certifying staff shall to be trained CAT II/III maintenance procedures.
b) Only certifying staff possession of the B2 category authorization may upgrade an
aircraft from CAT I to CAT II when serviceability is proven, by a successful Land CAT
III Capability Test.
2.25.10 CAT II Status Control
a) MOC and OMC shall control the CAT II status by ADD related to CAT II downgraded
or upgraded.
b) CAT II/III status is noted to ETLB Downgrades/Limitations item list and ETLB Open
item list.
c) Contracted maintenance organization shall inform MOC about the CAT II status.
2.25.11 Minimum Equipment List
a) MMEL is the Airbus dispatch document, which constitutes a reference for VJC to
create its own MEL used in operations.
b) Flight Operations Engineering Department shall set up VJC MEL based on the
MMEL and CAAV requirements. This MEL is included requirements for CAT II/III
operation.
c) The VJC MEL is the reference document to be used when checking the aircraft CAT
II status following an equipment failure.
2.25.12 Training Program
a) The VJC operator and contracted maintenance organizations have to conduct initial
engineering staff who works directly or indirectly on aircraft such as TSE,
maintenance planners, mechanics, certifying staff, MOC staff, maintenance

Iss05/Rev07
inspectors, quality control staff, quality assurance staff, reliability staff, store
inspectors and store controllers.
b) Recurrent training shall be conducted annually or if a technical staff has not been
involved in aircraft maintenance for an extended period of more than 6 months.
c) The training material shall be reviewed and approved by Technical Training
Manager, and the training syllabus shall be reviewed and approved by TQA
Manager.
d) Training program is described as follows:
2.25.12.1 Training Course Curriculum
Table 4:
Training Course Curriculum
Title CAT II/III Training (Classroom or On-line training)
This course is designed to provide the knowledge of CAT II/III operations
Description
requirement for aircraft maintenance personnel.
Upon completion of the course, the trainee will be able to have knowledge
Objectives
of CAT II/III operations and maintenance requirement.
1 - Initial Training (estimated.): 6 hours
Duration
2 - Recurrent training (estimated.): 3.5 hours
Ref. Manual VJC MME, VJC LMM
Course Content IAW the following Table 5

Iss05/Rev07
2.25.12.2 Course Content

Refer to AC 10-010, paragraph 4.3.1, the course content should include the following
subjects:
Table 5:
Course Content
Duration Duration
(hour) for (hour) for Reference
No Description
initial recurrent Document
training training
Operational concepts, Aircraft types and systems
1 2.0 1 2.25.7
affected, including specific aircraft Systems
Manual or technical reference availability and AMM, MEL, MME,
2 0.25 0.125
use LMM
3 Tools or test equipment to be used 0.25 0.125 AMM, MME 2.25.9
4 Quality control 0.25 0.125 MME 2.25.14
5 Methods for testing and return to service 0.75 0.375 MME 2.25.9
6 Minimum Equipment List (MEL) application 0.25 0.125 VJC MEL
General information about where to get technical
7 assistance as necessary coordination with other 0.25 0.125 MME 2.25.6
organization within VJC
Procedures for the use of outside vendors or
8 0.25 0.125 MME 2.21
vendor’s parts
Procedures to ensure tracking and control of
components that are “swapped” between MME 2.25.16
9 0.25 0.125
systems for trouble shooting when systems LMM 2.22
discrepancies cannot be duplicated.
Procedures to assess, track, and control the
10 accomplishment of changes to components or 0.25 0.125 MME 2.25.7.3.
systems pertinent to CAT II/III (AD, SB…)
Procedures to record and report CAT II/III
11 operation(s) that are discontinued/ interrupted 0.25 0.125 MME 2.25.9
because of system(s) malfunction.
Procedures to install, evaluate, control, and test
MME 2.25.7, MME
system and component software changes,
12 0.5 0.25 2.25.8, and MME
updates, or periodic updates.
2.25.9
13 Procedures related to the MEL remarks section VJC MEL

use which identify low visibility related systems
0.25 0.125
and components, specifying limitations,
upgrading and downgrading.
14 Procedures for identifying low visibility related MME 2.24
components and systems as “RII” items, to
0.25 0.125
provide quality assurance whether performed in
house or by contract vendors.
15 VJC maintenance
Case study N/A 0.5
activities
Total time: 6.0 hours 3.5 hours
NOTE:
The total time of CAT II/III MAINTENANCE Training for Aircraft Maintenance
Category A, B1 and B2 Personnel is required to be 6.0 hours.

Iss05/Rev07
2.25.13 Testing Equipment

a) Contracted maintenance organizations shall ensure that all equipment/tools such as
ILS test set related to CAT II/III are checked and repaired pursuant to CMM.
b) All testing equipment shall be regularly calibrated pursuant to manufacturer
documents with an interval not more than 12 months unless specifically defined by
manufacturer documents.
c) The Technical Quality Assurance Section audits the contracted maintenance
organizations to ensure that VJC regulations are complied with.
2.25.14 Reliability Program and Quality Control
CAT II/III reliability program is a part of VJC reliability program.
• VJC will send the reliability program report to CAAV with the following contents:
a) The number of CAT II/III landings.
b) The number of successful CAT II/III landings per each aircraft type and Runway
Visibility Reporting RVR (if applicable).
c) The number of unsuccessful CAT II/III landings and the corresponding reasons.
d) The number of unscheduled removals of equipment related to CAT II/III.
• Inputs for reliability program are from:
a) Defects related to CAT II/III are collected from AMOS systems.
b) ADD with respective CAT I/II operation database.
c) Autoland monitoring form and monthly report form.
d) Other reports from Pilot and certifying staffs.
The collected data shall be reviewed to assess reliability and safety concerns. Adverse
trends shall be addressed promptly and aggressively to assure an acceptable level of
reliability and high level of safety.
2.25.15 Records
The CAT II/III training records shall be recoded and filed by Technical Training Section.
2.25.16 Swapping/ Robbery of CAT II Component
In case of swapping/ robbery of CAT II/III Components or parts from other aircraft within
the VJC fleet, the maintenance provider shall ensure that CAT II/III parts to be swapped
or robbed shall come from another aircraft which currently has a CAT II/III Capable
status so that the aircraft to be installed with this part retains its CAT II/III Capable status.
Otherwise, the status of aircraft to be installed with this part shall be downgraded to CAT
I. Details on swapping/ robbery of CAT II/III Component shall be referred to MME 1.6.7
and LMM 2.22.

Iss05/Rev07

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Iss05/Rev07
SPECIAL FLIGHT PERMIT
2.26 SPECIAL FLIGHT PERMIT/ FERRY FLIGHT PERMIT

2.26.1 Purpose
This procedure describes the steps required to obtain a Special Flight Permit/ Ferry
Flight Permit from the Civil Aviation Authority of Vietnam (CAAV) for an aircraft that is
capable of safe flight but unable to meet applicable airworthiness requirements.
This procedure applies to all VietJet Air aircraft.
2.26.3 Reference
VAR 4.035, VAR 20 Subpart E, Appendix 1 to 20.075, VAR Part 12.035
2.26.4 Policy
It requires that aircraft types must conduct satisfactory demonstration flights during the
CAAV certification process. This also applies to aircraft operating in designated special
areas or using specialized navigation systems.
The CAAV may authorize deviations from this section if it finds that special
circumstances make full compliance unnecessary.
a) Engineering department: Prepare the ferry flight dossier.
b) SQA Director/TQA Manager: review and submit the ferry flight permit request to the
CAAV and authority who had issued the ferry flight permit upon completion of the
ferry flight.
c) OMC, MOC: Coordinate with together to conduct the ferry flight.
2.26.6 Reference
VAR 4.035, VAR 20 Subpart E, Appendix 1 to 20.075
2.26.7 General
CAAV may issue Ferry Flight Permit to an aircraft that is capable of safe flight,
but unable to meet applicable airworthiness requirements (e.g. COA expired or invalid
due to scheduled maintenance tasks overdue, aircraft involved defect and obtained
Non-Technical Objection/technical concurrence from manufacturer instead of approved
data for flight extension, etc.) for following purposes:
d) Ferry flight aircraft back to maintenance base to carry out the maintenance in order
to recover the airworthiness of the aircraft;
e) Ferry flight to point of parking or storage;
f) Delivery, re-delivery of aircraft;
g) To evacuate the aircraft out of the dangerous zone due to natural disaster,
enemy catastrophe, war or instability of the political and security situation.
The Ferry Flight Permit shall be valid only once and is not valid for any flight of
commercial purpose.
2.26.8 Procedure
Ferry flight dossier shall submit to CAAV as soon as practicable but not later than 03
days before the intended day to conduct ferry flight.

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Iss05/Rev07
Dossier for the ferry flight permit shall include the following documents:
a) Ferry Flight Permit form (form CAAV/FSSD-AIR027)
b) Detailed information on the defect of the aircraft or limitation including the reasons
why the defect cannot be carried out at the place of defect occurrence;
c) Additional required maintenance action if any to ensure the safe ferry flight including
the time limit and specific conditions for such maintenance action;
d) The recommendations of the aircraft manufacturer (NTO, technical concurrence, etc.)
for flight extension and proposal of VJC in order to ensure the safe ferry flight.
The Technical Services Section is responsible for preparation of above dossier and
provide to TQA Department for evaluation and further approval.
TQA engineer will evaluate and complete Ferry Flight Permit and submit to SQA
Director/TQA Manager for approval before submission to CAAV.
Upon approval by the CAAV, Ferry Flight Permit shall be provided to OMC, MOC to
conduct the ferry flight.
2.26.9 Condition of Ferry Flight Permit
Aircraft flying with Ferry Flight Permit issued by CAAV shall be subject to the following
conditions:
a) A copy of Ferry Flight Permit shall be carried out on board the aircraft when operating
under ferry flight permit.
b) The registration number of the aircraft issued by the CAAV must be displayed on
the aircraft in conformity with the regulations of the CAAV;
c) Not allowed to transport passengers and cargo for commercial purpose;
d) No person shall be carried on the aircraft unless that person is essential for the
purpose of the flight and has been advised of the contents of the permit and
airworthiness status of aircraft;
e) The aircraft shall be operated only by flight crew who are aware of the purpose of the
flight and any limitation imposed, and who hold appropriate license issued or
validated by CAAV;
f) All flights shall be conducted so as to avoid areas where flights might create
hazardous exposures to person or property;
g) All flights shall be conducted within the performance operating limitation prescribed
in the Aircraft Flight Manual and any additional limitations prescribed for the particular
flight;
h) All flights must be carried out within the validity of the flight permit;
i) If the flight involves operation over States other Vietnam, VJC shall obtain necessary
overfly authorization from the respective authorities of each of those States prior to
undertaking the flight.
2.26.10 Post ferry flight
Upon completion of ferry flight, SQA Director/TQA Manager shall report to CAAV and
authority who had issued the ferry flight permit. The report should be sent via email and
included following information:

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Iss05/Rev07
a) Any abnormally encountered during flight;

b) Action taken at base to recover the airworthiness of the aircraft;
c) Any other information regarding the flight as deemed necessary.
Ferry flight permit and relevant document, records shall be kept by TQAD within 03
years.

