RCPM_Iss02Rev02_30Nov2021 (1)

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

------------- ----------oOo----------
No.: 129 /QĐ–CHK Ha Noi, 20th Jan 2022
DECISION
To approve the RCPM ‘’Reliability Control Program Manual’’
Issue 02 Revision 02 dated 30/11/2021 of VietJet Aviation Joint Stock
Company
-----------------------
GENERAL DIRECTOR OF CIVIL AVIATION AUTHORITY OF VIETNAM
- Pursuant to the Circular No.01/2011/TT-BGTVT dated 27/01/2011 of the Ministry of

Transport issued Civil Aviation Safety Regulations on Aircraft and Flight Operations;
- Pursuant to the Circular No.03/2016/TT-BGTVT dated 31/03/2016 of the Ministry of
Transport; the Circular No.21/2017/TT-BGTVT dated 30/06/2017 amending and
supplementing certain articles to the Circular No.01/2011/TT-BGTVT dated 27/01/2011;
the Circular No.56/2018/TTBGTVT dated 11/12/2018; the Circular No.42/2020/TTBGTVT
dated 31/12/2020 amending and supplementing of the Ministry of Transport issued Civil
Aviation Safety Regulations on Aircraft and Flight Operations;
- Pursuant to the Decision No.2606/QD-BGTVT dated 07/09/2017 of the Ministry of
Transport stipulating the functions, accountabilities, authorities and organizational
structures of the Civil Aviation Authority of Vietnam and the Decision No.1055/QD-BGTVT
dated 31/05/2019 of the Ministry of Transport amending and supplementing the Decision
No.2606/QD-BGTVT dated 07/09/2017.
- In consideration of the proposal of VietJet Aviation Joint Stock Company in the official
letter No.71-21/VJC-SSQA dated 20/04/2021;
- Based on the proposal of the Director of Flight Safety Standard Department of Civil
Aviation Authority of Vietnam.
DECIDES:
Article 1: To approve the RCPM “Reliability Control Program Manual” Issue 02 Revision 02
dated 30/11/2021 of VietJet Aviation Joint Stock Company.
Article 2: This decision is effective on the date signed.
Article 3: Director of Flight Safety Standard Department, VietJet Aviation Joint Stock Company
and the relevant organizations and individuals are responsible to implement this
decision.
PP. GENERAL DIRECTOR
DEPUTY GENERAL DIRECTOR
(Signed and sealed)
Dinh Viet Son
Recipient: NOTE:
- As Article 3; This translation was prepared by DCC-
- General Director (report); SQA in good faith and to the best of our
- Archives: VT, TCATB. knowledge.
If there is/are any contradiction(s), the
original Vietnamese version shall
prevail.
RELIABILITY CONTROL
PROGRAM MANUAL
Revision Date: 30 Nov 2021

Issue 02 Rev 02
Document No.: VJC-ENG-M-005
Authorization Name Signature Date
Reliability Deputy Manager ĐỖ THÁI ANH 29 Dec 2021
SQA Deputy Director/ TQA 29 Dec 2021

TỐNG THẾ NGỌC
Manager
Acting Engineering Director NGUYỄN THANH HẢI 29 Dec 2021
Accountable Manager ĐINH VIỆT PHƯƠNG 29 Dec 2021

AUTH - 1
AUTHORIZATION PAGE Iss02/Rev00
RELIABILITY CONTROL 10 Nov 2017

PROGRAM MANUAL
This RELIABILITY CONTROL PROGRAM MANUAL is published under the authorization of

SQA Department. Any question with respect to the use of this manual or information contained
herein should be addressed to:
Safety and Quality Assurance Department

VietJet Aviation Joint Stocks Company
8th floor, VietJet Plaza Building
60A Truong Son Street, Tan Binh District
Ho Chi Minh City, Vietnam
Tel: 84-28-3547 1866

Fax: 84-28-3547 1865
Email: ssqa.tqa@VietJetair.com
The approved Master Copy of this document is controlled by DCC-SQA.

Uncontrolled copy when printed or downloaded.
LOD - 1
LIST OF DISTRIBUTION Iss02/Rev02

PROGRAM MANUAL
LIST OF DISTRIBUTION
Holder Format Copy No.
CAAV Electronic CAAV Copy
Document Control Center Electronic Master Copy
Technical Library / Technical Publication Electronic
SQA Department Electronic
Accountable Manager Electronic
TQA Manager Electronic
Engineering Director Electronic
Maintenance Director Electronic
Supply and Stores Electronic
Engineering and Planning Electronic
Reliability Section Electronic
Note: Electronic version of the document made available through SharePoint DMS/ Coruson
are official and controlled.

ROR - 1
RECORD OF REVISIONS Iss02/Rev02

PROGRAM MANUAL
RECORD OF REVISIONS
Retain this record in the Manual. Upon receipt of revisions, insert revised pages in the Manual
and enter the Issue Number, Revision date (found on the List of Effective Pages), insertion date
and initials of person incorporating the revision, in the appropriate block on the record of
revisions.
Issue No. Rev. No. Revision Date Contents Revised
01 00 16/04/2014 Initial Issue
01 01 07/11/2016
02 00 10/11/2017
02 01 18/11/2019
02 02 30/11/2021

RTR - 1
RECORD OF TEMPORARY REVISIONS Iss02/Rev02

PROGRAM MANUAL
RECORD OF TEMPORARY REVISIONS
TR
Effective Date Date Inserted Validity Authorized by Reviewed by
No.

RH - 1
REVISION HIGHLIGHTS Iss02/Rev02

PROGRAM MANUAL
REVISION HIGHLIGHTS
Section Description of Significant Changes
Approval Page Updated the position of Deputy Director of Engineering
LOD Updated the location of document

1.3 Added MME reference
3.3 Clarified Aircraft Type / model and Engine type
3.15 Added Rolls Royce Trent 700 engines
4.2 Re-wording triggering an alert during RCB meeting

4.10 Revised tile;
Revised item a), b) c);
Removed item d) e) f) of section MONITORING AN ALERT NOTICE process
Changed RCB Chairman from Vice President of Technical to Engineering
6.1 Director;
Added item e) in Reliability Control Board Structure and Functions
6.2 Updated RCB Organization Structure
Updated Engineering Director to be the RCB chairman of the
6.3.1
committee
6.3.8 Added “Reliability Control Group” responsibilities
8.1 Revised item b) d) f) h) of Reliability Monthly Reporting System
Added procedure of PROVIDE RELIABILITY INFORMATION TO

8.4 AIRFRAME/ENGINE MANUFACTURERS – Airbus IDO, PW Engine and
Rolls-Royce Engine (8.4.3)
9.1.2 Updated RCP Report Utilization Charts
9.1.3 Updated Fleet Utilization Tables
9.1.4 Updated Aircraft Utilization Table
9.1.5 Updated Pareto Chart
9.1.6 Updated Dispatch Reliability Chart
9.1.7 Updated Rate Table with UCL

RH - 2
REVISION HIGHLIGHTS Iss02/Rev02

PROGRAM MANUAL
Section Description of Significant Changes
9.1.8 Updated form ALERT NOTICE Rev. 02
9.1.9 Updated Fleet Component Report
9.1.10 Updated Delay Report Table
9.1.11 Added Autoland Report Table

LEP - 1
LIST OF EFFECTIVE PAGES Iss02/Rev02

PROGRAM MANUAL
LIST OF EFFECTIVE PAGES
A current List of Effective Pages shall be distributed to all manual holders with every issue of
revisions to ensure that the document has been properly updated.
The new pages by ‘N’ and the revised pages by ‘R”.
N/R Section Page No. Issue Revision Effective Date

AUTH 1 02 00 10/11/2017
R LOD 1 02 02 30/11/2021
R ROR 1 02 02 30/11/2021
R RTR 1 02 02 30/11/2021
R RH 1–2 02 02 30/11/2021
R LEP 1–3 02 02 30/11/2021
R TOC 1–3 02 02 30/11/2021
1.1 1 02 00 10/11/2017
1.2 2–3 02 01 18/11/2019
R 1.3 4 02 02 30/11/2021
1.4 5 02 00 10/11/2017
1.5 6–9 02 00 10/11/2017
2.1 1 02 00 10/11/2017
2.2 2 02 00 10/11/2017
2.3 3–7 02 00 10/11/2017
3.1 1 02 00 10/11/2017
ACTING ENGINEERING DIRECTOR CAAV APPROVAL
DATE: 29 Dec 2021

DATE:

LEP - 2

PROGRAM MANUAL

3.2 2 02 01 18/11/2019
R 3.3 3 02 02 30/11/2021
3.4 4 02 00 10/11/2017
3.5 5 02 00 10/11/2017
3.6 6 02 00 10/11/2017
3.7 7 02 00 10/11/2017
3.8 8 02 00 10/11/2017
3.9 9 02 00 10/11/2017
3.10 10 02 00 10/11/2017
3.11 11 02 00 10/11/2017
3.12 12 – 15 02 00 10/11/2017
3.13 16 02 00 10/11/2017
3.14 17 – 23 02 00 10/11/2017
R 3.15 24 – 25 02 02 30/11/2021
4.1 1 02 00 10/11/2017
R 4.2 2 02 02 30/11/2021
4.3 3 02 01 18/11/2019
4.4 4 02 00 10/11/2017
4.5 5–8 02 01 18/11/2019
4.6 9 02 00 10/11/2017
4.7 10 02 00 10/11/2017
DATE: 29 Dec 2021 DATE:

LEP - 3

PROGRAM MANUAL

4.8 11 – 14 02 00 10/11/2017
4.9 15 02 00 10/11/2017
R 4.10 16 02 02 30/11/2021
4.11 17 - 19 02 00 10/11/2017
5.1 1 02 01 18/11/2019
5.2 2 02 00 10/11/2017
5.3 3 02 00 10/11/2017
5.4 4–5 02 00 10/11/2017
5.5 6–7 02 00 10/11/2017
R 6.1 1 02 02 30/11/2021
R 6.2 2 02 02 30/11/2021
R 6.3 3-6 02 02 30/11/2021
7.1 1 02 00 10/11/2017
7.2 2 02 00 10/11/2017
R 8.1 1 02 02 30/11/2021
R 8.2 2–3 02 02 30/11/2021
8.3 4 02 00 10/11/2017
N 8.4 5-7 02 02 30/11/2021
R 9.1 1–6 02 02 30/11/2021
DATE: 29 Dec 2021 DATE:

TOC - 1
TABLE OF CONTENTS Iss02/Rev02

PROGRAM MANUAL
TABLE OF CONTENTS
Authorization Page AUTH - 1

List of Distribution LOD - 1
Record of Revisions ROR - 1
Record of Temporary Revisions RTR - 1
Revision Highlights RH 1 - 2
List of Effective Pages LEP 1 - 3
Table of Contents TOC 1 - 3
CHAPTER 1 - MANUAL ADMINISTRATION AND CONTROL
1.1 INTRODUCTION 1
1.2 SYSTEM OF AMENDMENT AND REVISION 2
1.3 REFERENCES 4
1.4 DISTRIBUTION 5
1.8 ABBREVIATIONS 6
CHAPTER 2 - RCP POLICIES
2.1 INTRODUCTION 1
2.2 POLICY 2
2.3 RCP DEFINITIONS 3
CHAPTER 3 - RCP PROCEDURE
3.1 OPERATION OF RCP 1

3.2 RELIABILITY CONTROL PROGRAM CYCLE 2
3.3 AIRCRAFT FLEET RCP 3
3.4 ATA SYSTEMS CONTROLLED BY THE RCP 4
3.5 RELIABILITY MONITORING 5
3.6 DATA COLLECTION AND ENTRY 6
3.7 DATA COLLECTION SYSTEM PROCESS 7

TOC - 2

PROGRAM MANUAL
3.8 SHOP REPORT DATA PROCEDURES 8

3.9 RESULT OF DATA ANALYSIS APPLIED TO AIRCRAFT MAINTENANCE ACTIONS 9
3.10 ADAPTATION OF TIME TABLE IN PERFORMING CORRECTIVE ACTIONS 10
3.11 RELIABILITY PERFORMANCE PARAMETERS 11
3.12 RELIABILITY PERFORMANCES DEFINED 12
3.13 RELIABILITY DATA REPORTING SOURCES 16
3.14 MAINTENANCE PROCESS, SCHEDULES AND PROGRAM ADJUSTMENTS
AND CHANGES 17
3.15 ENGINE CONDITION AND DIAGNOSTICS MANAGEMENT 24
CHAPTER 4 - PERFORMANCE STANDARD
4.1 ESTABLISHING THE PERFORMANCE STANDARDS 1

4.2 TRIGGERING AN ALERT BASED ON CONTROL LIMITS AND ESTABLISHED
RATES 2
4.3 TRIGGERING AN ALERT BASED ON OTHER RELIABILITY PARAMETERS. 3
4.4 ALERT STATUS EXCEPTION 4
4.5 PERFORMANCE STANDARD AND UCL COMPUTATIONS 5
4.6 ESTABLISHING RELIABILITY CL DATA FOR NEW AIRCRAFT 9
4.7 CLASSIFICATIONS OF ALERT LEVELS 10
4.8 ACTION IN RESPONSE TO THE ALERT LEVELS CLASSIFICATIONS 11
4.9 ALERT FORMATTING INTERPRETATION 15
4.10 MONITORING AN ALERT NOTICE 16
4.11 DISPATCH RELIABILITY 17
CHAPTER 5 - MAINTENANCE PROCESS CHANGE
5.1 MAINTENANCE PROCESS CHANGE POLICY 1

5.2 CREATION AND REVISION OF AIRCRAFT MAINTENANCE SCHEDULE (AMS) 2
5.3 CRITERIA FOR MAINTENANCE PROCESS CHANGE 3
5.4 MAINTENANCE PROCESS CHANGE CATEGORY 4
5.5 SHORT TERM ESCALATION PROCEDURE 6

TOC - 3

PROGRAM MANUAL
CHAPTER 6 - RELIABILITY CONTROL BOARD
6.1 RELIABILITY CONTROL BOARD STRUCTURE AND FUNCTIONS 1

6.2 RCB ORGANIZATION STRUCTURE 2
6.3 RCB OPERATIONAL RESPONSIBILITIES 3
CHAPTER 7 - RCP FOR CAT II-III MAINTENANCE
7.1 RCP FOR CAT 2/3 OPERATIONS 1

7.2 REPORT CONTENTS FOR CAT 2 OR CAT 3 RELIABILITY CONTROL 2
CHAPTER 8 - REPORTING FORMAT
8.1 RELIABILITY MONTHLY REPORTING SYSTEM 1

8.2 REPORT CONTENTS 2
8.3 ALERT NOTICE 4
8.4 PROVIDE RELIABILITY INFORMATION TO AIRFRAME/ENGINE MANUFACTURERS 5
CHAPTER 9 - APPENDIX
9.1 GENERAL 1

MANUAL ADMINISTRATION AND CONTROL Iss02/Rev00

PROGRAM MANUAL
CHAPTER 1
MANUAL ADMINISTRATION AND CONTROL

Page 1 - 1
Iss02/Rev00
RELIABILITY CONTROL
INTRODUCTION
10 Nov 2017
PROGRAM MANUAL
1.1 INTRODUCTION
The Reliability Control Program Manual is issued in order to meet CAAV and ICAO
requirement and review and revise to ensure that this Manual accurately describes the
reliability control procedure, instructions and policies that are currently in use by VJC.
This manual is constantly attended to reflect the new changes that improve the
procedures, instructions and policies. The management supervision must keep abreast
for the time and conditions. Improvement of this reliability control program continues in
order to consistently measure and monitor airplane systems and components
performance to maintain the over-all dependability of airplane systems and components
within the acceptable level of economics.

Page 1 - 2
Iss02/Rev01
RELIABILITY CONTROL
SYSTEM AMENDMENT AND REVISION
18 Nov 2019
PROGRAM MANUAL
1.2 SYSTEM OF AMENDMENT AND REVISION

1.2.1 Control & Effectivity
a) The Reliability Control Group is responsible for the issuance and revision of the
manual. All revisions on this manual will be issued a revision number along
with the revision date that will appear on each revised page. A record of revision will
be maintained in each manual which will require the entry of the revision number,
date of revision, date it was inserted and signature of the individual who inserted the
revision.
b) A new issue of this manual will be published when changes affect more that 70% of
the manual content, subject for Civil Aviation Administration of Vietnam (CAAV)
approval, and shall be distributed by the Reliability Manager. Approved revisions and
new issues become effective immediately upon approval of the CAAV and shall be
incorporated into the manual.
1.2.2 Filling Instruction
Review the list of effective pages. Remove corresponding old pages and replace or add
new pages. Any page that is numbered and not included in the list of effective pages is
removed. Be careful when inserting changes not to throw away pages from the manual
that are not replaced. The lists of effective pages display the approval pages.
1.2.3 Publications
a) A consistent format and page structure shall be utilized throughout the manual. It
shall contain a title page, table of contents, list of effective pages, revision page, and
if applicable, a temporary bulletin section with appropriate effective dates.
b) Each page of this Manual has a header that includes the title of the manual, and in
the upper right hand corner are the page number, issue number, revision number
and the revision date.
c) Any revision within a section requiring additional pages will necessitate section
revision and renumbering.
d) If revision affects only one side of the sheet, the effective date will be changed on the
affected side only.
e) Complete section deletions will be identified by a blank page with section/page
notified and the words “intentionally left blank” printed on the page.
1.2.4 Manual Holder’s Responsibility
a) The manual remains the property of VJC and are lent to its employees. In the event
of an employee’s transfer, termination or resignation, the manual shall be returned to
the Reliability Manager.
b) All manual holders and personnel must read and understand the contents of this
manual and frequently review/ assess the prevailing revision herein.

Page 1 - 3
Iss02/Rev01
RELIABILITY CONTROL
SYSTEM AMENDMENT AND REVISION
18 Nov 2019
PROGRAM MANUAL
1.2.5 List of Effective Pages

At each revision date, the list of effective pages will be updated. Each holder of the
manual is responsible for correct insertion of the complete contents according to the list
distribution schedule. The manual holder is responsible for checking that all pages
mentioned in the list of effective pages have been received.
1.2.6 Revisions
a) Except for minor typographical changes, each revised item on a page is indicated by
a vertical line in the outside margin adjacent to the revised information.
b) The Chairman of Reliability Control Board reviews and approves this manual. The
revised Reliability Control Program (RCP) Manual is then submitted to CAAV for
approval, and upon approval copies of this manual shall be distributed according to
the distribution list.
c) All subsequent revisions and updates to this manual when approved by CAAV will
become the official revision and hence officially implementation.
The new revision of RCPM will be effective 14 days after approved by CAAV. This
will allow VJC library to prepare hard copies and electronics copies of RCPM to
distribute to all manual holders
d) All Temporary Revisions may be inserted in this manual upon approval of the RCB
Chairman. The new TR will be effective after 14 days after approved by RCB
Chairman.
e) The following Reliability Control Program changes shall require CAAV approval prior
to implementation:
1) Procedures related to reliability measurement/analysis method/performance
standards;
2) Process changes related to alert-type performance standards;
3) Changing systems or components from one primary maintenance process to
another;
4) Adding or deleting components/ systems subjected to RCP Control and
Monitoring;
5) Any procedural & organizational changes concerning RCP program
administration.
6) Any procedural or organizational changes that involve data collection process.

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Iss02/Rev02
RELIABILITY CONTROL
REFERENCES
30 Nov 2021
PROGRAM MANUAL
1.3 REFERENCES
The references used for this Manual included, but is not limited, to the following
documents:
a) VAR Part 20.100
b) VAR Part 12.247.(e) & (l)
c) CAAV Advisory Circular AC 04-006
d) VJC MME 2.10
e) VJC MME 2.25.13
f) VJC MME 2.5
g) AIRBUS ISI 00.00.00178

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Iss02/Rev00
RELIABILITY CONTROL
DISTRIBUTION
10 Nov 2017
PROGRAM MANUAL
1.4 DISTRIBUTION
a) The manual is maintained and controlled by the Reliability Control Board. Each is
uniquely identified and the holders are registered to ensure proper distribution of
revision. Use of the current issue is verified through audit. Only copy of this
document issued to registered holders shall be updated.
b) The master copy shall be retained by Engineering Department and may provide
available copies of this manual or appropriate portions of this manual to all areas of
responsibility within the company as identified in the distribution list.
1.4.1 Distribution List
a) This will enable management and personnel to comply with company requirements
in accordance with the rules and regulations set forth under CAAV VAR.
b) It is the responsibility of the Manual holder to ensure the manual is kept up to date
with all amendments. Personnel to whom the manual is issued are required to be
familiar with its contents.

Page 1 - 6
Iss02/Rev00
RELIABILITY CONTROL
ABBREVIATIONS
10 Nov 2017
PROGRAM MANUAL
1.5 ABBREVIATIONS
ACARS Aircraft Communications Addressing and Reporting System
ACFT Aircraft
AD Airworthiness Directive
ADD Airworthiness Deferred Defect
ADV Advisory
AIB Airbus
ALR Acceptable Level of Reliability
ALS Acceptable Level of Safety
ALSM Airworthiness Limitation Section (Maintenance Program)
AMM Aircraft Maintenance Manual
AMO Approved Maintenance Organization
AMS Aircraft Maintenance Schedule
AN Alert Notice
AOC Air Operator Certificate
APU Auxiliary Power Unit
ATA Air Transport Association
ATC Air Traffic Controller
AWO All Weather Operations
CAAV Civil Aviation Authority of Vietnam
CAREP Cabin Reports
CCL Cabin Condition Log
CDL Configuration Deviation List
CFDIU Centralized Fault Display Interface Unit
CFDS Centralized Fault Display System
CFM CFM International
CM Condition Monitoring
CVR Cockpit Voice Recorder
DDRMI Digital Distance Radio Magnetic Indicator
DFDR Digital Flight Data Recorder
DMC Display Management Computer
DMU Data Monitoring Unit

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Iss02/Rev00
RELIABILITY CONTROL
ABBREVIATIONS
10 Nov 2017
PROGRAM MANUAL
DU Display Unit
ECAM Electronic Crew Alerting and Monitoring
ECTM Engine Condition Trend Monitoring
ECU Engine / Electronic Control Unit
EFIS Electronic Flight Information System
EIS Electronic Information System
EIU Engine Interface Unit
EGT Exhaust Gas Temperature
FADEC Full Authority Digital Engine Control
FD Flight Director
FDM Fight Data Monitoring
FOB Fuel On Board
FUNC Function / Functional
FWC Flight Warning Computer
GPWS Ground Proximity Warning System
GTF Geared Turbo Fan
HIRA Hazard Identification and Risk Assessment
HT Hard Time
IATA International Air Transport Association
ICAO International Civil Aviation Organization
ILS Instrument Landing System
IOSA IATA Operational Safety Audit
IRS Inertial Reference System
ISIS Integrated Standby Instrument System
ISM IOSA Standards Manual
KPI Key Performance Indicators
LOSA Line Operations Safety Audit
LLP Life Limited Part
LMM Line Maintenance Manual
MAREP Maintenance Report
MCC Maintenance Control Center
MCDU Multi-purpose Control and Display Unit

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Iss02/Rev00
RELIABILITY CONTROL
ABBREVIATIONS
10 Nov 2017
PROGRAM MANUAL
MEL Minimum Equipment List

MME Maintenance Management Exposition
MNT Maintenance
MOPM Maintenance Operations Procedures Manual
MPD Maintenance Planning Document
MRB Maintenance Review Board
MSG Maintenance Steering Guide
N-ADD Non-Airworthiness Deferred Defect
NRC Non-routine Card
OC On-Condition
OEM Original Equipment Manufacturer
OMC Operations Management Center
PBN Performance Based Navigation
PCMCIA Personal Computer Memory Card International Association
PDF Probability Density Function
PIREP Pilot Report
PW Pratt and Whitney
PPC Production Planning Control
QAR Quick Access Recorder
QMS Quality Management System
RCP Reliability Control Program
RCB Reliability Control Board
RCG Reliability Control Group
RNP Required Navigation Performance
SARPs Standards and Recommended Practices
SD Standard Deviation
SDAC System Data Acquisition Control
SOP Standard Operating Procedures
SPI Safety Performance Indicators
SSCVR Solid State Cockpit Voice Recorder
TAWS Terrain Awareness Warning System
TC Type Certificate