Page 2 - 140
Iss05/Rev07

Iss05/Rev07
CONTROL AND AUTHORIZE VJC
MAINTENANCE MANAGEMENT MAINTENANCE INSTRUCTOR
2.27 CONTROL AND AUTHORIZE VJC MAINTENANCE INSTRUCTOR

2.27.1 Purpose
This process describes the requirements and procedures to accept and approve VJC’s
instructor for VJC’s maintenance procedure training including MME, LMM, PBN-RNP,
RII, RVSM, AUTOLAND CAT II/III, De / Anti icing, PIC Transit Check ...procedures.
This procedure is applicable for granting authorization and controlling the instructor –
who will conduct VietJet Maintenance Procedures.
2.27.3 Reference
Appendix 1 VAR 12.227(18)(x).
MNT 1.10.5, 4.4.1, 4.4.2, 4.5.1
TQA Section, Technical Training Section, Engineering Department, VJC AMO and
Contracted AMO have responsibilities to comply with this procedure.
2.27.5 Policy
2.27.5.1 Definitions
VJC’s Instructor: VJC employee and assigned by Engineering Department and
authorized/accepted by TQA Section as a Maintenance Procedures Instructor.
VJC’s In-house Instructor: CRS B1/B2 or equivalent or instructor assigned by contracted
AMO and accepted by TQA Section as a Maintenance Procedures Instructor.
2.27.5.2 Requirements for the Instructor
a) VJC’s Instructor:
− Being VietJet staff.
− Experience in aviation engineering, aircraft maintenance within an aviation
organization at least 3 years.
− Being able to read, write, and understand the English language.
− Being trained in Vietnam Aviation Regulation (VAR).
− Being trained in Train the Trainer or Instructor Skill or Pedagogic Training
course.
− Being trained in Human Factor
− Being trained in Safety Management Systems course.
− Being successfully trained in respective course or having in-depth knowledge
of respective subject (MME, LMM, PBN, RVSM, AUTOLAND CAT II/III, RII,
DAP, PIC Transit Check…and the other Special Operations).
− Being able to build/update training curriculum and training material of
respective subject (PBN, RVSM, AUTOLAND CAT II/III, RII, DAP, PIC Transit
Check…and the other Special Operations).
b) Contracted AMO In-house Instructor:
− Qualified staff holding the B1/ B2 license or equivalent or assigned by
Contracted AMO as in house-instructor.

Iss05/Rev07
CONTROL AND AUTHORIZE VJC
MAINTENANCE MANAGEMENT MAINTENANCE INSTRUCTOR
− Being trained/updated about VJC Maintenance Regulations and

− Procedures (MME, LMM, PBN, RVSM, AUTOLAND CAT II/III, RII, DAP…).
2.27.6 Procedure
2.27.6.1 Authorization for VJC’s Instructor
− The candidates will submit the application package including Application for
Instructor Approval (Form ETF009) and relevant certificates or evidence to Tech
Training Manager
− Upon successful verification, Technical Training Manager forward to these
application packages to TQA Manager for assessment and approval.
− Authorization Period is valid for 24 months.
2.27.6.2 Authorization for in-house instructor
− Contracted AMO shall provide instructor documents including CV, Training
Records, relevant certificates to Tech Training Manager.
− Upon successful verification, Technical Training Manager forward instructor
documents to TQA Manager for approval.
− TQA Manager shall issue approval letter to Contracted AMO and Technical
Training Manager if satisfactory.
− Authorization Period is valid for 24 months.
2.27.6.3 Record
− The list of VJC’s Instructor/ In-house instructors and documents (certificates,
training records…) are monitored by Technical Training Section by the Instructor/
Assessor List (Form-ETF001)
− All related records must be stored by Technical Training Section for at least 24
months after the instructor is not authorized to conduct training for VietJet
Maintenance Procedures.

Iss05/Rev07
EXTENDED DIVERSION TIME OPERATION
MAINTENANCE MANAGEMENT MAINTENANCE PROCEDURE (EDTO)
2.28 EXTENDED DIVERSION TIME OPERATION MAINTENANCE PROCEDURE (EDTO)

2.28.1 Purpose
This procedure describes A/C monitoring and maintenance procedure to meet the
EDTO requirements prescribed in VAR and other related requirements approved by
CAAV.
2.28.2 Scope
This procedure is applied for A330 fleet of VJC that is currently in EDTO operation
2.28.3 Reference
VAR Part 12.033, VAR Part 12.037
EASA Decision No.2003/12/RM and AMC 20-6. EDTO Manual
CAAV AC-10-005
ISM MNT 2.8.2
All the departments of VJC are responsible for complying with the policies, requirements
and procedures related to EDTO.
2.28.5 Definition
EDTO is the operation of twin-engine A/C where the flight time at one engine inoperative
cruise speed under standard conditions in still air, from a point on the route to and
adequate alternate aerodrome, is greater than 120 minutes. EDTO is applied for routes
above land and sea.
2.28.6 Procedure
For details refer to VJC’s EDTO Manual, approved by CAAV. The Manuals include the
following maintenance procedures:
a) EDTO Configuration Control
b) Minimum Equipment List (MEL)
c) EDTO Significant Systems
d) EDTO Reliability Program
e) Propulsion System Monitoring Program
f) APU In-Flight Start Program
g) Oil Consumption Monitoring Program
h) Engine Condition Monitoring Program
i) Verification Program
j) Dual Maintenance On Similar Multi-System
k) Centralized Maintenance Control
l) EDTO Qualified Personnel
m) Sub-Contract Maintenance
n) EDTO Supplement Maintenance Program
o) EDTO Training

Iss05/Rev07
p) Communication Focal Point

q) EDTO Pre-Departure Service Check
2.28.7 VJC EDTO Manual: Alignment with CAAV AC-10-005 and ISM MNT Table 4.5
References: CAAV AC-10-005 and Table 4.5 ETOPS/EDTO Requirements in ISM MNT
VJC EDTO CAAV AC-10-

ISM MNT Table 4.5 Compliance Notes
Manual 005
Chapter 5.1 - Section 3.2.3, - Airworthiness - Ensures Airbus ETOPS CMP
EDTO Section 3.2.8, Modifications (i) modifications are addressed.
Configuration Section 3.2.14 - Prompt Modification/ - Requires EDTO parts by default
Control Inspection and ADDs for non-EDTO, prioritizing
Implementation (iv) propulsion system reliability.
- Airborne Equipment - Encourages EDTO parts and
Maintenance Level (vi) focuses on proper maintenance of
- CMP Integration EDTO significant systems.
Procedure (xiv) - Update of affected technical
documents due to CMP changes
ensures integration of manufacturer
provisions into the maintenance
management system.
Chapter 6 - Section 3.2. Maintenance/Training - Emphasizes CAAV approval for
EDTO Training Changes (ii) changes in training programs.
- Defines specific procedures for
verification, dual maintenance
mitigation, communication protocols,
and PDSC tasks.
- References AMP Maintenance
Check Sheets for PDSC details.
- Defines responsibilities for third-
party personnel training.
Chapter 5.4- Section 3.2.9 - Reliability Monitoring - Existing program ensures
EDTO Reliability Program (iii) development, implementation, and
Program continuation.
- Defines event-oriented program for
EDTO systems, including reporting
and trend monitoring.
- Establishes ECM program for
continuous monitoring and timely
action.
• Monitors IFSD rate with trigger
points for investigation.
• Utilizes in-flight parameters
and engine data analysis.
Chapter 5.15- Section 3.2.3 - Prompt Modification/ - Requires EDTO PDSC before each
Pre-Departure Inspection EDTO flight, aligning with pre-
Service Check Implementation (iv) departure check expectations.
- Investigates low APU in-flight start
rates for potential improvements.
- ETOPS/EDTO Event - Establishes protocols for event
Chapter 5.4- Reporting (viii) reporting (IFSDs, diversions) to
EDTO Reliability CAAV.
Program - Distinguishes initial and final
regarding EDTO reporting and emphasizes 72-hour
report IFSD reporting.

Iss05/Rev07

Manual 005
Chapter 5.10- Section 3.2.14, - Dispatch Restrictions Post-Shutdown/Failure Dispatch
Maintenance on Section 3.2.12, after Engine Procedures:
Similar Multi- Section 3.2.13, Shutdown/Failure (v) - Requires additional verification or
Systems Section 3.2.11, - Procedure for dual downgrading if dual maintenance
Chapter 5.11- Section 3.2.7, maintenance cannot be avoided.
Centralized Section 3.2.5, - Verifying - Requires MOC involvement and
Maintenance Section 3.2.4, maintenance reporting for incidents affecting EDTO
Control Section 3.2.3 correction actions (ix) status.
Chapter 5.9- - Requires verification by EDTO-
Verification qualified personnel for diversions due
Program to EDTO significant system issues
before subsequent EDTO flight.
Chapter 5.3- Section 3.2.9 Focuses on proper maintenance and
EDTO Significant reporting of EDTO significant systems
Systems events.
- Airborne Equipment - Clearly defines and categorizes
Maintenance Level EDTO significant systems.
(vi)
- ETOPS/EDTO - Provides flowchart for determining
Significant Systems significance of work not on the list.-
List (x)
- ETOPS/EDTO - Maintains list of all tasks affecting
Maintenance Tasks EDTO-significant systems.
List (xi)
Chapter 5.5- Section 3.2.10 In-Flight Shutdown - May need adaptation for dedicated
Propulsion Monitoring (vii) monitoring of in-flight shutdowns.
System - Tracks IFSD occurrence rate and
Monitoring defines successful APU in-flight start..
Program
Chapter 5.10- Section 3.2.4 Minimizing Concurrent - Indirectly addressed by requiring
Dual Maintenance (ix) downgrade notification for deferred
Maintenance On defects potentially minimizing
Similar Multi- concurrent maintenance.
System
Chapter 5.4- Section 3.2.9 Reliability Program - Enhance to incorporate specific
EDTO Reliability Supplementation (xii) analyses like ECMP, oil consumption
Program monitoring, and APU in-flight start
regarding programs.
Reliability Include as:
Program + APU In-Flight Start Program
Supplementation + Oil Consumption Monitoring
Program
+ Engine Condition Monitoring
Program
Chapter 5.8- Section 3.2.11 Airborne Equipment - Establishes ECM program for
Engine Condition Maintenance Level (vi) continuous monitoring and timely
Monitoring action.
Program
Chapter 5.7-Oil Section 3.2.12 Airborne Equipment - Establishes OCMP for engines and
Consumption Maintenance Level APUs, addressing continuous oil
Monitoring (vi) consumption monitoring.
Program

Iss05/Rev07

Manual 005
Chapter 5.6-APU Section 3.2.13 Airborne Equipment - Establishes APU In-Flight Start
In-Flight Start Maintenance Level (vi) Program for APUs, addressing
Program continuous APU In-Flight Start
Program monitoring to maintaining
equipment performance for EDTO
(Table 4.5 (vi)).
Chapter 5.12- Section 3.2.6 ETOPS/EDTO - Details list of qualified personnel
EDTO Qualified and 3.3 Qualified Personnel with specific training and qualification
Personnel (xiii) procedures.
Chapter 5.11- Section 3.2.7 Maintenance program - Clearly establishes MOC as the
Centralized compliance (i) focal point for EDTO maintenance
Maintenance control.
Control
Chapter 5.13- Section 3.2 ISM MNT 2.8.2 - Outlines roles and responsibilities for
Sub-Contract VJC and subcontractors regarding
Maintenance EDTO maintenance.
2.28.8 Record
All the EDTO maintenance documentations is stored in compliance with MME 2.3 Time
and Continuing Airworthiness Work Records, Responsibilities, Retention, and Access.