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Iss02/Rev00
RELIABILITY CONTROL
ABBREVIATIONS
10 Nov 2017
PROGRAM MANUAL
TCAS Traffic Collision Avoidance System

TLP Technical Log Page
TSE Technical Support / Services Engineering
TSM Troubleshooting Manual
UCL Upper Control Limit
UTC Universal Time Coordinate
VHF Very High Frequency
VJC Vietjet Air / Vietjet Aviation Joint Stock Company
VOR VHF Omni-Directional Range

RCP POLICIES Iss02/Rev00

PROGRAM MANUAL
CHAPTER 2
RCP POLICIES

Page 2 - 1
RCP POLICIES
Iss02/Rev00
RELIABILITY CONTROL
INTRODUCTION
10 Nov 2017
PROGRAM MANUAL
2.1 INTRODUCTION
a) The Reliability Control Program is an event reporting system that monitors and
provides a means of measuring the performance of airplane systems and
components. It also maintains the dependability of airplane systems and
components within the acceptable levels of economics.
b) The event reporting system and data analysis within the program permits swift
identification of adverse trends. If the performance of the systems and components
do not meet established levels or corresponding standards, an alert is issued and
an appropriate investigation is initiated to evaluate and subsequently correct the
problems or deficiencies encountered.
c) VJC shall utilize the MSG2 / MSG3 analysis to determine the effectiveness of the
correct maintenance interval and processes.
d) The approved third party maintenance provider is responsible for data collection and
together with VJC, performs analysis of the data collected, and identifies all
significant problem areas and determines possible corrective actions.
e) VJC, together with the approved third party maintenance provider, shall ensure that
in-depth investigation, analysis of the problem areas, resolving the problems are
identified and implementation of the resolution are performed.
f) The Technical Reliability Group presents the reliability data and proposes
recommended/corrective actions to the Reliability Control Board for review. After
approval by the board, these recommended/corrective actions are implemented.
g) All reliability policies shall be administered by VJC.
h) VJC is fully responsible for the Reliability Program and shall ensure that the
maintenance provider strictly follows the reliability control program policies and
procedures.
i) The Reliability Control Program is a tool to measure the effectiveness of the
Maintenance Program adapted for each aircraft fleet. It is also a tool for adjusting the
same Maintenance Program to its optimum and subsequently reduces maintenance.

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RCP POLICIES
Iss02/Rev00
RELIABILITY CONTROL
POLICY
10 Nov 2017
PROGRAM MANUAL
2.2 POLICY
a) 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.
b) Pertinent data from all involved maintenance provider information/data collection
offices are required to be regularly submitted for information purposes.
c) The types of Reliability Program handling which will be integrated into one common
reporting system shall be as follows:
1) Historical Reliability – Looks at the aircraft performances previous history
2) Event Reliability – Focuses on every occurrence of an event, such as Dispatch
Reliability, for recurring defects, etc.
3) Statistical History – Looks at previous events with the aid of statistical analysis
tools
4) Either the VJC or the approved maintenance provider may perform assessment
to determine problem areas.
5) After precisely determining the problem areas as evaluated from the collected
data, VJC and the maintenance provider analyzes and performs the appropriate
corrective or preventive maintenance actions.
6) The maintenance provider tenders notice to the RCB concerning the determined
problem areas.
7) VJC and the approved maintenance provider shall submit the official report
concerning their analysis and corrective or preventive actions performed to the
RCB.
8) RCB shall decide for the approval of the recommended corrective or preventive
actions when such action calls for the revision of maintenance intervals on any
systems or components.
9) VJC engineering department and the approved maintenance provider shall
monitor the effectiveness of the preventive or corrective maintenance actions
taken.
10) The application of this Reliability Program is not intended to yield any reliability
greater than the actual design of the aircraft, its systems and components, but it
shall prevent maintenance practices that may degrade the reliability of the
aircraft, its systems and components.

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RCP POLICIES
Iss02/Rev00
RELIABILITY CONTROL
DEFINITIONS
10 Nov 2017
PROGRAM MANUAL
2.3 RCP DEFINITIONS

The listed terms in the table below as used in all VJC RCP reporting, activities and
processes provide an initial definition guideline on several technical terms used in this
manual. These definitions may be revised as required based on the following factors:
a) Airbus Reliability Control Service Information Letter
b) Approved Documentations
c) Technical Quality Letters and Memos
d) Safety Letters and Memos
TERMS DEFINITION
PIREP Pilot Reports
MAREP Maintenance / Engineering Reports (Cabin Crew

Reports can be included)
FLIGHT DELAY Any revenue flights that departs 15 minutes after

its scheduled departure time due to technical
(Technical reason)
aircraft defect or failures
FLIGHT CANCELLATION Any scheduled revenue flights that has been
eliminated due to technical aircraft defect or
(Technical reason) failures.
Any flight technical incident where the Captain

decides to return to ramp with chocks-on or park
RETURN TO RAMP brakes applied and just before the throttle levers
(Technical reason) are moved towards high power for take-off roll, due
to aircraft defect or failure that is considered a No-
Go.
ABORTED TAKE-OFF/REJECT Any flight technical incidents where the Flight

TAKE-OFF Crew decides to execute abort or reject take-off
after a development of any aircraft defect or failure.
(Technical reason)
All technical flight delays or cancellations arising
MAINTENANCE DELAY OR from collective technical issues such as
CANCELLATION mechanical and non-mechanical
delays/cancellations.
Any technical flight delays or cancellations

MECHANICAL caused by aircraft systems, engines, structural,
DELAY/CANCELLATION and/or components failure. This flight interruption is
also called as chargeable flight interruptions.

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RCP POLICIES
Iss02/Rev00
RELIABILITY CONTROL
DEFINITIONS
10 Nov 2017
PROGRAM MANUAL

caused by faults in maintenance procedures,
processes, wrong execution of maintenance
NON-MECHANICAL actions and other technical issues that are not
DELAY/CANCELLATION mechanical. This may be due to human factors
issues, lack of spare, unsatisfactory
troubleshooting procedures and similar and related
root cause.
Any subsequent delays originally caused by

CONSEQUENTIAL DELAY another flight number from succeeding legs of
the planned revenue flights.
Any subsequent flight cancellations originally

CONSEQUENTIAL CANCELLATION caused by another flight number from succeeding
legs of the planned revenue flights.
The percentage of revenue departures which do

DISPATCH RELIABILITY not incur a delay (Mechanical) or cancellation
(Mechanical).
Defined by the formula:

PIREP TOTAL FOR A PERIOD X 1000
TOTAL FLIGHT HOURS
PILOT’S REPORT (PIREP) RATE
Or
TOTAL FLIGHT CYCLES

MAINT EVENT FOR A PERIOD X 1000
MAINTENANCE REPORT (MAREP) TOTAL FLIGHT HOURS FOR A PERIOD
RATE Or
MAINT EVENT FOR A PERIOD X 100
TOTAL FLIGHT CYCLES FOR A PERIOD
ENGINE REMOVAL RATE NO. ENGINE RMVL FOR A PERIOD X 1000
ENG HOURS FOR A PERIOD

Page 2 - 5
RCP POLICIES
Iss02/Rev00
RELIABILITY CONTROL
DEFINITIONS
10 Nov 2017
PROGRAM MANUAL

IN-FLIGHT SHUTDOWN RATE
NO. of IFSD FOR A PERIOD X 1000
(IFSD)

TOTAL NUMBER OF UR X 1000
UNSCHEDULED COMPONENT FLYING HOURS FOR A PERIOD X QPA
REMOVAL (UR) RATE Or
TOTAL UNIT FLYING HOURS FOR A PERIOD
The landing of an aircraft at an airport other than
FLIGHT DIVERSION the airport of origin or destination as a result of the
malfunction or suspected malfunction of any item
on the aircraft.
The ratio between the number of flying hours for a

given period and the number of aircraft in-service
(ACIS) for the same given period.
DAILY UTILIZATION (DU) It can be computed by dividing the total aircrafts
flying hours for a given period by the total number
of day that aircrafts operate/in-service for the same
given period.
The total number of revenue Flight Hours in a
AVERAGE FLIGHT DURATION reporting period divided by the total number of
revenue Flight Cycles in the same period.
The accumulated flying hours of all like units

installed in aircraft during a specific reporting period
UNIT FLYING HOURS Note: Unit flying hours can be calculated as the
product of total flying hours (airborne) of the aircraft
in which units are installed and the number of units
installed in each aircraft.
A performance figure calculated by dividing the

MEAN TIME BETWEEN FAILURES total unit flying hours (airborne) accrued in a period
(MTBF) by the number of unit failures that occurred during
the same period.

Page 2 - 6
RCP POLICIES
Iss02/Rev00
RELIABILITY CONTROL
DEFINITIONS
10 Nov 2017
PROGRAM MANUAL
A performance figure calculated by dividing the

MEAN TIME BETWEEN total unit flying hours (airborne) accrued in a period
UNSCHEDULED REMOVAL by the number of unscheduled unit removals that
(MTBUR) occurred during the same period.
BASIC PLANNED: Modification, lit limit, hot section

inspection, scheduled maintenance.
BASIC UNPLANNED: Part failure, performance
outside specified limits, deferred suspect,
ENGINE REMOVAL mandatory directive. NON-BASIC PLANNED:
Airframe accessibility, time stagger, return of lease,
operator convenience.
NON-BASIC UNPLANNED: FOD, maintenance
condition, unjustified removal.
An engine shutdown which occurs at any time an

IN-FLIGHT SHUTDOWN (IFSD) aircraft is airborne or has been committed to
becoming airborne.
IN-FLIGHT TURN BACK (IFTB)/ AIR The return of an aircraft to the airport of origin
TURN BACK (ATB) as a result of the malfunction or suspected
malfunction of any item on the aircraft.
Any technical malfunctions or indications of

malfunction in any of the systems, appliances or
components of the aircraft as reported either
DEFECT through an acceptable means of reporting, actual
aircraft warnings system or failure messages or
through an aircraft information source printout or
Post-Flight Report.
Any entry of reported defect or failure in the aircraft

OPEN DEFECT technical log without any acceptable/corrective
action performed.
An acceptable/corrective action performed in

response to an open defect and reported in the
CLOSED DEFECT
technical log with reference to approved and
acceptable aircraft documentations.
Any repair or rectification work performed in

CORRECTIVE ACTION accordance with acceptable standard practices and
in reference with approved aircraft documentations.
QUANTITY PER AIRCRAFT (QPA) Number of similar units installed in each aircraft.

Page 2 - 7
RCP POLICIES
Iss02/Rev00
RELIABILITY CONTROL
DEFINITIONS
10 Nov 2017
PROGRAM MANUAL
Any event of a technical nature which may be

considered to significantly affect the potential
airworthiness of an aircraft.
The following are considered as TI:
- Malfunction of a system or component leading to
an aborted take-off or flight interruption
- Malfunction of a system or component leading to
an emergency procedure or operational
- Failure of the landing gear to extend or retract or
uncontrolled movement of the gears and doors
- Loss of the landing gear brake system
TECHNICAL INCIDENT (TI) - Tire burst
- Loss of more than one electric power generation
system or hydraulic power system
- Flight handling degradation, vibration, buffeting
- Failure of more than one attitude, airspeed, or
altitude instrument
- In-flight engine flame out, shutdown
- Significant primary structural failure or damage or
corrosion
- Structural damage caused by engine or APU failure
on ground or in-flight
- False or true warnings of fire, smoke or toxic fumes
A landing in which an aircraft touches the runway

TOUCH AND GO LANDING and does not come to a full stop prior to
commencing an additional flight.
Locating and diagnosing malfunctions or
TROUBLE SHOOTING breakdowns in equipment by means of
systematic checking or analysis.
That time needed to repair, service or

checkout an aircraft for recommitment to
operational service or the total number of calendar
TURNAROUND TIME days required to complete a specified task(s)
from receipt of an item by the maintenance facility
to availability for issue, shipment or reuse as
appropriate.