QUALITY SYSTEM Iss05/Rev00
CHAPTER 3
QUALITY SYSTEM

QUALITY SYSTEM Iss05/Rev00

Page 3 - 1
QUALITY SYSTEM
Iss05/Rev08
TABLE OF CONTENTS
3.1 MAINTENANCE QUALITY SYSTEM AND AUDITING ACTIVITIES 5

3.1.1 Purpose 5
3.1.3 Reference 5
3.1.5 Policy and Procedure 5
3.2 SUPERVISION OF PREVENTIVE MAINTENANCE ACTIVITIES 9
3.2.1 Purpose 9
3.2.3 Reference 9
3.2.5 Procedure 9
3.3 RESERVED 11
3.4 SUPERVISION OF MAINTENANCE MANAGEMENT ACTIVITIES 13
3.4.1 Purpose 13
3.4.3 Reference 13
3.4.5 Procedure 13
3.5 SUPERVISION OF EFFECTIVENESS OF AMP 15
3.5.1 Purpose 15
3.5.3 Reference 15
3.5.5 Procedure 15
MAINTENANCE ORGANISATION 17
3.6.1 Purpose 17
3.6.3 Reference 17
3.6.5 General 17
3.6.6 Procedure 18
3.7 REQUIREMENTS OF CONTRACTED MAINTENANCE 21
3.7.1 Purpose 21

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QUALITY SYSTEM
Iss05/Rev08
TABLE OF CONTENTS

3.7.3 Reference 21
3.7.5 Policy 21
3.7.6 Requirements for Contracted Maintenance Organization 21
3.7.7 Providing of training to maintenance organization 26
3.8 QUALITY AUDIT PERSONNEL 27
3.8.1 Purpose 27
3.8.3 Reference 27
3.8.5 General 27
3.8.6 Auditor responsibility 27
3.8.7 Auditor training, Qualification and Authorization 27
VARIATION/ EXEMPTION PROCESS CONTROL 29
3.9.1 Purpose 29
3.9.3 Reference 29
3.9.5 Policy 29
3.9.6 Variation approved internally by VJC 30
3.9.7 Planning Deferral (previous term, Exemption) for Scheduled Maintenance 32
3.9.8 Concession for extending the ADD time limit 32
3.9.9 Concession/ Variation requiring approval from the CAAV 33
3.9.10 Exemption requiring approval from the CAAV 33
3.10 PIC TRANSIT CHECK AUTHORIZATION 35
3.10.1 Purpose 35
3.10.2 Reference 35
3.10.4 Requirements for PIC 35
3.10.5 PIC Limited Certification Authorisation Scope 35
3.10.6 Procedure for Granting Pic Transit Check Authorization 36
3.10.7 Revocation and Suspension of the Certificate of Authorization 36
3.10.8 Continuation Training 36

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QUALITY SYSTEM
Iss05/Rev08
TABLE OF CONTENTS
3.10.9 Records 36
3.11 PERSONNEL RECORDS 37
3.11.1 Purpose 37
3.11.2 Reference 37
3.11.4 Policy 37
3.11.5 Personnel records keeping 37

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QUALITY SYSTEM
Iss05/Rev08
TABLE OF CONTENTS

Page 3 - 5
QUALITY SYSTEM
MAINTENANCE QUALITY SYSTEM AND Iss05/Rev07
MAINTENANCE MANAGEMENT AUDITING ACTIVITIES
3.1 MAINTENANCE QUALITY SYSTEM AND AUDITING ACTIVITIES

3.1.1 Purpose
The primary purpose of the Quality System for maintenance is to monitor compliance
with the approved procedures specified in MME to ensure compliance and thereby
ensure the maintenance aspects of the operational safety of the aircraft. In particular,
this part of the Quality System provides a monitor of the effectiveness of maintenance,
and should include a feedback system to ensure that corrective actions are identified
and carried out in a timely manner.
This procedure is applied to the monitoring for all activities of VJC engineering and
maintenance performance system and its contractors/ suppliers that supply
products/services involved in aircraft/aircraft component maintenance of VJC’s aircrafts.
3.1.3 Reference
VAR Part 12.073, 12.223(a), 12.235, Appendix 1 to VAR 12.235
Quality Manual
MNT 1.10.1, 1.10.2, 1.11.8
a) SQA Director and TQA Manager are responsible for establishing audit schedule and
complete the audit in accordance with approved audit schedule.
b) All relevant Departments shall be responsible for co-operation and carried out the
corrective action for the discrepancies specified by SQA Director/TQA Manager.
3.1.5 Policy and Procedure
3.1.5.1 General
The VJC Maintenance Quality System is to monitor compliance VAR part 12-sub part I.
The VJC Quality Management System is described in Quality Manual.
The maintenance quality system shall include at least the following functions:
a) Monitoring the activities that are being performed in accordance with the accepted
procedures.
b) Ensure that all contracted maintenance is carried out in accordance with the
contract.
c) Monitoring the continued compliance with the maintenance requirements
d) Monitoring compliance with, and adequacy of, procedures required ensuring safe
maintenance practices, airworthy aircraft and aeronautical products.
VJC established the Quality Assurance Program that provides for auditing of all
functions of the management system for maintenance operations to ensure the
company is:
a) Complying with applicable regulations and standards;
b) Satisfying stated maintenance operations needs;
c) Identifying areas requiring improvement;
d) Identifying hazards to operations;
e) Assessing the effectiveness of safety risk controls.

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QUALITY SYSTEM
The audit program will be based on ISO 19011 Guidelines for Auditing Management
System and must include:
a) Audit initiation, including scope and objectives;
b) Planning and preparation, including audit plan and checklist development;
c) Observation and gathering of evidence to assess documentation and
implementation;
d) Analysis, findings, actions;
e) Reporting and audit summary;
f) Follow-up and close out.
3.1.5.2 Monitoring
The monitoring is a process of observing, checking, measuring and/or assessing the
performance of maintenance operations or maintenance functions for the purpose of
determining if, or verifying that, maintenance requirements are being fulfilled.
The primary purpose of the monitoring is to ensure:
a) Each of the maintenance operational areas under the scope of all applicable
regulations.
b) All contracted maintenance services are monitored in accordance with the
monitoring process.
Refer to Chapter 3.6 for monitoring of contracted AMO.
3.1.5.3 Audit
Audit is a systematic, independent and documented process for obtaining evidence and
evaluating it objectively to determine the extent to which requirements are complied
with.
NOTE: the auditing is considered as a process for the monitoring.
3.1.5.4 Inspection
Inspection is to observe a particular event, process or activity in order to verify whether
established procedures and requirements are followed during its execution.
3.1.5.5 Auditing of Standards
The auditing of standards is defined as that process of ensuring, that the standards and
procedures currently prescribed in the Aircraft Maintenance Program (AMP), the MME &
maintenance manuals are complied with.
Approved documents comply with the latest revision of all relevant elements of
legislation promulgated by the CAAV and approved data provided by OEMs and local
regulations.
The reference used in the audit include current ICAO’s standards; CAAV’s regulations,
IOSA Standard Manual section 4 MNT ISARPs, JIG’s standards, the auditee’s
procedures.
3.1.5.6 Audit schedule (12 months period)
VJC establishes annual audit plan acceptable to the CAAV. The audit plan shows when
and how often the activities are required to be audited/ monitored. In addition, audit
reports shall be produced at the completion of each audit.

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QUALITY SYSTEM
Refer QM 4.2 for annual audit plan procedure.

The Audit/ inspection schedule included as following:
a) Engineering Department for continuing airworthiness (included Technical Services,
Planning, MOC, Supply)
b) Contracted Maintenance providers (e.g. aircraft line and base maintenance,
component shop), with audit interval should be 24 months.
c) Certificate of Maintenance Review (CMR) for each aircraft per 06 months.
d) Defect sampling, concession sampling (such sampling checks can be carried out
during CMR audit);
e) Random audit, including nightshift audit for areas that working at night.
f) VJC AMO Audit;
NOTE: - For engine and component maintenance service providers and suppliers, the
on-site audit is followed previous performance, risk-based approach and at
TQA Manager discretion. Contractor evaluation as per MME 2.21 shall be
carried out and the monitoring process as specified in MME 3.6 may apply for
such service providers.
- For line and base maintenance service providers, contractor evaluation as per
MME 2.21 is carried out and following by on site audit prior to first approval.
Afterwards, remote audit/ desktop audit may be applied for the renewal
approval if such providers show a good previous performance.
3.1.5.7 Audit Performance
Refer QM 4.3 for further details.
3.1.5.8 Corrective Actions Request
3.1.5.9 Corrective Action Monitoring and Closing
3.1.5.10 Audit Record

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QUALITY SYSTEM

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QUALITY SYSTEM
SUPERVISION OF PREVENTIVE Iss05/Rev07
MAINTENANCE MANAGEMENT MAINTENANCE ACTIVITIES
3.2 SUPERVISION OF PREVENTIVE MAINTENANCE ACTIVITIES

3.2.1 Purpose
To ensure remedial actions are taken to correct and prevent recurrence of noncompliant
audit and surveillance findings.
This procedure applies to non-compliance findings that are recorded in a maintenance
audit or surveillance report.
3.2.3 Reference
VAR-Part 12.223
The responsibility for the implementation of this procedure rests with the TQA Manager
and related department managers.
3.2.5 Procedure

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QUALITY SYSTEM
SUPERVISION OF PREVENTIVE Iss05/Rev07
MAINTENANCE MANAGEMENT MAINTENANCE ACTIVITIES

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QUALITY SYSTEM
Iss05/Rev00
RESERVED
3.3 RESERVED

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QUALITY SYSTEM
Iss05/Rev00
RESERVED

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QUALITY SYSTEM
SUPERVISON OF MAINTENANCE Iss05/Rev00
MAINTENANCE MANAGEMENT MANAGEMENT ACTIVITIES
3.4 SUPERVISION OF MAINTENANCE MANAGEMENT ACTIVITIES

3.4.1 Purpose
To establish the policy and procedure for the monitoring of maintenance management
activities in accordance with appropriate referenced regulatory requirements.
This procedure covers the monitoring of the management of all VJC’s aircraft
maintenance activities.
3.4.3 Reference
VAR Part 12.233
The responsibility for the implementation of this procedure rests with the SQA Director.
TQA Manager.
3.4.5 Procedure
a) Monitoring of maintenance management activities is reflected in periodic audit
reports as provided in this MME.
b) Quality Assurance is an internal auditing/inspection function that is performed by
the auditors that are functionally independent of the process being evaluated. It
will also ensure a means for monitoring the safety and quality of services provided
by external providers (outsourcing). Quality Assurance audits are performed on
behalf of the Accountable Manager to ensure that the functional areas meet
regulatory requirements and established organizational standards. Audit results
are presented to the senior management for periodic review and action
c) Refer to MME 3.1 for further details.

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QUALITY SYSTEM
SUPERVISON OF MAINTENANCE Iss05/Rev00
MAINTENANCE MANAGEMENT MANAGEMENT ACTIVITIES

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QUALITY SYSTEM
SUPERVISION OF EFFECTIVENESS OF Iss05/Rev07
3.5 SUPERVISION OF EFFECTIVENESS OF AMP

3.5.1 Purpose
To establish the policy and audit procedures for monitoring the effectiveness of the
maintenance program in accordance with appropriate referred regulatory requirements.
These procedures apply to monitor the effectiveness of VJC’s Aircraft Maintenance
Schedule.
3.5.3 Reference
VAR Part 12.223(b)(5); Part 12.235
Director, Technical Services Manager, Reliability Manager, Planning manager, SQA
Director, and TQA Manager.
3.5.5 Procedure
a) The Audit plan as carried out by TQA includes a review of the effectiveness of the
AMP. This review will critically analyze the findings and action taken as a result of
MME 2.5.
b) The effectiveness of AMP is continuously assessed through VJC approved
Reliability Program. AMP are reviewed and assessed periodically with regard to
reliability reports (defects, malfunction and damages) in order to amend these
documents.
c) All findings discovered will be reported to Reliability Board and Technical Services,
Reliability & Planning Sections to carry out an action taken in order to enhance the
effectiveness of AMP.

Page 3 - 16
QUALITY SYSTEM
SUPERVISION OF EFFECTIVENESS OF Iss05/Rev07

QUALITY SYSTEM Page 3 - 17
MONITORING THAT ALL MAINTENANCE IS Iss05/Rev07

CARRIED OUT BY AN APPROPRIATE
EXPOSITION
MAINTENANCE ORGANISATION 14 Dec 2023

MAINTENANCE ORGANISATION
3.6.1 Purpose
To establish the policy and procedures for the monitoring of maintenance activities in
accordance with appropriate referenced regulatory requirements and VJC standards.
This procedure applies to monitor maintenance activities carried out by contracted
3.6.3 Reference
VAR Part 12.235 (a)(1,3), VAR Part 20.087
MNT 1.11.7
Director, SQA Director, TQA Manager.
3.6.5 General
a) All contracted maintenances for aircraft, engine, components are performed by
CAAV approved/accepted maintenance organizations.
b) Each selected maintenance organization (AMO) shall be accepted by Director of
SQA or Deputy Director or TQA Manager.
c) The contracted AMO that performs maintenance for VJC is monitored to ensure that:
1) Organization complies with applicable regulations and safety and quality
requirements.
2) Organization has procedures that are acceptable to the Authority granting the
approval.
3) Organization performs all maintenance in accordance with requirements of the
VJC.
d) The initial part of the monitoring function will be covered by maintenance contractor
selection process specified in MME 4.1. Monitoring process is based on IOSA ISM,
section 4, MNT.
e) The monitoring process may include evaluating, approving and controlling of
contracted AMO specified in MME 2.21 Contractor/Supplier Evaluation and Control.
f) The monitoring process may include auditing of contracted AMO. Refer to MME 3.1
for auditing procedure.
g) The monitoring process of the contracted maintenance, depending of contracted
maintenance activity extent, and complexity may include the following element:
1) Document review: review of the approval certificate, manuals, procedures that
define how organization accomplishes and controls its aircraft maintenance
activities, including sub-contractors of such organization.
2) Quality monitoring: The terms of the contract should include a provision allowing
VJC to perform a quality surveillance (including audits) upon the contracted
maintenance organization. The maintenance contract should specify how the


EXPOSITION
results of the Quality surveillance are taken into account by the organization.
3) Quality meeting: quality meetings may be organized in order to examine matters
raised by the VJC quality surveillance and to agree upon necessary corrective
actions.
4) Technical meeting: schedule or unscheduled meeting may be organized in or to
review on a regular basis technical matters such as AD, SB, Modification, major
defects found during maintenance check, reliability, etc.
3.6.6 Procedure
Following monitoring methods shall assess if all contracted maintenance activities are
carried out in accordance with all applicable regulatory requirements and the relevant
Maintenance Contract.
a) Monitoring preflight check, daily check, weekly check, phase checks
1) Preflight check, daily check, weekly check, phase checks shall be performed at
their intended intervals by VJC AMO or contracted maintenance organizations.
Those checks sign off shall be recorded on both Aircraft Technical Log book
and/ or maintenance release form.
2) Check Records shall be reviewed by MOC, PCC, Technical Services, Planning,
Technical records, TQA auditor via CMR audit. Any irregularities shall be
submitted to related parties for corrections and if required for corrective actions.
3) TQA auditor shall conduct on-site inspection as aircraft production sampling.
4) Based on maintenance performance history and safety risk concerns, TQA
Manager may conduct on site audit to check whether the contracted
maintenance organization has necessary facilities and qualified personnel to
satisfy all the requirements of contract. Refer to MME 3.1 for further detail
information.
b) Monitoring unscheduled line maintenance
1) Unscheduled line maintenance actions shall be recorded in the Aircraft
Technical Log book. Unscheduled maintenance actions shall be reviewed by
MOC, PCC, Technical Records, Reliability while recording required PIREPS,
MAREPS and maintenance actions in the AMOS Software. Also, TQA should
perform unscheduled spot checks to ensure effective implementation of the
maintenance actions.
2) Troubleshooting history shall be recorded on the AMOS software and also ATA
Chapter classification shall ensure repetitive defect management and Reliability
Program
3) Related unscheduled maintenance records shall be checked by TQA auditor
during CMR audit.
c) Monitoring base maintenance checks
1) In order to ensure all tasks defined in the maintenance agreement are completed
in accordance with the maintenance contract by approved CAAV AMO;
Engineering and TQA should assign a qualified representative and
auditor/inspector to continuously suppervise and monitor actual performance of
maintenance at maintenance organization location
2) On site monitoring should cover the following aspects:


EXPOSITION
i. Maintenance record included unscheduled maintenance and defect

rectification included structure damage and repair;
ii. Installed components certificates and documents;
iii. Deferred defects and deferred tasks;
iv. Release to service document;
v. Maintenance records;
vi. Check flight if necessary.
3) The assigned Tech Rep shall report to Engineering and SQA management if
they observe any deviations from the approved Maintenance Program or
significant irregularities are verified.
4) Based on previous performance of organization, TQA auditor/inspector may
conduct surveillance by using Base maintenance hangar checklist VJC-SSQA-F-
056. Any non-conformance found during inspection shall be notified to
organization for corrective action.
5) Maintenance records shall be reviewed during CMR audit by TQA auditor for
respective aircraft as per CMR audit schedule.
d) Monitoring component shop maintenance
1) Unserviceable component shall be sent out for repair at approved AMO. Upon
completed maintenance, authorized release certificate shall be EASA form 01
and/or FAA 8130-3 and/or UK CAA form 1 and/or TCCA - form 1 and/or ANAC
form F-100-01 and or CAAV form 01. Other documents shall be required such as
teardown report, shop Work order.
2) Any irregularities during incoming inspection shall be reported to Supply and
TAQD.
3) Mean time between unscheduled removal shall be recorded in AMOS software
and monitored by Reliability.
e) Monitoring engine shop visit
When an engine is dismantled for inspection, Engineering may assign qualified
personnel to engine shop to establish the exact work scope to be carried out.
Results of indpection (findings) and the tasks to be performed commomly agreed,
established work scope must be documented.
After each shop visit, the powerplant TSE shall verify shop visit report:
1) Compliance with engine maintenance program and work scope;
2) Life-limited parts;
3) Unschedule maintenance and defect rectification;
4) Deviation from the maintenance program;
5) Subcontracting to third party;
6) Deferred tasks;
7) Release to service documents;
8) Maintenance and airworthiness records:


EXPOSITION
i. Airworthiness release tag (EASA form 01, FAA 8130-3 or equivelant

documents)
ii. List of embodied Modification
iii. List of repairs;
iv. List of incorporated AD
v. etc.
Any discrepancy in respect with contrctual provision, VAR part 5 requirements and
IOSA standards must be reported to Engineering and SQA management.
f) Contracted Maintenance Review
Within next 30 days following release to service of contracted aircraft base
maintenance or engine shop visit, TSE, Planning shall make necessary verifications
in order to ensure that:
1) All maintenance requirements and tasks defined in the maintenance work
package or work scope have been carried out by the respective contracted
maintenance organization, in accordance with the maintenance contract; and
2) The procedures governing maintenance arrangement, as specified in this MME,
have been complied with.
Verifications shall include, when applicable, the Key Performance Indicators
(KPI) or Service Level Agreement (SLA) or standards, as agreed between the
VJC and the contractor, for the assessment of achievement of ongoing safety
and quality levels (the definition of the specific indicators depends on the policy
of the VJC).
Such verification must be documented in Contracted Maintenance Review Form
EPF194 and report to Engineering and SQA management. The verification
results shall be used as part of monitoring and contract renewal.

Page 3 - 21
QUALITY SYSTEM
REQUIREMENTS OF CONTRACTED Iss05/Rev07
MAINTENANCE MANAGEMENT MAINTENANCE
3.7 REQUIREMENTS OF CONTRACTED MAINTENANCE

3.7.1 Purpose
To establish criteria and requirements for the contracted maintenance organization in
order to conform CAAV’s regulations, ISM MNT section 4.4, VJC requirements and
standards.
To ensure VJC provides adequate training to maintenance organizations to perform
maintenance on the VJC’s aircraft in accordance with required standard.
This procedure shall apply to contracted maintenance organization.
3.7.3 Reference
VAR Part 12.073, 12.225(g,h), 12.233, 12.247(o), appendix 1 to 12.227 (a)(1)(iii), VAR
Part 4.055(a)(1)
MNT Section 4
TQA Manager, Technical Training Manager
3.7.5 Policy
a) External organization(s) such as contracted line and base maintenance service
providers are required to be aware of VJC's processes and procedures, as well as
their impact on maintenance and/or related systems. VJC shall provide appropriate
external organizations with relevant training that covers the VJC's paperwork,
certification and recording requirements. Alternatively, VJC may provide such
training to each external organization that performs maintenance functions for the
VJC.
b) All maintenance shall be performed in accordance with requirements of the VJC.
c) All maintenance shall be complied with CAAV, applicable regulations and safety and
quality requirements.
d) A periodic audit should be carried out to ensure that the contracted maintenance
providers are carried out in accordance with the maintenance contract, VJC’s
required standards and CAAV’s requirements. The auditing of contracted
maintenance organization is at TQA Manager discretion following risk-based
approach. Refer to MME 3.1 for audit process.
e) The audit/ evaluation/ assessment shall be focused on requirements listed in 3.7.6
below. Contractor Application And Evaluation Questionnaires form VJC-SSQA-F-
103 which covers all requirements as specified in 3.7.6 shall be utilized as part of
AMO assessment and monitoring.
3.7.6 Requirements for Contracted Maintenance Organization
3.7.6.1 Approval
a) The VJC aircraft shall not be operated unless it is maintained and released to
service by an Approved Maintenance Organization (AMO) that:
1) Approved from CAAV as AMO Part 5:

Page 3 - 22
QUALITY SYSTEM
2) Has established procedures approval/ acceptable to the CAAV to ensure

maintenance practices are in compliance with all relevant requirements;
3) Maintains the validity of its approval through compliance with the requirements
for an approved maintenance organization acceptable to the CAAV.
b) The AMO shall have an approval certificate and Operation Specification/ Approval
schedule that contains, the:
1) Name and location of the AMO;
2) Date of issue and period of validity of the approval;
3) Scope of the approval that contains class, rating, limitation.
3.7.6.2 Management
a) The AMO shall have an accountable manager who is acceptable to the CAAV and
has responsibility for the management and supervision of the maintenance
organization.
b) The AMO shall have nominated appropriate personnel with responsibilities for
ensuring the maintenance organization is in compliance with the requirements for an
approved maintenance organization as accepted by the CAAV.
c) The AMO shall have the necessary personnel to plan, perform, supervise, inspect
and release the maintenance work to be performed.
3.7.6.3 Quality Assurance
a) The AMO shall have an independent quality assurance program that:
1) Meets the specifications contained as follow:
i. An internal audit/evaluation program;
ii. An established audit schedule that ensures all applicable regulations,
requirements and technical activities described within the MOPM of the AMO
are checked on established intervals, as described in the MOPM;
iii. A record of audit findings and corrective and/or preventive actions;
iv. Follow-up procedures to ensure necessary corrective/preventive actions
(both immediate and long-term) implemented by the Maintenance
Organization are effective;
v. A record-keeping system to ensure details of evaluation findings, corrective
actions, preventive actions and follow-up are recorded, and that the records
are retained for two complete evaluation cycles.
2) Monitors compliance with applicable regulations, requirements and the MOPM of
the AMO;
3) Addresses the specific requirements of the VJC as specified in the maintenance
agreement;
4) Is under the sole control of the Quality Manager or the person assigned
managerial responsibility for the program.
b) The AMO shall have a process for periodic review of the quality assurance program
by the Quality Manager or the person assigned managerial responsibility for the
program for the purpose of ensuring compliance with current requirements of the
Maintenance Program and the MME.