RCP PROCEDURE Iss02/Rev00

PROGRAM MANUAL
CHAPTER 3
RCP PROCEDURE

Page 3 - 1
RCP PROCEDURE
Iss02/Rev00
OPERATION OF RCP
PROGRAM MANUAL
3.1 OPERATION OF RCP

During aircraft maintenance, data is generated and this becomes the source of reference
to evaluate the reliability of the aircraft, its system, structures, components, and
powerplant.
Selected data indicating maintenance performance is collected, segregated,
categorized, and analyzed. The results are then displayed in the form of statistical
reports or charts. The displays provide the means to identify adverse trends and
measurement of current operational experience compared to the past performance.
Hence, effectiveness of the current Maintenance Program is determined.
The displays are produced and included in the monthly Fleet Reliability Reports that
consist of systems, components, and power plant.
Pilot reports, 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.

Page 3 - 2
RCP PROCEDURE
Iss02/Rev01
RELIABILITY CONTROL PROGRAM CYCLE
PROGRAM MANUAL
3.2 RELIABILITY CONTROL PROGRAM CYCLE
Reliability
Data sources:
- Techlog / Utilization Reports Control Group
- AMOS Event Tracking (APN 432) Monthly Reliability
- Tech Delay Report / Occurrence Report (Utilization, Pirep,
Report Databank Statistical Marep, NRC, Delay /
Collect
- Engine Monitoring Report & Input
Softwares Analysis Cancellation, Dispatch
- Component changes (AMOS,…)
Reliability, Engine / APU,
- Autoland Performance Report
Autoland, Component
Other Sources (if applicable):
- Sampling Report / NRC Report
- Shop Findings
- Service Difficulty Report
- CMR/CoA Repetitive findings
No
Consult
ALERT TSE, MCC,
Approved by NOTICE Yes Any Alert
RCB? OEM for triggered
drafted solution ?
Yes No
Finalize report and send

Require Yes Approved No
to CAAV. AMS continue
Approval from by CAAV? as usual
CAAV?
No
Yes
Finalize RCB report

and AN. Action taken
and monitoring

Page 3 - 3
RCP PROCEDURE
Iss02/Rev02
AIRCRAFT FLEET RCP
PROGRAM MANUAL
3.3 AIRCRAFT FLEET RCP

This RCP manual controls all aircrafts operated by VJC:
Aircraft Type Aircraft model Engine type

A320 Family A320-214 CFM56-5B4/3
A321-211 CFM56-5B3/3
A321-271N / -271NX PW1133GA-JM
A330 Family A330-343 Rolls Royce Trent 772B-60/16

Page 3 - 4
RCP PROCEDURE
Iss02/Rev00
ATA SYSTEM CONTROLLED BY RCP
PROGRAM MANUAL
3.4 ATA SYSTEMS CONTROLLED BY THE RCP
ATA SYSTEMS ATA SYSTEMS ATA SYSTEMS
21 Air Conditioning/Pressurization 33 Lights 56 Windows
22 Auto Flight 34 Navigation 57 Wings
23 Communication 35 Oxygen 71 Powerplant
24 Electrical Power 36 Pneumatics 72 Engine
25 Equipment & Furnishings 38 Water & Waste 73 Fuel & Control
26 Fire Protection 45/46 Information Systems 74 Ignition
27 Flight Controls 49 APU 75 Air
28 Fuels 51 Structures 76 Engine Controls
Engine
29 Hydraulic Power 52 Doors 77
Indicating
30 Ice and Rain 53 Fuselage 78 Exhaust
31 Indicating/Recording 54 Nacelles 79 Oil
32 Landing Gear 55 Stabilizers 80 Starting

Page 3 - 5
RCP PROCEDURE
Iss02/Rev00
RELIABILITY MONITORING
PROGRAM MANUAL
3.5 RELIABILITY MONITORING

The RCP of VJC shall perform RCP Monitoring of the following:
a) Technical Delays, Cancellation, Incidents and Aircraft Substitution.
b) Unscheduled parts replacements
c) Non-routine tasks discovered discrepancies.
d) Engine/APU performance data.
e) Pilot and/or Maintenance (PIREP and/or MAREP).
f) Defect/failure/trouble entries on technical/maintenance log books.

Page 3 - 6
RCP PROCEDURE
Iss02/Rev00
DATA COLLECTION AND ENTRY
PROGRAM MANUAL
3.6 DATA COLLECTION AND ENTRY

The goal of all data collection in support of the RCP is to provide factual, accurate and
timely data or information on the technical performances of the aircraft fleet operated by
VJC.
The following are responsible for the collection of the needed data:
a) Approved maintenance provider
Ensures that all discrepancies are entered/logged in the appropriate documentations.
Ensures that all correct copies of the technical log book sheets are transmitted to
the appropriate recipients of VJC.
Ensures that correct data in the technical log sheets are accurate.
b) Maintenance Control Center
Ensures that copies of the technical log sheets are routed back to the
Technical Records in a timely manner.
Counter checks that the entries entered in the technical log sheets are accurately
done. Ensures that all work orders and tasks completed are encoded and saved in
AMO Data bank Software.
c) Reliability Engineer/Analyst
Consolidates all the required data needed for reliability.
Conducts statistical analysis and preliminary investigation to identify or determine
problem areas concerning fleet performance and reliability.
Directly and promptly furnishes all necessary information and data pertaining to
the current aircraft fleet status.

Page 3 - 7
RCP PROCEDURE
Iss02/Rev00
DATA COLLECTION SYSTEM PROCESS
PROGRAM MANUAL
3.7 DATA COLLECTION SYSTEM PROCESS

The following are the minimum aircraft technical data that shall be collected through the
VJC Technical/Engineering Department and/or approved Maintenance Services
Provider:
a) Aircraft Utilization (Flight Hours, Flight Cycles, number of days aircraft in operation)
b) Pilots report (PIREP), Maintenance Report (MAREP) and corresponding action
c) Aircraft/component defect and technical action taken to rectify the defect and bring
aircraft/component to serviceable condition.
d) Component unscheduled removals, including Unscheduled rate, MTBUR
e) Component Shop/Tear down summary, vendor or component shop details on the
actual component level defect found during shop failure isolation and failure
confirmation process.
f) Engine health / Engine Condition Trend Monitoring showing the graphical illustration
of the engine operational parameters and performance drift issues.
g) Engine removal and engine shop visit summary, with reason for engine removal,
time since new and cycle since new.
h) Technical delay and cancelation or interruption, with detailed information on VJC
flight number, affected aircraft, substitute aircraft (if any), delay code, actual date of
delay, duration of delay (in minutes), affected ATA system or chapter, technical
incidents accompanying the delay or interruption (if any), actual defect/technical
reason of the delay, cancelation or operational interruption, action taken.
i) Shop Component Shop/Tear down summary (if any), vendor or component shop
details on the actual component level defect found during shop failure.
j) After gathering of data during accomplishment of maintenance by line stations and
repair shops, the gathered data is directly, indirectly and timely relayed to concerned
offices of the maintenance provider for collection and preliminary analysis.
k) Maintenance surveillance and control are actively undertaken through the use of
the Computer System Databases.

Page 3 - 8
RCP PROCEDURE
Iss02/Rev00
SHOP REPORT DATA PROCEDURES
PROGRAM MANUAL
3.8 SHOP REPORT DATA PROCEDURES

a) As the Stores Inspector/Supply/TSE receives the shop findings/tear down reports,
the same shall perform scan/photocopy the shop/teardown report into data storage
(company server or AMOS) and submit the reproduced copy to the concerned
division of Engineering department when requested.
b) The obtained reproduced copy of the shop/tear down report shall then form part of
the data to be used for aircraft, systems and components reliability control.
c) If reliability data through the use of AMOS and other statistical method
determines that such part exceeds the control limit, or is determined not to
meet the performance standards such shall be endorsed for engineering in-depth
investigation, likewise shall be place under alert status.

Page 3 - 9
RCP PROCEDURE
RESULT OF DATA ANALYSIS APPLIED TO Iss02/Rev00
RELIABILITY CONTROL
AIRCRAFT MAINTENANCE ACTIONS
10 Nov 2017
PROGRAM MANUAL
3.9 RESULT OF DATA ANALYSIS APPLIED TO AIRCRAFT MAINTENANCE ACTIONS

a) The reliability program ensures that all relevant data in any VJC aircraft
maintenance activities are captured, collated, analyzed and presented to report the
overall VJC aircraft maintenance performance.
b) The reliability performance reporting system employs the use of control limits (CL) to
provide a quantifiable way to metrically measure the levels of aircraft failures as well
as the ability of maintenance action to perform corrective actions that provides a
non- recurring failure to aircraft systems, engines and components.
c) The VJC Engineering and Maintenance Department, also the Approved
Maintenance Providers shall perform in-depth investigation to issues raised out of
an Alert Notice issued. They shall likewise refer to any historical maintenance
events based on data gathered to arrive at definite actions needed to correct
any recurring defects.

Page 3 - 10
RCP PROCEDURE
ADAPTATION OF TIME IN PERFORMING Iss02/Rev00
RELIABILITY CONTROL
CORRECTIVE ACTIONS
10 Nov 2017
PROGRAM MANUAL
3.10 ADAPTATION OF TIME TABLE IN PERFORMING CORRECTIVE ACTIONS

a) All corrective actions must be performed and completed only within a pre-defined
time table or time frame.
b) Any extension to a pre-defined time table to complete corrective actions must first
seek approval of the Chairman of the RCB.

Page 3 - 11
RCP PROCEDURE
Iss02/Rev00
RELIABILITY PERFORMANCE PARAMETERS
PROGRAM MANUAL
3.11 RELIABILITY PERFORMANCE PARAMETERS

The following parameters shall be employed in all statistical evaluation in computing
performance levels of VJC fleet:
- Pilot Reports (PIREPS) per 100 Flight Cycle or per

1000 Flight Hours
- Non-Routine Findings from Major Scheduled Checks
AIRCRAFT SYSTEMS
- Flight Delays and Cancellations per 100 Revenue
Flights
- Flight Technical Incidents per 100 Revenue Flights
- In-Flight Shutdown (IFSD) per 100 Flight Cycle or

per 1000 Flight Hours or
ENGINES/POWEPLANT
- Unscheduled Removals (UR rate) for every per
100 Flight Cycle or per 1000 Flight Hours
- Unscheduled Removals (UR rate) for every per 100

Flight Cycle or per 1000 Flight Hours or
- Mean Time Between Unscheduled Removal
COMPONENTS (MTBUR) or
- Mean Time Between Failure (MTBF) or
- Component Flight Service Difficulty Reports
- Structures Flight Service Difficulty Reports or

STRUCTURES
- Non-Routine Findings from Major Scheduled Checks

Page 3 - 12
RCP PROCEDURE
Iss02/Rev00
PROGRAM MANUAL
3.12 RELIABILITY PERFORMANCES DEFINED
FLIGHT DELAY Any revenue flights that departs 15 minutes after

its scheduled departure time due to technical
(Technical reason) aircraft defect or failures
FLIGHT CANCELLATION Any scheduled revenue flights that has been

eliminated due to technical aircraft defect or
(Technical reason)
failures
Any flight technical incident where the
Captain decides to return to ramp with
RETURN TO RAMP chocks-on or park brakes applied and just before
(Technical reason) the throttle levers are moved towards high power for
take-off roll, due to aircraft defect or failure that is
considered a No-Go.
ABORTED TAKE-OFF/REJECT Any flight technical incidents where the Flight Crew
TAKE-OFF decides to execute abort or reject take-off after a
development of any aircraft defect or failure.
(Technical reason)
All technical flight delays or cancellations arising
MAINTENANCE DELAY OR
from collective technical issues such as
CANCELLATION
mechanical and non-mechanical
delays/cancellations
MECHANICAL caused by aircraft systems, engines, structural,
DELAY/CANCELLATION and/or components failure. This flight interruption is
also called as chargeable flight interruptions.
caused by faults in maintenance procedures,
NON-MECHANICAL processes, wrong execution of maintenance actions
and other technical issues that are not mechanical.
DELAY/CANCELLATION This may be due to human factors issues, lack of
spare, unsatisfactory troubleshooting procedures
and similar human related root cause.
Any subsequent delays originally caused by

CONSEQUENTIAL DELAY another flight number from succeeding legs of the
planned revenue flights.
Any subsequent flight cancellations originally

CONSEQUENTIAL
caused by another flight number from succeeding
CANCELLATION
legs of the planned revenue flights.