Page 3 - 23
QUALITY SYSTEM
c) The AMO shall has a process to immediately report to the VJC MOC and QA any
defects, un-airworthy conditions, failures or malfunctions. The MOR shall be
submitted to CAAV within 72 hours. Refer MME 2.8 for details.
3.7.6.4 Personnel
a) The AMO shall utilize maintenance personnel:
1) That are appropriately licensed and/or authorized to sign the maintenance
release;
2) Whose competence has been established in accordance with a procedure and
to a level acceptable to the CAAV and authority granting approvals for the
maintenance organization. The criteria for competence assessment of the
maintenance personnel should be:
i. On-the-job performance and/or testing of knowledge, skill, by appropriately
qualified personnel;
ii. Appropriate attitude towards safety and observance of procedures;
iii. Records for basic, organizational, and/or product type and differences
training;
iv. Experience records;
v. Validation of qualification records.
b) The AMO shall has a means for providing a positive identification of maintenance
personnel that are approved to perform and certify maintenance.
3.7.6.5 Training program
a) The AMO shall have a training program that assures all maintenance personnel
receive initial and recurrent training that is appropriate to individually assigned tasks
and responsibilities, and provides maintenance personnel with the:
1) Knowledge of regulations, standards and procedures in accordance with
requirements in the VJC’s MME
2) Knowledge and skills related to human performance, including coordination with
other maintenance personnel and flight crew.
b) The AMO shall have a training program that provides for continuation training on an
interval not to exceed 36 months, which may be reduced to a lesser interval based
on findings generated by the QA Program.
c) The AMO shall have a training and qualification program for auditors used in the QA
Program.
d) The AMO shall have a training program that provides for initial and continuation
training for receiving inspectors.
3.7.6.6 Facilities and Physical Resources
a) The AMO shall have the basic facilities and work environment, appropriate for the
maintenance tasks to be performed for the VJC, to include:
1) A place of business, with a fixed address;
2) Communications equipment/software, such as telephones, facsimile machines,
email and others;

Page 3 - 24
QUALITY SYSTEM
3) Any devices used to establish when a particular aircraft requires maintenance.

This may include planning bulletin boards, card files or a computer system;
4) A secure, dry storage area to retain aircraft technical records.
b) The AMO shall have the necessary technical data, equipment, tools and material to
perform the work for which the maintenance organization has been approved, to
include:
1) Equipment and tools necessary to comply with the work specified in the
agreement between the VJC and the maintenance organization;
2) Sufficient supplies and spare parts to ensure timely rectification of defects with
regard to the Minimum Equipment List (MEL) provisions as specified in the
agreement between the VJC and the maintenance organization.
c) The AMO shall have facilities suitable for the storage of parts, equipment, tools and
material under conditions that provide security and prevent deterioration of and
damage to stored items, such processes shall ensure:
1) Clean work areas, including management offices;
2) Parts and material properly identified and stored;
3) Oxygen and other high-pressure bottles properly identified and stored;
4) Flammable, toxic or volatile materials properly identified and stored;
5) Equipment identified and protected.
d) The AMO shall have a shelf-life program for applicable items, which includes a
requirement for the shelf-life limit to be controlled and displayed.
e) The AMO shall have a receiving inspection process that:
1) Assures incoming material has the required certification documentation and
traceability;
2) Includes a process for verification of incoming part tags to ensure information on
the tag (e.g., part name, part number, serial number, modification and/or any
other applicable reference information) matches the corresponding information
on the part.
3.7.6.7 Material Handling
a) The AMO shall have a secure quarantine area for rejected parts and materials
awaiting disposition
b) The AMO shall have a process for segregating aircraft serviceable parts, aircraft
non-serviceable parts, and non-aircraft parts.
c) The AMO handles or perform maintenance on, electrostatic sensitive devices (ESD)
for the VJC shall have an Electrostatic Sensitive Devices (ESD) Program. Such ESD
program shall comply with applicable manufacturer instructions and address the
following:
1) Removal and installation on the aircraft;
2) Appropriate warning and caution signs, as well as decals are placed in areas
where ESDs are handled;
3) Devices contained in ESD-approved packaging are sealed and properly labeled;

Page 3 - 25
QUALITY SYSTEM
4) Devices not contained in ESD-approved sealed packaging are handled by

personnel using approved earthing (i.e. grounding) straps and/or mat
i. For maintenance activities that require floor grids where ESDs are handled,
the floor grids are grounded;
ii. Are not to be stored on shelving covered with carpet, foam, vinyl or any other
material that can store or produce an electrical charge;
iii. Earthing straps and mats are tested to ensure conductivity at regular
intervals or prior to use and such test results are recorded.
d) The AMO shall have a method of storage that assures sensitive parts and
equipment, such as, but not limited to, oxygen system components (oxygen
generators and bottles), O-rings and electrostatic sensitive devices are properly
packaged, identified and stored to protect them from damage and contamination.
e) The AMO shall have a process that assures aircraft components and parts are
shipped in suitable containers that provide protection from damage and, when
specified by the OEM, ATA-300 or equivalent containers shall be used.
3.7.6.8 Procedure Manual
a) The AMO provides for the use and guidance of relevant maintenance personnel a
MOPM, which may be issued in separate parts, accepted by CAAV.
b) The AMO shall have a process to amend the MOPM as necessary to keep the
information contained therein up to date.
c) The AMO shall have a process to furnish copies of all amendments to the MOPM
promptly to all organizations or persons to whom the manual has been issued.
3.7.6.9 Maintenance Release
Reference: VAR 4.107(b); VAR 12.243(c)(d)
The AMO produces a completed and signed maintenance release that certifies all
maintenance work performed has been completed satisfactorily and in accordance with
the approved data and procedures described in the MOE of the maintenance
organization. Such maintenance release shall include:
a) Basic details of the maintenance performed;
b) A reference of the approved AMP which itself may cross-reference to a
manufacturer's instruction in a maintenance manual and the revision status;
c) Maintenance tasks that were not accomplished;
d) The date maintenance was completed, flight hours and flight cycles of the aircraft;
e) The identity of the approved maintenance organization (e.g. CAAV part 5 approval
number);
f) The identity of the person(s) that sign the release (e.g. name, signature, stamp,
authorization number, rating).
The appropriate entry shall be made in VJC Technical log in accordance with entry
requirements set in MME 2.1.4.
The authorized person signing the maintenance release shall use only unique signature
for the accomplished works.

Page 3 - 26
QUALITY SYSTEM
3.7.6.10 Tooling and Calibration

The AMO shall have procedures to control and document the calibration and records of
all tools, including personnel-owned tools, and preventing out-of-service and due-for-
calibration tools and equipment from being used. The procedures shall include the
following elements:
a) Calibration date;
b) Identity of individual or vendor that performed calibration or check;
c) Calibration due date;
d) A calibration certificate for each item calibrated by an outside agency;
e) Details of adjustments and repairs;
f) Repair history of the tool;
g) The part number and serial number of the standard used to perform the calibration.
3.7.7 Providing of training to maintenance organization

VJC shall provide relevant training to AMO (line, base maintenance), such training will
cover the VJC's paperwork, certification and recording requirements.
Following process shall be implemented to ensure that relevant training and/or training
material is provided to each external organization that performs maintenance functions.
a) If a contract is established, training materials shall be distributed to relevant external
maintenance organizations as practicable as possible, in no case not after the
relevant maintenance action is performed.
b) Training which related to aircraft configuration and other special maintenance
requirements (e.g. RVSM, PBN, CATII/III) shall be prepared and provided by
Technical Training Manager. E-learning method and enrollment notification will be
delivered to external organizations.
c) Maintenance documentation/ procedures (docs/procs) training shall be conducted by
TQA auditor.
d) TQA Manager can authorize maintenance organization’s designated staff as its in-
house instructors to perform the docs/procs course for the other certifying staff.
e) If the any content item is revised, relevant content shall also be distributed to all
external maintenance organizations.
f) The TQA Manager only accept AMO maintenance staff, who already been trained in
VJC docs/procs and other above training courses, to perform and certify VJC
aircrafts.
g) During the contractor audits performed against external maintenance organizations,
availability of the training materials shall be reviewed by TQA.

Page 3 - 27
QUALITY SYSTEM
Iss05/Rev00
QUALITY AUDIT PERSONNEL
3.8 QUALITY AUDIT PERSONNEL

3.8.1 Purpose
To establish procedure and policy for audit personnel to perform periodic audits and
surveillance to ensure compliance to regulatory and company's requirements.
This procedure applies to all quality assurance personnel who are required to carry out
audit and surveillance.
3.8.3 Reference
VAR Part 12.073
The responsibility for the implementation of these procedures rests with the SQA
Director and TQAM.
3.8.5 General
a) Quality Auditor perform independent audits of the management, control and
performance of maintenance activates to ensure compliance with approved
standards and procedures.
b) In order to maintain independence, Auditors shall have no relations to subjects
being audited and shall report directly to Technical Quality Assurance Manager.
c) Auditors shall have unrestricted access to all work areas, activities, products,
records and persons related to an audited process.
d) Auditor shall have relevant training, qualification, experience to meet requirements
of audit.
3.8.6 Auditor responsibility
a) Perform quality inspections and audits as part of ongoing quality assurance.
b) Identify and record any concerns or findings, and the evidence necessary to
substantiate such concerns or findings.
c) Initiate or recommend solutions to concerns or findings through designated reporting
channels.
d) Verify the implementation of solutions within specific time scales.
e) Refer Quality Manual Chapter 4.3.3 for further responsibilities.
3.8.7 Auditor training, Qualification and Authorization
Refer Quality Manual Chapter 3.3.13.

Page 3 - 28
QUALITY SYSTEM
Iss05/Rev00
QUALITY AUDIT PERSONNEL

AIRCRAFT OR AIRCRAFT COMPONENT Iss05/Rev08

MAINTENANCE TASKS CONCESSION/
VARIATION/ EXEMPTION CONTROL 05 Jun 2024
EXPOSITION

VARIATION/ EXEMPTION PROCESS CONTROL
3.9.1 Purpose
To provide regulation on the granting of variation/concession/exemption for deviation to
Aircraft and Component Maintenance Program, aircraft deferred defects and approved
procedure/regulation.
This procedure regulates the method by which Task variation/exemption/concession
process shall be administered and affects all departments involved in the aircraft and
component maintenance including maintenance contractors.
3.9.3 Reference
VAR Part 1 Subpart F, Part 20 Subpart G, Part 12.247
MNT 2.4.3
MME 2.19
The responsibility for the implementation of these procedures rests with the SQA
Director, Engineering Director, TQA Manager, Head of MOC, Reliability Manager,
Technical Services Manager, Planning Manager.
3.9.5 Policy
a) General policies
In according to VAR part-1, subpart F, the concession and deviations in aircraft
operations and maintenance for the operators with AOC certified by the CAAV,
Maintenance Organization approved in accordance to Part 5; and aircraft with
Vietnamese nationality include the following details:
1) Discrepancy to procedures in operation manual (OM), Maintenance
Management Exposition (MME) of AOC holder approved by the CAAV;
2) Operating the aircraft over the limit specified in MEL/CDL (MEL – Minimum
equipment list /CDL – Configuration Deviation List) as well as other limits have
been specified in maintenance data (AMM, IPC, SRM...);
3) Extend scheduled maintenance tasks of aircraft/aircraft component in
accordance with approved Maintenance Program (AMP);
4) Discrepancies of aircraft maintenance tool, equipment to approved maintenance
data.
b) All concession/variation/exemption requests to SQA Director or TQA Manager must
originate from the Head of MOC and/or Planning Manager with acceptance from
Engineering Director or his delegates and will have the reason for the requested
deviation with justification which will include additional safeguards to ensure an
equivalent level of safety and / or quality.
c) The SQA Director or TQA Manager will review the request and seek advice as
necessary from other departments. The review will cover various aspects and will
include:
1) Have all other means of solution been evaluated?


EXPOSITION
2) Is the justification acceptable and safety is not compromised?

3) Is it within the authorization of SQA Director to grant the concession?
4) What time limit shall be imposed?
5) Any other issues such as maintenance status of the aircraft, deferred defects
situation, environmental issues, operational constraints at line stations etc.
d) Concession/variation/exemption request shall be assessed and approved by the
SQA Director for deviation which is within his/her scope of approval granted by
CAAV. TQA Manager can sign the concession request if concession approval is
accepted by SQA Director.
e) Request for concession/variation/exemption beyond the scope of the authority
granted to SQA Director will be referred to CAAV.
f) Deviation on Airworthiness Limitation Section, Airworthiness Directives, Certification
Maintenance Requirement need to be submitted to CAAV for approval.
g) Approval for concession must be received in writing before it becomes effective. In
this respect, the request for CAAV approval shall provide a reasonable time frame to
enable timely receipt of written approval from CAAV.
h) Relevant Department Manager (e.g. Head of MOC, Technical Services Manager,
Planning Manager) will complete the Concession/ Variation/ Exemption Request by
entering the relevant details and submit (by email or hard copy) to Engineering
Director and SQA Director or TQA Manager. Upon acceptance by Engineering
Director, TQA will proceed concession request. Concession/ Variation/ Exemption
shall be logged on Coruson application for monitoring and controlling with unique
number created by Coruson application. In case of internal approval, this number
shall be used as approval number of concession/variation.
i) Each approved concession/variation/exemption will have a validity period and the
Relevant Department Managers are is responsible to plan terminating action prior to
the expiry of the validity period and the SQA Director or TQA Manager is responsible
to monitor compliance. Upon closure of concession/concession/variation/exemption,
Relevant Department shall send evidences of the closure (e.g. techlog, task card,
work order…) to TQA. The evidences shall be uploaded to on Coruson and the
respective concession/variation/exemption shall be closed by TQA.
j) The dossier of the concession/variation/exemption issuance including approved
concession/variation/exemption request, supporting documents and evidence of
acceptance from Engineering Director shall be preserved by TQA on Coruson in 24
months from the expiry date of the concession validity
3.9.6 Variation approved internally by VJC
a) When a scheduled check or task(s) cannot be carried out within the deadline
specified in approved AMP the Planning Manager may apply variation request for
extension of deadline.
b) This request with acceptance from Engineering Director shall be submitted to the
SQA Director or TQA Manager no later than 72 hours before the date the variation is
required. All variations must be reported to CAAV as they occur and a monthly
summary provided a copy of the approved variation will be forwarded to the CAAV
for recording purposes and to VJC TQA Section for reporting purposes.
c) Variation request (Form CAAV/FSSD-AIR 042) shall be associated with supporting


EXPOSITION
documents to the TQA, include but not limited to:

1) Aircraft identification, by registration marks
2) Aircraft current status: flight hours, flight cycle and proposed extension in the
appropriate figure (flight hours, cycles, etc.)
3) Justification of the need for such a variation
4) Current inspection status of the aircraft
5) List of aircraft deferred defects which are affected by the variation
6) Confirmation that the variation does not affect any mandatory maintenance
tasks, life limitation, ADs etc.
7) Spare part/ tool confirmation
8) Other necessary documents requested by QA.
d) Variation Request (Form CAAV/FSSD-AIR 042) for extension of the time limit,
specifying the period of extension being applied for and the justification for such
extension. The limitations contained in the AMP are used as the basis for
application; regardless of the limitations of the AMP, the limits in Table 1 are the
Maximum permitted extension of time limits permitted without CAAV approval.
Table 1. PERMITTED VARIATIONS TO MAINTENANCE PERIODS
ITEMS CONTROLLED BY FLIGHT HOURS:
(i) 5000 flying hours or less: 10%
(ii) More than 5000 flying hours: 500 flying hours
ITEMS CONTROLLED BY CALENDAR TIME:
(i) 1 year or less: 10% or 1 month whichever is the lesser
(ii) More than 1 year, but not exceeding 3 years: 2 months
(iii) More than 3 years: 3 months
ITEMS CONTROLLED BY LANDING/CYCLES:
(i) 500 landings/cycles or less: 5% or 25 landing/cycles, whichever is
lesser.
(ii) More than 500 landings/cycles: 5% or 250 landings/cycles, whichever
is lesser.
ITEMS CONTROLLED BY MORE THAN ONE LIMITE:
(i) For items controlled by more than one limit, e.g. items controlled by
flying hours and calendar time or flying hours and landings/cycles, the
more restrictive limit should be applied.
e) The maximum variations permitted above do not apply to:
1) Those periods included in the Maintenance Schedule which have been classified
as mandatory by the CAAV.
2) ALS Part 1, 2, 3, 4, 5 related tasks.
3) Airworthiness Directive.
4) Structure damage tasks.


EXPOSITION
NOTE: The following concept is applied to calculate Next due of task when
applied variation
Last done Due date Next Due
CRS date CRS date
If CRS date is after Due date (variation applied), then Next due = Due date +
interval.
If CRS date is before Due date, then Next due = CRS date + interval.
f) Variations greater than those detailed in Table 1 Permitted Maximum Variations may
be justifiable on a case by case basis taking into account the specific aircraft and its
service history. Technical Services, Planning Sections shall contact Airbus
Maintenance Programs Engineering (via TechRequest) for further support in order to
obtain appropriate Airbus analysis and advice to submit CAAV for variation approval.
3.9.7 Planning Deferral (previous term, Exemption) for Scheduled Maintenance
Where a task is required to be removed from the check package, which has not
exceeded the limitations of the AMP, VJC’s Maintenance Rep shall consult to Planning
Manager and submit Exemption Request form EPF120 to Engineering Director for
acceptance and SQA Director/TQA Manager for approval. One copy of approved
Exemption sheet shall be forwarded to TQA for monitoring and file.
Planning engineer shall remove this task out work package in AMOS and monitor its
status. Individual WO is created to follow up due date.
Should the task still be unable to be actioned by the due date a variation would then be
required.
3.9.8 Concession for extending the ADD time limit
SQA Director and TQA Manager are authorized to extend 50% repair interval of
following ADD for one time:
a) MEL item CAT B, C;
b) MEL item related to ATA 11 Placard and Marking;
c) Non airworthiness ADD;
d) CDL item whose deadline is not specified;
If additional extensions are required, the extension request must be presented to the
CAAV for approval.
Normally, all ADD will be cleared within time constraint imposed by VJC procedure. In
an unlikely event of ADD, time limitations being exceeded due to circumstances beyond
normal control, a concession shall be prepared by Head of MOC using Concession
Request (form CAAV/FSSD-AIR 040) accompanied with relevant supporting
documents, records and submit (by email or hard copy) to Engineering Director and
SQA Director/TQA Manager. The submission is no later than 24 hours (applicable to
concession of MEL item) or 7 days (applicable to Non airworthiness ADD and CDL item
whose deadline is not specified) before the date of concession is required.


EXPOSITION
Upon acceptance by Engineering Director, TQA Manager or his designated personnel

will assess concession application, taking into account reliability data and safety
implication. If the circumstances are considered acceptable, SQA Director will sign and
approve concession request or TQA Manager will sign concession request if concession
approval is accepted by SQA Director.
Concession request associated with supporting documents, include but not limited to:
a) The evidence of the necessary maintenance works done in order to rectify the
defects but results of such works are not satisfactory;
b) Evidence of the order and preparation of materials, tools, equipment and manpower
necessary for the rectification of the defects;
c) Related MEL page, TSM/AMM, PFR;
d) Aircraft, engine current status: flight hours, flight cycles, ADD status, Airworthiness
and Non-Airworthiness ADD Log;
e) Expected rectification date;
f) Reliability data and safety implication if applicable;
g) Completed concession checklist form VJC-SSQA-F-049;
3.9.9 Concession/ Variation requiring approval from the CAAV
When the concession/variation application does not fit into the criteria of
3.9.6/3.9.7/3.9.8 the request must be approved by the CAAV.
In case of the concession to the aircraft operation exceeding the limits as set forth in the
maintenance data (AMM, SRM...), there must be the comment in writing of the
manufacturer of the aircraft/ engine;
A concession/ variation request must include all details of the justification for the
variation including any OEM or foreign regulatory approvals e.g. (NTO, ASAC, or
equivalent document from aircraft/engine manufacturer) and shall be submitted to
Engineering Director and SQA Director/TQA Manager no later than 7 days (applicable
to Non Airworthiness ADD, MEL Cat D and CDL item whose deadline is not specified)
or 72 hours (applicable for remaining cases) before the date the concession/variation is
needed.
Official concession/variation request is submitted to CAAV signed by the VJC SQA
Director/TQA Manager.
Concession/variation request document package together with official letter prepared by
TQA shall be submitted to CAAV in duplicate, one package shall be submitted to CAAV
Administration and one package shall be submitted to CAAV Flight Safety Standard
Department.
In emergency case, CAAV accepts document from fax or email. The original package
shall be sent to CAAV by next working day.
3.9.10 Exemption requiring approval from the CAAV
In case of discrepancies in the procedures set forth in Operation Manual (OM) or
Maintenance Management Exposition (MME) or discrepancies of aircraft maintenance
tool, equipment to approved maintenance data, the exemption is required to be
approved by CAAV.


EXPOSITION
Head of MOC or Planning Manager or Tech Services Manager shall prepare the
exemption request package and send to Engineering Director or his delegate for
acceptance and SQA/TQA 72 hours before the date the exemption is needed. The
exemption package consists of:
− Completed Exemption Request, form CAAV/FSSD-AIR 044.
− The commitment to seriously observe the regulations and validity term of the
granted exemption
− For discrepancy to procedures of MME or OM:
• Complete reasons and information explaining the use of measures/ procedures
replacing the processes approved by the CAAV;
• Documents demonstrating the equivalence of alternative measures/procedures
used to ensure the equivalent safety level of the flight;
• In case of concession application for operating over the limit that is included in
AMM, SRM, IPC…and must have written suggestion of the aircraft/engine
Manufacturer.
− For discrepancy to discrepancies of aircraft maintenance tool, equipment to
approved maintenance data:
• The full supply of reasons and information on the use of tools, equipment
alternative to the ones set forth in the approved maintenance instructions or the
documents approved by CAAV;
• The supply of design drawing, technical specifications of the alternative tools,
equipment in order to ensure their features to be equivalent to the ones already
approved;
• For the tools, equipment used in measuring, adjusting the details of the system
controlling the engine and the aircraft, there must be the comment in writing of
the manufacturer;
Official exemption request signed by the VJC SQA Director.
Exemption document package together with official letter prepared by TQA shall be
submitted to CAAV in duplicate, one package shall be submitted to CAAV
Administration and one package shall be submitted to CAAV Flight Safety Standard
Department.
In emergency case, CAAV accepts document from email.

Page 3 - 35
QUALITY SYSTEM
Iss05/Rev02
PIC TRANSIT CHECK AUTHORISATION
3.10 PIC TRANSIT CHECK AUTHORIZATION

3.10.1 Purpose
To regulate the method on issue of authorization for Pilot in Command (PIC) to perform
pre-flight inspection (also called transit check) for VJC’s aircrafts.
3.10.2 Reference
VAR 12.225(a); 12.223(b)(1)
Authorize classroom instructor: TQA Manager.
Authorize PIC transit check: TQA Manager.
Records retention: TQA Manager.
Provide training syllabus: Technical Training Manager.
Providing of training to Pilots: authorized instructors.
Compliance with transit check procedure: authorized transit check PIC.
3.10.4 Requirements for PIC
For the case of authorized PIC holding ATPL license for the respective aircraft issued by
CAAV, the validity of his authorization, granted by the company, is dependent on the
validity of the ATPL license held. It is the responsibility of the authorized PIC to ensure
that their ATPL license remain current.
Have successfully completed the PIC training courses:
a) Transit check procedure shall be conducted by authorized instructor. Examination is
required upon completed the course. If PIC has failed examination, he should attend
the retraining course or continuous to practice until he gains sufficient knowledge to
take next examination.
b) PIC need attend 03 transit checks practical task training (form VJC-SSQA-F-100 for
A320/321 and VJC-SSQA-F-098 for A330) organized by VJC AMO. OJT instructor
shall be certifying staff CAT B1 or B2.
Be capable of collecting, analyzing, evaluating information, writing the summing-up and
report (MOR, bird strike report, incident/accident report).
3.10.5 PIC Limited Certification Authorisation Scope
PIC limited certification authorization included PIC transit check authorization. If there is
any defect found, defect rectification must be carried out by AMO.
Authorized PIC must correctly sign on the Tech log page for transit check.
Authorized PIC only carries out the jobs, which were authorized in his Certificate of
Authorization.
Performing of computer reset where describes in appropriate QRH’s/FCOM computer
reset table.
Authorized PIC is responsible for informing any occurrence which might effect on
airworthiness of aircraft.
The delegation of authorization for other person is forbidden.