Page 3 - 13
RCP PROCEDURE
Iss02/Rev00
PROGRAM MANUAL
The percentage of revenue departures which do not

DISPATCH RELIABILITY incur a delay (Mechanical) or cancellation
(Mechanical).

PILOT’S REPORT (PIREP) TOTAL FLIGHT HOURS

RATE Or
TOTAL FLIGHT CYCLES

MAREP TOTAL FOR A PERIOD X 1000
MAINTENANCE REPORT
(MAREP) TOTAL FLIGHT HOURS FOR A PERIOD
RATE Or
MAREP TOTAL FOR A PERIOD X 100
TOTAL FLIGHT CYCLES FOR A PERIOD
ENGINE REMOVAL RATE NO. ENGINE RMVL FOR A PERIOD X 1000

IN-FLIGHT SHUTDOWN RATE
NO. of IFSD FOR A PERIOD X 1000
(IFSD)

UNSCHEDULED COMPONENT FLYING HOURS FOR A PERIOD X QPA
REMOVAL (UR) RATE Or
TOTAL UNIT FLYING HOURS FOR A PERIOD

Page 3 - 14
RCP PROCEDURE
Iss02/Rev00
PROGRAM MANUAL
The landing of an aircraft at an airport other than the

airport of origin or destination as a result of the
FLIGHT DIVERSION
malfunction or suspected malfunction of any item on
the aircraft.
The ratio between the number of flying hours for a

given period and the number of aircraft in-service
(ACIS) for the same given period.
DAILY UTILIZATION (DU) It can be computed by dividing the total aircrafts
flying hours for a given period by the total number of
day that aircrafts operate/in-service for the same
given period.
The total number of revenue Flight Hours in a

AVERAGE FLIGHT DURATION reporting period divided by the total number of
revenue Flight Cycles in the same period.
The accumulated flying hours of all like units

installed in aircraft during a specific reporting period.
UNIT FLYING HOURS Note: Unit flying hours can be calculated as the
product of total flying hours (airborne) of the aircraft
in which units are installed and the number of units
installed in each aircraft.
MEAN TIME BETWEEN A performance figure calculated by dividing the total

FAILURES unit flying hours (airborne) accrued in a period by
the number of unit failures that occurred during the
(MTBF)
same period.
MEAN TIME BETWEEN A performance figure calculated by dividing the total

UNSCHEDULED unit flying hours (airborne) accrued in a period by
the number of unscheduled unit removals that
REMOVAL (MTBUR) occurred during the same period.
BASIC PLANNED: Modification, lit limit, hot section

inspection, scheduled maintenance.
BASIC UNPLANNED: Part failure, performance
outside specified limits, deferred suspect,
ENGINE REMOVAL mandatory directive. NON-BASIC PLANNED:
Airframe accessibility, time stagger, return of lease,
operator convenience.
NON-BASIC UNPLANNED: FOD, maintenance
condition, unjustified removal.

Page 3 - 15
RCP PROCEDURE
Iss02/Rev00
PROGRAM MANUAL
An engine shutdown which occurs at any time an

IN-FLIGHT SHUTDOWN (IFSD) aircraft is airborne or has been committed to
becoming airborne.
The return of an aircraft to the airport of origin

IN-FLIGHT TURN BACK (IFTB)/
as a result of the malfunction or suspected
AIR TURN BACK (ATB)
malfunction of any item on the aircraft.

Page 3 - 16
RCP PROCEDURE
Iss02/Rev00
RELIABILITY DATA REPORTING SOURCES
PROGRAM MANUAL
3.13 RELIABILITY DATA REPORTING SOURCES

The sources of all reliability data used for reporting, presentation, analysis and
interpretation shall be from those generated from the aircraft engineering and
maintenance management software (AMOS). Other data sources such as (but not
limited to) Technical Logs, ADD and Non-ADD Lists, Cabin Logs, Delay Reports, Aircraft
Status Reports and other technical documentation to support the aircraft reliability
program.

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RCP PROCEDURE
MAINTENANCE PROCESS, SCHEDULED & Iss02/Rev00
RELIABILITY CONTROL
PROGRAM ADJUSTMENTS AND CHANGES
10 Nov 2017
PROGRAM MANUAL
3.14 MAINTENANCE PROCESS, SCHEDULES AND PROGRAM ADJUSTMENTS AND

CHANGES
VJC shall implement the Air Transport Association (ATA) Maintenance Steering Group
(MSG) decision logic in all maintenance processes, intervals and program changes.
VJC shall observe the following MSG decision processes:
3.14.1 MSG – 2 DECISION LOGIC PROCESS
The decision logic in MSG-2 observes three (3) maintenance processes in maintaining
the aircraft design reliability as follows:
a) Hard-Time (HT) Process
1) Hard Time is a primary preventive maintenance process that requires an
assembly, subassembly, or a component to be periodically overhauled in
accordance with the applicable overhaul or component maintenance manual.
2) The removal of aircraft component is compiled before it exceeds any specific
Time-Since-Overhaul (TSO) has been reached.
3) After any component has undergone an overhaul following this process, the
same unit time is reset back to zero.
4) Any aircraft components classified as Life Limited Parts under this process are
discarded upon reaching a specific time.
5) Further, the removal of any time schedule aircraft component under this process
may be performed even if it has not yet reached its time limit when any
applicable airworthiness directives.
b) On – Condition (OC) Process
1) This is a preventive maintenance process that will require an aircraft component
or unit to undergo periodic and repetitive checks according to a suitable standard
to determine the condition of the affected unit and to decide if this can continue in
service until the next scheduled check.
2) The periodic check interval may be adjusted based on the operating experience
and under the regulations of the Reliability Program.
3) This process includes the removal of the unit from service prior to experiencing
failure.
4) Checks under this maintenance policy must provide reasonable assurance that
the item will continue to function satisfactorily until the next scheduled check.
5) Aircraft components or units adapting this maintenance process may age in
service until removed due to inability to pass their checks or for other reliability
related reasons.
6) The requirements for an aircraft component to adopt the OC maintenance policy
are as follows:
i. Satisfactory OC check that can determine the deterioration of the component

Page 3 - 18
RCP PROCEDURE
RELIABILITY CONTROL
10 Nov 2017
PROGRAM MANUAL
while in service must be carried out.

ii. The aircraft component concerned does not have a predictable rate of
deterioration prior to its failure.
c) Condition Monitoring (CM) Process
1) CM process is employed in the reliability program or processes when either HT
or OC is not applicable to an aircraft component.
2) CM will first allow component failure to occur first and will rely on substantial
operating data and thorough analysis in order to identify the suitable corrective
action.
3) CM process will only be applied to aircraft units or components if:
i. Failure will not cause any adverse effect on airworthiness of the flight.
ii. Any component failure is immediately detectable by the flight crew.
iii. The component by its inherent design may be operated until failure in-service
without significantly affecting delay rates, operational safety, and/or system
condition.
4) Condition monitoring of an aircraft component is accomplished as follows:
i. Through In-service data such as (but not limited to) flight hours/cycles, time
since new, time since installed, time since last shop visit, etc. The information
should be obtained from the entire population of a component or unit
in the fleet
ii. Through an in-depth analysis conducted to accurately positively determine
the corrective actions to be undertaken.
5) CM monitored components require repair as required only so as to correct
malfunctions as they are encountered in service and then to return these into
service after rectification.
6) CM component removals are analyzed to determine adverse trends. The adverse
trends are then evaluated to ascertain whether a more appropriate maintenance
process is applicable and more effective to be adopted.

Page 3 - 19
RCP PROCEDURE
RELIABILITY CONTROL
10 Nov 2017
PROGRAM MANUAL
3.14.2 MSG – 2 Decision Logic Diagram
3.14.3 MSG 3 Decision Logic Process

The MSG 3 Decision Logic adopted by VJC maintenance program is a task-oriented
process with the goal to prevent deterioration of the aircraft systems, engines, avionics
and components and maintain safety and the reliability of the VJC fleet.
The decision logic enables a Scheduled Maintenance Program which consists of a group
of scheduled tasks that will be accomplished based on MPD defined tasks and intervals.

Page 3 - 20
RCP PROCEDURE
RELIABILITY CONTROL
10 Nov 2017
PROGRAM MANUAL
3.14.3.1 MSG 3 Logic Diagram and Procedure (Level 1)

a) Level 1 decision logic of MSG-3 method determines the FAILURE EFFECT
CATEGORY (FEC)
1) Evident Safety effect
2) Operational effect
3) Economical effect
4) Hidden Safety effect
5) Hidden Non-safety effect
b) Procedure
1) As an aircraft system, component, structures or engine experience failure during
operations, it will be determined if such failure is observable or evident to the
flight crew during ground or flight operations.
2) When a failure in any of aircraft system, component, structures or engine is NOT
evident or NOT observable by flight crew during operations and such failure
poses threat or adversely affects aircraft safety during operations then such

Page 3 - 21
RCP PROCEDURE
RELIABILITY CONTROL
10 Nov 2017
PROGRAM MANUAL
failure is defined as HIDDEN SAFETY effect.

Whenever a failure falls under the HIDDEN SAFETY effect, the Reliability
Engineer shall co-operate with related division/section to closely monitoring,
investigate the root cause and issue recommended or corrective action if any.
The Alert Notice by then is considered to issue after reliability analysis and
preliminary investigation. Through an Alert Notice, it will be determined if any
affected Scheduled Maintenance tasks in the AMS/MPD is affected by such
failure and to cause, if necessary an adjustment in the maintenance program
task. If any of the failed system or component has no defined maintenance
program in VJC operations, then through RCB decision cause to create new
scheduled maintenance task with a pre-determined interval and task
requirements. VJC RCB members shall ensure that those scheduled
maintenance tasks as defined in the VJC AMS/MPD that cannot be changed by
RCB will not be altered or modified unless concerned aviation authority or the
CAAV authorizes such maintenance task/program change.
3) HIDDEN NON-SAFETY effect exists when a failure of any system or component
is NOT observable or NOT evident to flight crew during operations, but such
failure or defect has NO adverse consequence to the safety of flight, the
Technical Services division shall co-operate with other division to determine the
impact of such failure or related failure to VJC operation. The Service Bulletin
issued by aircraft manufacture or vendor or any appropriate technical supporting
document shall be evaluated to minimized the impact to VJC operation.
4) EVIDENT SAFETY effect exists when a failure in any of aircraft system,
component, structures or engine is evident or observable by flight crew during
operations and such failure poses threat or adversely affects aircraft safety
during operations then such failure or defect is defined as an EVIDENT
SAFETY effect.
Whenever a failure falls under the EVIDENT SAFETY effect, the Reliability
Engineer shall co-operate with related division/section to closely monitoring,
investigate the root cause and issue recommended or corrective action if any.
The Alert Notice by then is considered to issue after reliability analysis and
preliminary investigation. Through an Alert Notice, it will be determined if any
affected Scheduled Maintenance tasks in the AMS/MPD is affected by such
failure and to cause, if necessary an adjustment in the maintenance program
task. If any of the failed system or component has no defined maintenance
program in VJC operations, then through RCB decision cause to create new
scheduled maintenance task with a pre-determined interval and task
requirements. VJC RCB members shall ensure that those scheduled
maintenance tasks as defined in the VJC AMS/MPD that cannot be changed by
RCB will not be altered or modified unless concerned aviation authority or the
CAAV authorizes such maintenance task/program change.
5) OPERATIONAL effect exists when a failure or defect of any system or
component is observable or evident to flight crew during operations, such failure
or defect has NO adverse consequence to the SAFETY OF FLIGHT, but such