Page 3 - 36
QUALITY SYSTEM
Iss05/Rev02
PIC TRANSIT CHECK AUTHORISATION
3.10.6 Procedure for Granting Pic Transit Check Authorization

The PIC, who will apply for Pilot Transit Check Authorization, must fill on the Transit
Check by PIC Authorization Application Form (Form VJC-SSQA-F-102).
The Application form should be submitted to TQA Manager before at least 2 weeks
before the date of issuing the Certificate of Authorization.
The Application form is enclosed such documents:
a) Copy of ATPL license granted by CAAV.
b) Training records from VJC.
TQA Manager is responsible for considering the Application form, basing on the above
criteria and issue the Certificate of Authorization PIC Transit Check. AMOS is used to
monitor and control list of PIC transit check authorization and issue each individual
authorization certificate.
After authorized, the email notification shall be generated by AMOS and sent electronic
authorization certificate to concern PIC, OMC, Flight Operation Planning, Rostering.
The list of updated authorized PIC transit check shall be distributed to OMC, Flight
Operation Planning, Rostering and MOC on each Monday.
3.10.7 Revocation and Suspension of the Certificate of Authorization
The revocation and suspension shall be decided by the TQA Manager if:
a) The authorized PIC is not capable of implementing his task or breaking the
inspection process.
b) Not adhering safety regulations.
When having the decision or revocation or suspension, the TQA Manager should
declare in document the reason, the period of revocation or suspension and announce
to the respective departments.
When being revocable and/or suspended, the authorized PIC is not permitted to perform
transit check.
3.10.8 Continuation Training
The authorized PIC transit check shall be continuously updated on company and
technical procedures as well as regulatory requirements from time to time, and these
can be regarded as continuous training.
The training material or information shall be disseminated to all PIC by Technical
Training manager when necessary.
3.10.9 Records
Following records are kept by TQA Section:
a) Application form for PIC Transit check.
b) Copy of ATPL granted by CAAV.
c) All records of training courses.
d) PIC transit check examination result.
e) Copy of Certification of Authorization PIC Transit Check.
Records must be kept at least 2 years after the revocation of authorization.
Records must be maintained in good condition to avoid damage and accessing by
unauthorized person.

Page 3 - 37
QUALITY SYSTEM
Iss05/Rev07
PERSONAL RECORDS
3.11 PERSONNEL RECORDS

3.11.1 Purpose
To establish a proper procedure for retention of maintenance personnel and certifying
staff records to enable administration and control, and to ensure CAAV and VJC's
requirements are complied with.
3.11.2 Reference
VAR Part 12.083; Part 12.085
Technical Training Manager is responsible for keeping all detail qualifications and
training of all maintenance employees.
TQA Manager is responsible for Administration and control of Certifying Staff records.
3.11.4 Policy
a) The qualifications and training records of all maintenance employees within
Engineering Department shall be maintained by Technical Training Section.
b) This record, its contents, layout and the procedures for its use shall be approved by
the CAAV prior to its use.
c) Each record shall be identifiable to the VJC and the individual personnel.
d) The CAAV will also consider approval of a computer-based method for keeping any
portion of this information. Without CAAV approval, any such computer records used
by the VJC shall be secondary method.
3.11.5 Personnel records keeping
The qualifications and training records of each maintenance employees (e.g. TSE,
planner, tech records, library, supply staff etc.) within Engineering Division shall be
maintained and retained. Each record shall be retained by the Technical Training
Section in safe custody for at least 12 months after the individual no longer employed by
the VJC.
The qualifications and training records of certifying staff of contracted maintenance
organizations shall be maintained by organizations. The VJC TQA Section only maintain
the current approved roster lists (Form VJC-SSQA-F-105_List of VJC's Acceptance Line
Maintenance Staff and Form VJC-SSQA-F-106_List of VJC's Acceptance Base
Maintenance Staff).
All related training records which provided by VJC to certifying staff of contracted
maintenance organizations shall be maintained by Technical Training Section and TQA
Section. Refer LMM 2.13 for detail procedure.
For VJC AMO, personnel roster list and records of VJC’s certifying staff described in
MOPM 2.5 comply with VAR part 5 and automatically accepted by TQA Manager.

Page 3 - 38
QUALITY SYSTEM
Iss05/Rev07
PERSONAL RECORDS

CONTRACTED MAINTENANCE Iss05/Rev00
CHAPTER 4
CONTRACTED MAINTENANCE


Page 4 - 1
EXPOSITION
14 Dec 2023
4.1 CONTRACTED MAINTENANCE 3

4.1.1 Purpose 3
4.1.2 Scope 3
4.1.3 Reference 3
4.1.5 Procedure 3
4.1.5.1 General Requirements 3
4.1.5.2 Conditions for Contractors 4
4.1.5.3 Contractor selection process 4
4.1.5.4 Content of Maintenance Contract 7

Page 4 - 2
EXPOSITION
14 Dec 2023

Page 4 - 3
EXPOSITION
14 Dec 2023
4.1 CONTRACTED MAINTENANCE

4.1.1 Purpose
a) This procedure is to describe the way VJC follows to develop maintenance contract
to compliance with CAAV requirements, IOSA ISARPs section 4 MNT.
b) This procedure is to provide the process and procedure for the AMO selection
process.
4.1.2 Scope
This procedure applies to all contracts relating to maintenance service provider for
VJCs’ aircraft and VJCs’ aircraft component.
4.1.3 Reference
VAR Part 12.068; VAR Part 12.076; VAR Part 12.233(a); 12.233(b)(2); 12.253(b);
Appendix 1 to 12.227(a)(16); 4.075(b); VAR Part 20.087
MNT 1.11.1A, 1.11.1B, 1.11.2
VJC’s Engineering Director, TQA Manager and Supply Manager are responsible for this
procedure.
4.1.5 Policy
All maintenance contracts must be reviewed and approved by the Engineering Director
and the TQA Manager, and must include the following requirements:
• The third-party maintenance provider must comply with all applicable CAAV
requirements and VJC's policies and procedures.
• The third-party maintenance provider must provide VJC with access to all records
and documentation related to the work performed.
• VJC must have the right to audit the third-party maintenance provider's work at any
time.
4.1.6 Procedure
4.1.6.1 General Requirements
a) In case required maintenance activity is beyond VJC AMO capabilities or
appropriate VJC AMO resources are not available, Engineering initiates the
Maintenance Contractor selection process. Engineering is responsible for liaison
with approved maintenance organizations for the performance of maintenance.
b) VJC is responsible for airworthiness standards for its fleets including airframe,
engine, aircraft components and equipment. All maintenance organizations
(Contractor) for aircraft, engine, aircraft components and equipment must be CAAV
approved AMO or recognized by CAAV.
c) The maintenance, repair, overhaul, modification, preventive maintenance shall be
carried out in accordance with VJC’ maintenance requirements, the Contractor’s
MOE and maintenance contract.
d) The content of maintenance contract (not including financial matters) shall be
accepted by CAAV when required.
e) The content of maintenance contract shall:

Page 4 - 4
EXPOSITION
14 Dec 2023
1) Contract shall document specific maintenance safety and quality standards

required to be fulfilled by the respective external maintenance organization.
Such standards shall provide the basis for monitoring process as specified in
MME 3.6.
2) Specify all maintenance requirements and define all tasks to be performed by
Contractors.
3) Special attention is to be paid to procedures and responsibilities to ensure that
all maintenance work is performed in accordance with the VJC MME and,
service bulletins are analyzed and decisions taken on accomplishment,
airworthiness directives are completed on time and all work, including non-
mandatory modifications, is carried out in accordance with approved data and to
the latest standards.
f) For line maintenance, the actual layout of the IATA Standard Ground Handling
Agreement may be used as a basis, but this does not preclude the VJC from
ensuring that the content of the contract is acceptable and especially that the
contract allows the VJC to properly exercise its maintenance responsibility.
g) The contract may be in the form of individual work orders/ repair orders addressed
to the contractor in the case of:
1) An aircraft requiring unscheduled maintenance.
2) Component maintenance, including engine maintenance.
h) The Contractor shall be in Approved Contractor List control by TQA Section with
approval from Director SQA/ Accountable Manager prior to providing services to
VJC.
i) In case of occasional use of an approved maintenance organization for unscheduled
maintenance a contract does not need to be established. Based on that a thorough
check is done by MOC, PCC and TQA to verify that the organization is CAAV
approved AMO part 5 for current type of aircraft and engine. The VJC then issues a
service order/ work order to the organization for the requested work and makes sure
to file proof of approval along with the order. Each request is only valid for the work
described in that order.
In case of organization is not CAAV approved AMO, TQA Manager shall liaise to
CAAV FSSD to get concurrence for maintenance performance on VJC aircrafts.
The TQA Manager will issue One-off authorization to allow organization’s certifying
staff to perform maintenance certification on VJC aircraft as long as particular
information of certifying staff e.g. AML, authorization certificate are satisfied.
4.1.6.2 Conditions for Contractors
a) CAAV Approved Maintenance Organization with approved capabilities to carry out
maintenance works mentioned in the contract.
b) Other operators (served as both airlines & AMO providers) operating the same type
of aircraft and engine as VJC and have a CAAV approval for carrying out respective
maintenance work under the contract.
c) Aircraft or engine manufacturers who carry out repairs and modifications for that
respective type of aircraft or engine.
d) Maintenance Organizations with EASA 145 and/or FAA 145 approval.
4.1.6.3 Contractor selection process

Page 4 - 5
EXPOSITION
14 Dec 2023
a) Process flow chart
b) Before contracting any maintenance with AMOs, VJC should ensure a service
provider selection process is in place that ensures:

Page 4 - 6
EXPOSITION
14 Dec 2023
1) Safety-relevant selection criteria are established;

2) Service providers are evaluated against these criteria prior to selection.
c) VJC under company requirements and evaluation standards sets up 12-step
process as below:
1) Setting up a list of AMOs with proper capability to provide maintenance services
for VJC.
2) Sending request for preliminary information and proposal to AMOs. The required
information may be an approved maintenance certificate, liaison address,
capability, price policy and maintenance service, etc.
3) Receiving and making a list of AMOs along with their feedback.
4) On the basic of information given, proceeding preliminary negotiation with AMO.
5) Selecting AMOs under VJC’s evaluation standards such as price policy,
experience, potential development and cooperation in the future, etc.
6) Checking CAAV’s approved certificates in accordance with VAR-5. If these
certificates are not suitable, step 7 will be carried out, otherwise step 8 will apply.
7) If AMO’s certificates are not in accordance with VAR-5, Engineering may provide
Letter of Intent to AMO to initiate application for CAAV approval.
8) VJC’s TQA Section will conduct a further document verification and evaluation
process as specified in MME 2.21 to ensure AMO conforms to IOSA ISAPRP
section 4 MNT. If this AMO is then found to be qualified by the Quality
Assurance, then VJC will go to step 9.
On the contrary, this AMO will be excluded from the AMO list if they do not meet
the QA requirements and then VJC has to revert back to step 5.
9) VJC Engineering will review contract to ensure that all terms and conditions
defined in contract are clear, unambiguous and detailed. The review shall
include SLA/KPI or standards for the assessment of the achievement of on-
going safety and quality levels. During contract review, Engineering will also
proceed negotiation phase with the AMO.
10) Sending results of detailed negotiation to concern departments in VJC for
reference and comment to make sure that the content of contract meets VJC’s
requirement as well as CAAV regulations.
11) After collecting opinions from concerned departments, the final evaluation and
negotiation for contract signature will be carried out. The procedure of contract
signature includes process of contract review to ensure:
i. The contents of contract are adequate and clear.
ii. Concerned partners in the contract agree with terms of the contract as well
as understand their responsibilities.
iii. The responsibility for each side should be determined clearly.
12) The process for deploying the contract as follows:
i. TQA Section shall conduct audit and procedures training to AMO where
applicable. For the details, refer to MME 3.1 and 3.7
ii. VJC’s Engineering Department will coordinate with the AMO for
accomplishment of maintenance works.