Page 3 - 22
RCP PROCEDURE
RELIABILITY CONTROL
10 Nov 2017
PROGRAM MANUAL
failure or defect has a direct adverse effect on operating capability. The flight
crew shall write down the failure or defect into Technical Logbook. The License
Engineer of VJC Maintenance Department and/or Approved Maintenance
Providers by then refer to Technical Logbook and take corrective action to
rectify the defect or failure in accommodated with approved Aircraft or
Component Maintenance Document. All the maintenance action shall be
recorded in Technical LogBook for monitoring and tracking purpose.
6) ECONOMICS effect exists when a failure or defect of any system or component
is observable or evident to flight crew during operations, but such failure or
defect has NO adverse consequence to the SAFETY OF FLIGHT and NO direct
adverse effect on operating capability. If applicable, the flight crew/cabin crew
shall write down the failure or defect into Technical Logbook/Cabin Logbook for
VJC or Maintenance Provider’s License engineers take action if necessary. The
impact by then may be take into evaluation of VJC’s Engineering Department for
future prevention.
3.14.3.2 MSG 3 Logic Diagram and procedure (level 2)

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RCP PROCEDURE
RELIABILITY CONTROL
10 Nov 2017
PROGRAM MANUAL
a) Level 2 decision logic of MSG-3 method determines the applicable maintenance

action:
1) LUBRICATION or SERVICING
2) INSPECTION or FUNCTIONAL CHECK
3) RESTORATION
4) DISCARD
b) Procedure
1) Servicing or Lubrication tasks must reduce the rate of failure or functional
deterioration.
2) Whenever a Scheduled Maintenance Lubrication/Servicing Task is determined to
be effective and applicable, then such Lubrication/Servicing Task shall continue
to be implemented as specified and required in an applicable AMS/MPD and
AMM Task.
3) When a Scheduled Maintenance Lubrication/Servicing Task is determined NOT
effective or NOT applicable anymore through an Engineering/Planning
Evaluation, then an Inspection/Functional Check task may be created and to
cause revision to the affected AMS/MPD task.
4) When a Scheduled Maintenance Inspection/Functional Check is determined NOT
Evaluation, then a Shop Restoration task may be created and to cause revision
to the affected AMS/MPD task.
5) When a Scheduled Maintenance Shop Restoration Task is determined NOT
Evaluation, then such task may be decided for Discard Task and to cause
revision to the affected AMS/MPD task.
6) When a Scheduled Maintenance Discard Task is determined NOT effective or
NOT applicable anymore through an Engineering/Planning Evaluation, so that
such failure poses adverse risk to operations then Engineering shall refer the
ineffective or inapplicable task to the concerned OEM or TC holder for applicable
REDESIGN or MODIFICATIONS to cause such systems or components to
operate or function within acceptable levels of Reliability Performance Standard.

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RCP PROCEDURE
ENGINE CONDITION AND DIAGNOSTICS Iss02/Rev02
RELIABILITY CONTROL
MANAGEMENT
30 Nov 2021
PROGRAM MANUAL
3.15 ENGINE CONDITION AND DIAGNOSTICS MANAGEMENT

All VJC aircraft engines’ ENGINE HEALTH CONDITIONS will be monitored through an
agreement made between VIETJET (VJC) and OEM Engine manufacturers as
follows:
CFM ENGINES will be monitored by CFM through an approved service agreement.
P&W ENGINES will be monitored by PRATT AND WHITNEY through an approved
service agreement.
Rolls Royce Trent 700 engines, will be monitored through an approved service
agreement.
3.15.1 Engine Condition Data/Engine Trend Monitoring (ECTM)
All VJC engine conditions data procedures will be downloaded, presented and analyzed
as follows:
a) VJC will provide the raw AIDS Report containing ENGINES condition to the
appropriate engine OEM.
b) The received VJC’s ENGINE CONDITION DATA will be processed
automatically by the appropriate engine OEM diagnostics services provider once
received.
c) VJC engineering will be provided access to the OEM’s DIAGNOSTICS software via
WEB-BASED tools wherein such VietJet authorized engineering personnel may
perform ENGINE CONDITION DATA monitoring and thereby perform
ASSESSMENT of VJC operated ENGINE HEALTH.
d) VJC authorized engineering personnel will ensure continuous collaboration and
coordination with the ENGINE OEM’s technical support to provide ECTM shift
observation with engineering review, analysis and technical recommendations. The
feedback of the OEM for any requested technical support must be provided on a 24
hours a day, 7 days a week basis.
e) Any observed shift on the ENGINE HEALTH CONDITION when determined to
exceed any monitored ENGINE PARAMETERS, the OEM will issue to VJC a
corresponding CUSTOMER NOTIFICATION REPORT (CNR), or any equal
documentation which will be the basis of VJC Engineering action with regards to
ENGINE HEALTH issues.
3.15.2 Engine Health Condition Reporting Document
The Engine OEM will release an ENGINE HEALTH CONDITION REPORTING
DOCUMENT either in the form of a CNR or equivalent to inform VJC Engineering on any
observed shift on engine health condition. VJC Engineering will then provide VJC
Reliability Control Board through its Reliability Manager copies of such CNR document
for inclusion into VJC Reliability control and monitoring.
The ENGINE HEALTH CONDITION REPORTING DOCUMENT such as the CNR will
provide the following minimum information as the basis for VJC engineering action:

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RCP PROCEDURE
ENGINE CONDITION AND DIAGNOSTICS Iss02/Rev02
RELIABILITY CONTROL
MANAGEMENT
30 Nov 2021
PROGRAM MANUAL
a) OBSERVATION: This item will include the details on observed shift or trend shift on
ENGINE health or the ENGINE PARAMETERS DELTA/CHANGES (i.e., DELTA
EGT, DELTA FUEL LOW, DELTA CORE SPEED, DELTA EGT HOT DAY MARGIN).
b) ANALYSIS: This item will present the diagnostics knowledge base with the complete
details of TREND SHIFTS and the ROOT CAUSE of the TREND SHIFT.
c) RECOMMENDATIONS: This item will list down all OEM recommended
maintenance/engineering actions to VJC based on the TREND SHIFT findings.
d) SUPPORTING DOCUMENT: This item will present the ECTM chart which has been
used as reference to the ENGINE HEALTH TREND SHIFT FINDINGS.

PERFORMANCE STANDARD Iss02/Rev00

PROGRAM MANUAL
CHAPTER 4
PERFORMANCE STANDARD

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Iss02/Rev00
ESTABLISHING THE PERFORMANCE
RELIABILITY CONTROL STANDARDS 10 Nov 2017
PROGRAM MANUAL
4.1 ESTABLISHING THE PERFORMANCE STANDARDS

a) VJC shall utilize control limits (CL) to determine aircraft systems and components
reliability.
b) CL is a rate of occurrence when exceeded triggers an alert that may call for reliability
investigation and shall be calculated per parameter which shall be determined
through statistical method of calculation. The reliability investigation can be
performed by Reliability Division and/or together with other related
Department/Division

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Iss02/Rev02
TRIGGERING AN ALERT BASED ON CONTROL
RELIABILITY CONTROL LIMIT AND ESTABLISHED RATES 30 Nov 2021
PROGRAM MANUAL
4.2 TRIGGERING AN ALERT BASED ON CONTROL LIMITS AND ESTABLISHED

RATES
a) When the two consecutive monthly rates exceeds the Upper Control Limits
(UCL), but the 3-month rates collective remains below the UCL, then such will be
placed in Imminent Monitoring.
b) When the three consecutive monthly rates exceed the Upper Control Limits (UCL),
the system/fleet/registry/component associated with such increase in alert rate will
be issued an Alert Notice (AN) or reporting in RCB meeting. The Alert Notice shall
serve as the reference for intensive reliability investigation.
c) Any event that triggered an alert as stated in the preceding item, will cause the AN to
remain open until such time that the next 3-month rate becomes lower than the UCL.
However, such AN may still remain open until such time that the reliability engineer is
convinced that the technical performance of a particular system or aircraft is above
the required performance standard.
d) In any case, the Reliability Control Board (RCB) chairman, with supporting from
Voting and/or Advisory member, can decide the Alert Notice shall remain open or
close through RCB meeting or through new Alert Notice issuance prepared by
Reliability Section. The status of Alert Notice by then indicated “OPEN” or “CLOSE”
clearly in RCB Meeting Minutes or in new Alert Notice issuance.

PERFORMANCE STANDARD Page 4 - 3
TRIGGERING AN ALERT BASED ON OTHER Iss02/Rev01

RELIABILITY CONTROL
RELIABILITY PARAMETERS
PROGRAM MANUAL 18 Nov 2019
4.3 TRIGGERING AN ALERT BASED ON OTHER RELIABILITY PARAMETERS

The following aircraft conditions or events may also cause to raise an alert to allow
investigation and close monitoring until any defect or failure earlier reported has been
declared as clear.
a) Any occurrence that is categorized as HIDDEN SAFETY EFFECT and is repetitive
defect which had been cleared but re-occur with the same nature during 10 previous
consecutive flight regardless any trouble shooting action have been done
b) Any technical defect or failure that has resulted in aircraft flight turn back (ATB),
Reject Take-Off (RTO), Divert Flight due to technical (DF), Inflight Shutdown (IFSD),
Emergency Landing (EmerLAND), Emergency Descent (EmerDESC) and causes
ATB/RTO/DF/IFSD/EmerLAND/EmerDESC Rate exceed the Control Limit during 2
consecutive months.

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RELIABILITY CONTROL
ALERT STATUS EXCEPTION
10 Nov 2017
PROGRAM MANUAL
4.4 ALERT STATUS EXCEPTION

a) If the Control Limit (CL) happens to be zero because there is no occurrence or data
in several previous months and there is a removal greater or equal to one half the
QPA for the period of undertaking, then the Alert Status may be considered.
b) A component Alert Notice (AN) will be issued for component removals when: The 3-
month rolling average exceeds the UCL or underpass the LCL in case using TBI/CBI
based performance, and the removal has:
1) Caused a delay or
2) The potential to cause a delay because the unit is a “no-go” item or
3) Generated a significant number of pilot reports (monthly PIREP rate exceeds
UCL)
4) When requested by VJC Engineering HOD

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PERFORMANCE STANDARD AND UCL
RELIABILITY CONTROL COMPUTATIONS 18 Nov 2019
PROGRAM MANUAL
4.5 PERFORMANCE STANDARD AND UCL COMPUTATIONS

a) Most of the time, a factor of 2.0 is used as multiplier on Standard Deviation to
determine either Upper Control Limit (UCL) or Lower Control Limit (LCL).
b) However, in the event that too many Alert Notices are facilitated as a result of
dispersed monthly rates, the multiplying factor can be flexibly adjusted from 2.0 to
3.0 and the UCL and LCL can be recalculated.
c) As a recommended method, it is better to set the multiplying factor so low that it
generates a surplus of Alert Notices, than to set it so high that it misses critical failing
components.
4.5.1 UCL/LCL Formula and Sample Computation
𝑈𝐶𝐿 = 𝑋̅ + 𝑘 ∗ 𝜎(𝑋) 𝑎𝑛𝑑 𝐿𝐶𝐿 = 𝑋̅ − 𝑘 ∗ 𝜎(𝑋)

Where:
𝑈𝐶𝐿 / 𝐿𝐶𝐿 = 𝑈𝑝𝑝𝑒𝑟/𝐿𝑜𝑤𝑒𝑟 𝐶𝑜𝑛𝑡𝑟𝑜𝑙 𝐿𝑖𝑚𝑖𝑡
∑𝑛𝑖=1 𝑋𝑛
𝑋̅ = 𝑇ℎ𝑒 𝑎𝑟𝑖𝑡ℎ𝑚𝑒𝑡𝑖𝑐𝑠 𝑚𝑒𝑎𝑛
𝑛
𝑘 = [2.0 ~ 3.0] 𝑀𝑢𝑙𝑡𝑖𝑝𝑙𝑦𝑖𝑛𝑔 𝑓𝑎𝑐𝑡𝑜𝑟
∑𝑛𝑖=1(𝑋𝑖 − 𝑋̅)2
𝜎(𝑋) = √ 𝐵𝑖𝑎𝑠𝑒𝑑 𝑆𝑡𝑎𝑛𝑑𝑎𝑟𝑑 𝐷𝑒𝑣𝑖𝑎𝑡𝑖𝑜𝑛
𝑛−1
For example:
Given the sample monthly number of Pirep of ATA 21 in the year of 2016 and VJC fleet
respective total monthly flight hours:
ATA 21 Jan Feb Mar Apr May Jun
Pirep 25 33 42 59 37 40
FH 10113.77 9116.08 8769.67 8438.00 9355.37 10021.90
Jul Aug Sep Oct Nov Dec
Pirep 44 34 16 31 34 26
FH 9508.72 8677.75 8443.57 8079.07 7836.73 7725.72

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PROGRAM MANUAL
First, the monthly rates of Pirep are calculated by dividing the number of Pirep by the
monthly hours, multiplied by 1000
𝑅𝑒𝑝𝑜𝑟𝑡 𝐶𝑜𝑢𝑛𝑡
𝑀𝑜𝑛𝑡ℎ𝑙𝑦 𝑅𝑒𝑝𝑜𝑟𝑡 𝑅𝑎𝑡𝑒 = 1000 ∗ 𝑀𝑜𝑛𝑡ℎ𝑙𝑦 𝐹𝑙𝑖𝑔ℎ𝑡 𝐻𝑜𝑢𝑟𝑠
So we have the Pirep Rate of ATA 21 every month
TA 21 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Pirep
2.47 3.62 4.79 6.99 3.95 3.99 4.63 3.92 1.89 3.84 4.34 3.37
Rate
The average rate of 12 months:

∑12
𝑖=1 𝑋𝑖
𝑋̅ =
12
2.47 + 3.62 + 4.79 + 6.99 + 3.95 + 3.99 + 4.63 + 3.92 + 1.89 + 3.84 + 4.34 + 3.37
= = 3.9
12
The biased standard deviation of 12 months
∑12 (𝑋𝑖 − 𝑋̅)2

𝜎(𝑋) = √ 𝑖=1
12 − 1
(2.47 − 3.9)2 + (3.62 − 3.9)2 + (4.79 − 3.9)2 + ⋯ + (4.34 − 3.9)2 + (3.37 − 3.9)2
= √
11
= 1.259
Picking k = 2, our UCL for 12 months in 2016 is:
𝑈𝐶𝐿 = 𝑋̅ + 𝑘 ∗ 𝜎 = 3.9 + 2 ∗ 1.259 = 6.5
Since April is the only month with rate larger than the UCL (6.99 > 6.5), it is the month
over passing limit.
On the other hand, the latest 3 month-rates of ATA 21 Pirep is:
𝑃10 +𝑃11 +𝑃12 31+34+26
̅̅̅
𝑋3 = ∗ 1000 = ∗ 1000 = 3.85
𝐹𝐻10 +𝐹𝐻11 +𝐹𝐻12 8079+7837+7726
Since 3.85 is also smaller than UCL (6.5), the alert shall NOT be triggered. Below is the
sample line chart depicting the Pirep rate versus UCL of ATA 21 in 2016.

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PROGRAM MANUAL
Sample chart of Pirep Rate in 2016

8.00
7.00
6.00
Monthly Rate
5.00
4.00
3.00
2.00
1.00
0.00
Jan-16 Feb-16 Mar-16 Apr-16 May-16 Jun-16 Jul-16 Aug-16 Sep-16 Oct-16 Nov-16 Dec-16
4.5.2 Component Reliability

a) MTBUR based Performance Standard
1) The Mean Time between Unscheduled Removal (MTBUR) factor is calculated by
dividing the total unit flying hours of a part number in a fleet by the number of
unscheduled removal of that component within a certain period of time.
𝑈𝑛𝑖𝑡 𝐹𝑙𝑦𝑖𝑛𝑔 𝐻𝑜𝑢𝑟𝑠
𝑀𝑇𝐵𝑈𝑅 =
𝑈𝑛𝑠𝑐ℎ𝑒𝑑𝑢𝑙𝑒𝑑 𝑅𝑒𝑚𝑜𝑣𝑎𝑙𝑠
2) Or, in the event the Unit Flying Hours is not available or difficult to obtain, the
Aircraft Flying Hours (FH) of fleet wide accommodate with Quantity Unit per
Aircraft (QPA) can be used as equivalent method to calculate MTBUR
𝑇𝑜𝑡𝑎𝑙 𝐴𝑖𝑟𝑐𝑟𝑎𝑓𝑡 𝐹𝐻 × 𝑄𝑃𝐴
𝑀𝑇𝐵𝑈𝑅 =
𝑈𝑛𝑠𝑐ℎ𝑒𝑑𝑢𝑙𝑒𝑑 𝑅𝑒𝑚𝑜𝑣𝑎𝑙𝑠
3) For example, in July 2016, the flying unit hours of all the Air-turbine Starter PN
3505582-28 is 435 842 hours, whereas there are 3 unscheduled removals during
that months. Therefore, MTBUR of PN 3505582-28 is 145 281 hours per
unscheduled removal.
4) The MTBUR shall be used to compare with world-wide fleet MTBUR data from
other airline to see if VJC is doing better or worse than others component-wise.
b) TBI/CBI based Performance Standard
1) In the past, the MTBUR factor was used as a main element in determining the
reliability of aircraft components in an airline organization. Due to the lack of
computing power at the time, this number was used as a mean to get an
overview of component well-being in a fleet as it is estimated by using fleet total
utilization and quality per aircraft.
2) As computer processing units have been advancing recently, they now capable
of tracking down utilization time of each component every time they are removed.

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PROGRAM MANUAL
RCP shall take advantage of computing power in order to narrow down precisely
on the failing components. For every month and each part number, the average
Time/Cycle between Installation (TBI/CBI) will be calculated, the Lower Control
Limit (LCL) for each part within specific period of time shall be established. If the
average TBI of a certain part number in 3 consecutive months’ underpass the
LCL, meaning they have short life-time, an Alert shall be triggered.
3) TBI and CBI are time (hours) and cycles of utilization from when the part is
installed until it is removed. RCG shall determine whether a component is time-
sensitive or cycle-sensitive.
4) As an example for aircraft wheel-assembly removals, the average landed cycle
from the last 12 months are used:
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
C20500100 213 320 246 - 243 311 223 128 289 214 276 319
5) As calculated similarly to Section 4.5.1, picking multiplying factor k = 2.0, the

Lower-Control limit for PN C20500100 wheel-assembly is 136.58, while the last
average 3 months is 270. August is the only month with the average CBI lower
than LCL, but the average CBI of 3 months is still higher than LCL, therefore
Alert shall not be triggered.
6) Months with no removals shall be omitted from the sample pool. In the sample
case April has no wheel assembly removal, so our sample size is down to 11.
Both MTBUR rate and Average TBI/CBI methods can be used to calculate
component reliability. Depend on situation, Reliability Analyst / Engineer can use one
of those methods for calculation to support triggering alert. But regardless
circumstance, the result of those methods shall be reviewed by Reliability Manager
or Reliability Deputy Manager or higher level.

PERFORMANCE STANDARD Page 4 - 9
ESTABLISHING RELIABILITY CL DATA FOR Iss02/Rev00

RELIABILITY CONTROL
NEW AIRCRAFT
PROGRAM MANUAL 10 Nov 2017
4.6 ESTABLISHING RELIABILITY CL DATA FOR NEW AIRCRAFT

The first six month-period will be observed to establish the initial control limits for the
monitored parameters of a new aircraft.

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RELIABILITY CONTROL
CLASSIFICATIONS OF ALERT LEVELS
10 Nov 2017
PROGRAM MANUAL
4.7 CLASSIFICATIONS OF ALERT LEVELS

a) Alert Level severity will be classified based on the number of defects or failure
recurrences as follows:
ALERT FACTORS
LEVELS
0 No repetitive defect or failures reported
When 2 consecutive defect or failure recurred with the same nature

1 during 10 previous consecutive flights regardless any trouble shooting
action had been done.
When equal or more than 5 consecutive defect or failure recurred with
4 the same nature during 10 previous consecutive flights regardless any
trouble shooting action had been done.
b) Should the previously reported recurring defect does not recur again, then the alert
levels for that particular issue shall be reverted or reset back to Level 0.

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Iss02/Rev00
ACTION IN RESPONSE TO THE ALERT LEVELS
RELIABILITY CONTROL CLASSIFICATIONS 10 Nov 2017
PROGRAM MANUAL
4.8 ACTION IN RESPONSE TO THE ALERT LEVELS CLASSIFICATIONS
ALERT RESPONSIBLE GROUP /

REQUIRED ACTION
LEVELS UNIT
- MCC Maintain standard procedures in

- LINE troubleshooting approaches and continue
0 monitoring for any potential technical
- MAINTENANCE issues that may arise in future
- MAINTENANCE PROVIDER maintenance actions.
- MCC MCC/Line maintenance shall follow all

steps of respective Trouble Shooting
- LINE MAINTENANCE
Manual to ensure the continuity on the
- MAINTENANCE PROVIDER trouble shooting and issue Work
- TECH SERVICE ENGINEER Request to recommend the authorized
(ATA INVOLVED) staff to perform rectification of the defect
if required
- PLANNING/PPC
Technical Planning/PPC may anticipate
- RELIABILTY ENGINEER planning the workload to carry out
troubleshooting tasks and coordinate
with aircraft parts and materials stores
to ensure availability of spares if
1 needed and to plan its acquisition if not
available.
The Reliability Engineer shall monitor
the implementation of trouble shooting
process and provide recommended
action if necessary.
Final result status should be provided in
response to the recurring defect
rectification status. If the recurring defect
cease to exist after the next 10 previous
consecutive flights, the alert level shall
be back to zero.

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PROGRAM MANUAL
- MCC Line maintenance, MCC Tech Support

and Tech Service Engineers and/or
- LINE MAINTENANCE
Approved Maintenance providers co-
- MAINTENANCE PROVIDER operate to obtain needed corrective
- TECH SERVICE ENGINEER actions to be taken to rectify the
(ATA INVOLVED) recurring defect, and if necessary
involve the vendors for possible inputs.
- PLANNING/PPC
Technical Planning/MCC/Production
- RELIABILITY ENGINEER Planning (PPC) shall anticipate planning
- A/C MANUFACTURE TECH the workload to carry out
REP/OEM VENDOR(As troubleshooting tasks and coordinate
necessary) with aircraft parts and materials stores
to ensure availability of spares if needed
and to plan its acquisition if not
available.
2
The Reliability Engineer shall closely
monitor the implementation of trouble
shooting process and provide
recommended action if any.
If necessary, the Engineering
Department coordinated with airbus
tech rep and OEM vendor will be done
in collaboration with further
troubleshooting that must be performed
rectification status. If the recurring
defect cease to exist after the next 10
previous consecutive flights, the alert
level shall be back to zero.
- MCC Reliability Engineer may consider to

issues the Alert Notice (AN) on the
- LINE MAINTENANCE
specific ATA system that triggered the
- MAINTENANCE PROVIDER alert to cause responsible groups to
- TECH SERVICE ENGINEER rectify the defect within a specific time
(ATA INVOLVED) frame. The Tech Services Engineers co-
3 operate to have the mitigation/corrective
- PLANNING/PPC action.
- RELIABILITY ENGINEER If necessary, close coordination with
- A/C MANUFACTURE TECH Airbus Technical Representative and
REP/OEM VENDOR(As OEM vendor will be done by Tech
necessary) Services Engineer / MCC / Line
Maintenance / Reliability Engineer in

Page 4 - 13
Iss02/Rev00
PROGRAM MANUAL
collaboration with further

troubleshooting that must be performed.
Planning (PPC) shall anticipate planning
the workload to carry out
troubleshooting tasks and coordinate
with aircraft parts and materials stores
to ensure availability of spares if needed
and to plan its acquisition if not
available.
rectification status. If the recurring
defect cease to exist after the 30-day
period, the previously raised alert notice
(if any) will be closed and the alert level
shall be back to zero.
- MCC Reliability Engineer issues the Alert

Notice (AN) on the specific ATA system
- LINE MAINTENANCE
that triggered the alert to cause
- MAINTENANCE PROVIDER responsible groups to rectify the defect
- TECH SERVICE ENGINEER within a specific time frame.
(ATA INVOLVED) The TQAM will be advised for their
- PLANNING/PPC quality and safety disposition. The
TQAM at their discretion may call for the
- RELIABILITY ENGINEER grounding of the aircraft if they find that
- A/C MANUFACTURE TECH such recurring defect or failure would
REP/OEM VENDOR (As pose a great amount of risk to the safety
necessary) of the flight.
4 - TQA (As necessary) Once TQAM confirm the grounding of
the aircraft, MCC, Line Maintenance
and Engineers will put the involved
aircraft grounded until the corrective
action is rectified.
If needed, the aircraft may be required
to undergo test flight to probe if
recurring defect that caused this alert
level is rectified.
Close coordination with airbus tech rep
and OEM vendor will be done by Tech
Services Engineer/MCC/Line
Maintenance/Reliability Division in
collaboration with further

Page 4 - 14
Iss02/Rev00
PROGRAM MANUAL
troubleshooting that must be performed.