Page 4 - 7
EXPOSITION
14 Dec 2023
iii. For the contract files: a copy of contracts will be sent to the following holders
for filing and monitoring:
− VJC’s Engineering Department.
− VJC’s TQA Section if required.
− CAAV if required
4.1.6.4 Content of Maintenance Contract
The formal maintenance contract is not intended to provide detailed work instructions to
the Contractor. Established procedures are required within VJC and Contractor to
address these functions. A maintenance contract typically includes some, but is not
necessarily limited to:
a) An approval process for the contractor by the VJC and where applicable the
Contractors and/or the CAAV;
b) Scope of Work:
1) Aircraft registration number, type of aircraft and engines have to be described in
contract.
2) Type of maintenance to be performed by Contractor be specified
unambiguously.
NOTE: the scope of work being contracted should be limited to the scope of work
approved by the CAAV.
c) A list of facilities where the maintenance is to be carried out, including a list of
satellite facilities that the Contractor may use. If necessary, the contract may
address the possibility of performing maintenance at any location subject to the
need for such maintenance arising either from the UNSERVICEABILITY of the
aircraft or from the necessity of supporting occasional line maintenance.
d) Subcontracting the maintenance contract should specify under which conditions the
Contractor may subcontract tasks to a third party.
e) Maintenance program
1) Specify maintenance program that maintenance tasks will be accomplished
2) All maintenance tasks shall be followed VJC approved maintenance program or
manufacture MPD.
3) The signed off task cards will be VJC approved Task card form.
f) Access by the VJC's quality assurance department staff for evaluating/ monitoring
ongoing quality and safety standards
The terms of the contract should include a provision allowing VJC to perform a
quality surveillance (including audits) upon the Contractor. The maintenance
contract should specify how the results of the Quality surveillance are taken into
account by the Contractor.
g) Competent authority involvement
The contract should identify the CAAV responsible for the oversight of the aircraft,
the operator, the CAMO, and the contractor. Additionally, the contract should allow
CAAV inspectors access to the maintenance organization.
h) Maintenance data

Page 4 - 8
EXPOSITION
14 Dec 2023
The contract should specify the maintenance data and any other manual required for
the fulfilment of the contract, and how these data and manuals are made available
and kept current (regardless if they are provided by the VJC or by the Contractor).
This may include, but may not be limited to:
1) Maintenance Program,
2) AD's,
3) Major repairs/modification data,
4) Aircraft/ Engine Maintenance Manual,
5) Aircraft IPC,
6) Wiring diagrams,
7) Trouble shooting manual,
8) Minimum Equipment List.
i) Incoming condition
The contract should specify in which condition the aircraft should be made available
to the Contractor. For extensive maintenance, it may be beneficial that a work scope
planning meeting be organized so that the tasks to be performed may be commonly
agreed.
j) Airworthiness Directive, Service Bulletin, Modifications
The contract should specify what information VJC is responsible to provide to the
Contractor, such as the due date of the AD, the selected means of compliance, the
decision to embody Service Bulletins (SB's) or modification, etc… In addition, the
type of information VJC will need in return to complete the control of ADs and
modification-status should be specified.
k) Hours and cycles control
Hours and cycles control are the responsibility of the VJC, and the contract should
specify how the VJC should provide the current hours and cycles to the Contractor
and whether the Contractor should receive the current flight hours and cycles on a
regular basis so that it may update the records for its own planning functions.
l) Service life-limited components
The control of service life-limited components is the responsibility of the VJC. The
contract should specify whether the VJC should provide the status of service life-
limited parts to the Contractor, and the information that the Contractor will have to
provide to the VJC about the service life-limited components’ removal/installation so
that the VJC may update its records.
m) Supply of parts
The contract should specify whether a particular type of material or component is
supplied by the VJC or by the Contractor, which type of component is pooled, etc.
The contract should clearly state that it is the Contractor’s responsibility to be in any
case satisfied that the component in question meets the approved data/standard
and to ensure that the aircraft component is in a satisfactory condition for
installation.
n) Schedule maintenance

Page 4 - 9
EXPOSITION
14 Dec 2023
For planning scheduled maintenance checks, the support documentation to be given

to the Contractor should be specified. This may include, but may not be limited to:
1) Applicable Work package, including Task cards and Work orders
2) Scheduled component removal list where applicable
3) AD, SB, Modifications to be incorporated
4) Etc.
When the Contractor determines, for any reason, to defer a maintenance task, it has
to be formally agreed by VJC and follow VJC MME requirements.
o) Unscheduled maintenance/ defect rectifications/ deferred defects
The contract should specify to which level the Contractor may rectify a defect
without reference to the VJC. Unscheduled maintenance/ defect rectifications to be
performed by Contractors in accordance with its MOE procedures and approved
maintenance data.
The Contractor shall immediately notify the VJC of any deferred defects that cannot
be rectified at the line station for the VJC deposition.
p) Test flight
If any test flight is required after aircraft maintenance, it should be performed in
accordance with the procedures established in the VJC’s MME 2.13.
q) Release to Service documentation.
The release to service has to be performed by the Contractor in accordance with its
MOE procedures. The contract should however specify which support forms have to
be used (VJC technical log, etc...) and the documentation that the Contractor should
provide to the VJC upon delivery of the aircraft. This may include but is not limited
to:
1) Certificate of release to service.
2) Flight test report.
3) List of Modification embodied.
4) List of repairs.
5) List of ADs accomplished
6) Maintenance visit report.
7) Test bench report.
r) Maintenance recording
The contract should specify when maintenance records will be sent to VJC upon
completion of maintenance.
s) A system for communication exchange between the VJC and the Contractor.
Each time exchange of information between VJC and the Contractor is necessary,
the contract should specify what information should be provided and when, how, by
whom and to whom it has to be transmitted.
t) The maintenance contract should include the provision for a certain number of
meetings to be held between the VJC and the Contractor

Page 4 - 10
EXPOSITION
14 Dec 2023
1) Contract Review Meeting

2) Workscope Planning Meeting
3) Technical Meeting (ADs/CNs/SBs)
4) Commercial and/or Logistics Meeting
5) Quality Meeting
6) Reliability Meeting

APPENDIX Iss05/Rev00
CHAPTER 5
APPENDIX

APPENDIX Iss05/Rev00

Page 5 - 1
APPENDIX
Iss05/Rev07
TABLE OF CONTENTS
5.1 LIST OF FORMS 3

5.2 ASSOCIATED PROCEDURES 5
5.3 AIRCRAFT SYSTEMS AND EQUIPMENT 7

Page 5 - 2
APPENDIX
Iss05/Rev07
TABLE OF CONTENTS

Page 5 - 3
APPENDIX
Iss05/Rev01
LIST OF FORMS
EXPOSITION 01 Sep 2021
5.1 LIST OF FORMS

Refer to Master list form TQAF001 for detailed information. This master list of form and
all Engineering/Maintenance forms are controlled by Technical library.
All forms are maintained in electronic format and available in Engineering Sharepoint.

Page 5 - 4
APPENDIX
Iss05/Rev01
LIST OF FORMS
EXPOSITION 01 Sep 2021

Page 5 - 5
APPENDIX
Iss05/Rev07
ASSOCIATED PROCEDURES
5.2 ASSOCIATED PROCEDURES

The below documents are complements as MME may refer to:
a) Quality Manual (QM)
b) Maintenance Organization Procedure Manual (MOPM)
c) Line Maintenance Manual (LMM)
d) Reliability Control Program Manual (RCPM)
e) Training Program Manual (TPM)
f) Interface Procedure Manual (IPM)
g) MOC SOP
h) Supply & Store SOP
i) Engineering SOP

Page 5 - 6
APPENDIX
Iss05/Rev07
ASSOCIATED PROCEDURES

Page 5 - 7
APPENDIX
Iss05/Rev07
AIRCRAFT SYSTEMS AND EQUIPMENT
5.3 AIRCRAFT SYSTEMS AND EQUIPMENT

Reference: VAR Part 6, Appendix 1 to 12.227(a)(14), MNT 1.9.1, 1.9.2
All aircraft systems and equipment shall comply with the airworthiness requirements of
VAR Part 6, IOSA Standards Manual (ISM-MNT), and any related international
regulations.
VJC shall maintain a comprehensive inventory of all systems and equipment installed
on each aircraft within its fleet.
For incoming aircraft, a thorough evaluation shall be conducted to verify that all onboard
systems and equipment meet the requirements outlined in the relevant ISM MNT
Aircraft System and Equipment List and Compliance Report 06.
Any discrepancies identified during the evaluation process shall be addressed and
rectified before the aircraft is allowed to enter service.
VJC shall maintain a system for ongoing monitoring and evaluation of the performance
and reliability of all aircraft systems and equipment.
The results of these evaluations shall be used to identify and implement preventative
maintenance measures, as necessary.
Any modifications or upgrades to aircraft systems and equipment shall be conducted in
accordance with approved maintenance programs, procedures and documentation.

Page 5 - 8
APPENDIX
Iss05/Rev07
AIRCRAFT SYSTEMS AND EQUIPMENT


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MINISTRY OF TRANSPORT SOCIALIST REPUBLIC OF VIETNAM

CIVIL AVIATION AUTHORITY OF VIETNAM Independence – Freedom – Happiness

GENERAL DIRECTOR OF CIVIL AVIATION AUTHORITY OF VIETNAM

Recipient: PP. GENERAL DIRECTOR

Note: This translation was prepared by DCC-

Revision Date: 05 Jun 2024

Authorization Name Signature Date

Engineering Director TRAN CONG NGHIEP 06/06/2024

SQA Director HOANG HAI TRINH 06/06/2024

VP SSQA TO VIET THANG 06/06/2024

AUTHORIZATION PAGE Iss05/Rev05

This MAINTENANCE MANAGEMENT EXPOSITION is published under the authorisation of the

Safety, Quality Department

Tel: + 848 35471852, Ext: 184

The approved Master Copy of this document is controlled by DCC-SQA.

AUTHORIZATION PAGE Iss05/Rev05

INTENTIONAL BLANK PAGE

The approved Master Copy of this document is controlled by DCC-SQA.

Reference: VAR 12.067(b)(1)

The approved Master Copy of this document is controlled by DCC-SQA.

INTENTIONAL BLANK PAGE

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LIST OF DISTRIBUTION Iss05/Rev07

Holder Format Copy No.

VJC Maintenance Stations Electronic

CEO/ Accountable Manager Electronic

SQA Department Electronic

FCD Management Electronic

AMO QA Department Electronic

Technical Services Section Electronic

Supply Section Electronic

VJC AMO Electronic

Contracted Maintenance Providers Electronic

The approved Master Copy of this document is controlled by DCC-SQA.

LIST OF DISTRIBUTION Iss05/Rev07

INTENTIONAL BLANK PAGE

The approved Master Copy of this document is controlled by DCC-SQA.

RECORD OF REVISIONS Iss05/Rev08

Issue No. Rev. No. Revision Date Reason for Revision

To comply with regulatory requirements;

To comply with Circular 42 and current

05 02 01 Jun 2022 To comply with current operations.

To comply with current operations;

To comply with current operations;

05 05 28 Mar 2023 Updated Concession Procedures

05 06 25 Aug 2023 Added EDTO

05 07 14 Dec 2023 To update Cir 09; Update ETLB

The approved Master Copy of this document is controlled by DCC-SQA.

RECORD OF REVISIONS Iss05/Rev08

Issue No. Rev. No. Revision Date Reason for Revision

05 08 05 Jun 2024 To comply with current operations.

The approved Master Copy of this document is controlled by DCC-SQA.

RECORD OF TEMPORARY REVISIONS Iss05/Rev05

RECORD OF TEMPORARY REVISIONS

TR Effective Pages Authorized Reviewed

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RECORD OF TEMPORARY REVISIONS Iss05/Rev05

INTENTIONAL BLANK PAGE

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