Planning shall anticipate planning the
workload to carry out troubleshooting
tasks and coordinate with aircraft parts
and materials stores to ensure
availability of spares if needed and to
plan its acquisition if not available.
rectification status. If the recurring defect
cease to exist after the 30-day period,
the previously raised alert notice will be
closed.

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RELIABILITY CONTROL
ALERT FORMATTING INTERPRETATION
10 Nov 2017
PROGRAM MANUAL
4.9 ALERT FORMATTING INTERPRETATION

a) Clear
1) Normal operating status. Clear status exists when both the monthly and the three
month average rates are below UCL, or when only one monthly rate is above
with the three month average rate below UCL.
2) No corrective action is required.
b) Italics
The 3 consecutive monthly rates shall be Italicized to present its own criticality in
the table. It does not trigger Alert unless it is bolded.
c) Bold
1) Any number in the (Pirep/Marep/NRC/Delay) Rate tables that is higher than its
respective UCL shall be bold formatted.
2) If a single month or 2 months with rates higher than the UCL, then the ATA
chapter shall be monitored.
3) When the 3 consecutive monthly average rate exceeds the UCL, then Reliability
Engineer shall perform preliminary analysis and technical investigation. Alert
Notice to be issued to responsible personnel/managers or deputy managers to
have corresponding action.

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RELIABILITY CONTROL
MONITORING AN ALERT NOTICE
30 Nov 2021
PROGRAM MANUAL
4.10 MONITORING AN ALERT NOTICE

a) An Alert Notice, once officially approved by RCB Chairman, must have a deadline to
obtain result on its cover page. This deadline shall by set by the RCB Chairman
himself with or without support from RCB Voting Members. From this point, the Alert
Notice status shall be OPEN and updated in the RCB meeting minutes.
b) The period of result monitoring where applicable shall be also indicated within a
certain time and updated in the RCB meeting minutes, the duration clock is started
from the action taken completion date. The result monitoring timeline depends on the
further data collection & analysis capability and maybe extended to have enough
data & analysis to evaluate all the completed actions that has been in place. This
period is also to be followed up and reviewed at least once in each RCB Quarterly
meeting.
c) As long as the Alert Notice remains OPEN, it should be reviewed at least once in an
RCB Quarterly meeting before the deadline. If during the meeting, RCB deems the
problem in AN as solved, the Alert Notice can be closed and updated in the RCB
meeting minutes.

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RELIABILITY CONTROL
DISPATCH RELIABILITY
10 Nov 2017
PROGRAM MANUAL
4.11 DISPATCH RELIABILITY

a) VJC RCP aims that its fleet under the RCP attains dispatch reliability not lower than
the industry standard.
b) The VJC dispatch reliability is defined as the percentage of revenue departures
which do not incur a mechanical delay or mechanical cancellation.
c) To establish the overall fleet operational reliability, the dispatch reliability data shall
take into consideration the consequential delays and/or cancellations that were
directly affected by maintenance originated delay or cancellations.
4.11.1 Technical Incident (TI)
a) Technical Incident is any event of a technical nature which may be considered to
significantly affect the potential airworthiness of an aircraft.
b) VJC RCP takes into account that technical incidents may affect the dispatch
reliability of its operated fleet. An Alert Notices shall be issued in the event of any
technical defect or failure with the same nature and causes the monthly rate exceed
the Control Limit during 2 consecutive months, or such failure has caused or has
threaten to cause injury to persons or damage to VJC property or collateral property
damage to another
c) Technical Incidents may be any of the following:
1) Malfunction of a system or component leading to an aborted take-off or flight
interruption.
2) Malfunction of a system or component leading to an emergency procedure or
operational.
3) Failure of the landing gear to extend or retract or uncontrolled movement of the
gears and doors.
4) Loss of the landing gear brake system. e. Tire burst.
5) Loss of more than one electric power generation system or hydraulic power
system.
6) Flight handling degradation, vibration, buffeting.
7) Failure of more than one attitude, airspeed, or altitude instrument. i. In-flight
engine flame out, shutdown.
8) Significant primary structural failure or damage or corrosion.
9) Structural damage caused by engine or APU failure on ground or inflight.
10) False or true warnings of fire, smoke or toxic fumes.

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10 Nov 2017
PROGRAM MANUAL
4.11.2 Computing Dispatch Reliability

In the purpose of maintenance the Reliability for VJC fleet, the performance standards of
VJC fleet operation dispatch shall utilize the following computation procedures as
described below:
a) MECHANICAL ORIGINAL (MechO) RATE:
(𝑅𝑒𝑣𝑒𝑛𝑢𝑒 𝐹𝑙𝑖𝑔ℎ𝑡−𝑀𝑒𝑐ℎ𝑎𝑛𝑖𝑐𝑎𝑙 𝑂𝑟𝑖𝑔𝑖𝑛𝑎𝑙)∗100
𝑇𝑜𝑡𝑎𝑙 𝑅𝑒𝑣𝑒𝑛𝑢𝑒 𝑓𝑙𝑖𝑔ℎ𝑡 𝑖𝑛 𝑎 𝑔𝑖𝑣𝑒𝑛 𝑝𝑒𝑟𝑖𝑜𝑑
b) NON- MECHANICAL ORIGINAL (Non-MechO) RATE
(𝑅𝑒𝑣𝑒𝑛𝑢𝑒 𝐹𝑙𝑖𝑔ℎ𝑡−𝑀𝑎𝑖𝑛𝑡𝑒𝑛𝑎𝑛𝑐𝑒 𝑂𝑟𝑖𝑔𝑖𝑛𝑎𝑙)∗100
𝑇𝑜𝑡𝑎𝑙 𝑅𝑒𝑣𝑒𝑛𝑢𝑒 𝐹𝑙𝑖𝑔ℎ𝑡 𝑖𝑛 𝑎 𝑔𝑖𝑣𝑒𝑛 𝑝𝑒𝑟𝑖𝑜𝑑
c) MAINTENANCE TOTAL RATE
(Revenue Flight−Mechanical Original−Maintenance Original)∗100
Total Revenue Flight in a given period
d) VJC DISPATCH RELIABILITY
DR = (100 – MechO) %
e) VJC MAINTENANCE DISPATCH RELIABILITY
MaDR = (100 – MechO – Non-MechO) %
f) VJC OPERATIONAL RELIABILITY
OpR = (100 – MechO – NonMechO – ConsequentialO) %
4.11.3 Mechanical Dispatch Reliability Elements
The following technical interruption issues shall be taken as elements that defined by
Aircraft Manufacturer
a) FLIGHT INTERRUPTION (FI) RATE:
(𝐼𝐹𝑇𝐵+𝐷𝑉)∗100
𝑇𝑜𝑡𝑎𝑙 𝑅𝑒𝑣𝑒𝑛𝑢𝑒 𝐹𝑙𝑖𝑔ℎ𝑡 𝑖𝑛 𝑎 𝑝𝑒𝑟𝑖𝑜𝑑
b) GROUND INTERRUPTION (GI) RATE
(𝐷𝑒𝑙𝑎𝑦+𝐶𝑎𝑛𝑐𝑒𝑙)∗100
𝑇𝑜𝑡𝑎𝑙 𝑅𝑒𝑣𝑒𝑛𝑢𝑒 𝐹𝑙𝑖𝑔ℎ𝑡 𝑖𝑛 𝑎 𝑝𝑒𝑟𝑖𝑜𝑑
Ground Interruption occurs when an aircraft left the block and returned for a technical
reason before becoming airborne, or when, after landing, a technical problem was
experienced prior to reaching the block.
4.11.4 Other Reliability Computations To Support Dispatch Reliability
a) TECHNICAL INCIDENT (TI) RATE:
𝑇𝑜𝑡𝑎𝑙 𝑇𝐼∗100
𝑇𝑜𝑡𝑎𝑙 𝑇𝑎𝑘𝑒−𝑜𝑓𝑓𝑠 𝑖𝑛 𝑎 𝑝𝑒𝑟𝑖𝑜𝑑

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PROGRAM MANUAL
b) IN-FLIGHT SHUTDOWN (IFSD) RATE:

𝑇𝑜𝑡𝑎𝑙 𝐼𝐹𝑆𝐷∗100
𝑇𝑜𝑡𝑎𝑙 𝑇𝑎𝑘𝑒−𝑜𝑓𝑓𝑠 𝑖𝑛 𝑎 𝑝𝑒𝑟𝑖𝑜𝑑
4.11.5 Computing the Component Unscheduled Removal Rate
Unscheduled Removal Rate (n-Month):
𝑅𝑒𝑚𝑜𝑣𝑎𝑙𝑠 𝑖𝑛 𝑡ℎ𝑒 𝑛 𝑚𝑜𝑛𝑡ℎ𝑠∗1000
𝑄𝑃𝐴∗𝐹𝑙𝑒𝑒𝑡 𝐹𝑙𝑖𝑔ℎ𝑡 𝐻𝑜𝑢𝑟𝑠 𝑖𝑛 𝑡ℎ𝑒 𝑛 𝑚𝑜𝑛𝑡ℎ𝑠
Where QPA is the Quantity per aircraft

Iss02/Rev00
MAINTENANCE PROCESS CHANGE
PROGRAM MANUAL
CHAPTER 5

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MAINTENANCE PROCESS CHANGE POLICY
PROGRAM MANUAL
5.1 MAINTENANCE PROCESS CHANGE POLICY

a) VJC Aircraft Maintenance Schedule (AMS) is based primarily on the TC Holder’s
Maintenance Planning Document (MPD).
b) Maintenance program or schedules originating from the following shall NOT be
changed in the VJC Reliability Control Board level:
1) AD / Alert SB / Mandatory SB / CAAV Mandatory
c) Maintenance program or schedules originating from the following shall NOT be
exceeding requirements, in the VJC Reliability Control Board level:
1) Airworthiness Limitation Section (ALS) Part 1
6) Maintenance Review Board (MRB) Report
d) The Reliability Control Board (RCB) approves Maintenance Process Changes
(included interval escalation and/or de-escalation) as permissible within RCP, or
those which has been subsequently approved by CAAV.
e) The VJC maintenance schedules may be modified with respect to effectiveness
obtained while fleet in-service. Changes in the maintenance processes, interval-
oriented changes or task-oriented changes may be done through the RCB’s
recommended and approved amendments and subsequent MPD revisions. For
avoiding of doubt, RCP does NOT mean a single input / channel ONLY to analyze
and demonstrate AMS effectiveness.

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CREATION AND REVISION OF AIRCRAFT
RELIABILITY CONTROL MAINTENANCE POLICY
10 Nov 2017
PROGRAM MANUAL
5.2 CREATION AND REVISION OF AIRCRAFT MAINTENANCE SCHEDULE (AMS)

a) VJC Engineering and Planning will utilize the Maintenance Review Board Report
(MRBR), Airworthiness Limitation Section (ALS) CAAV requirements and Vendor
Recommendations to create its own AMS document.
b) The Reliability Control Board (RCB) shall review the proposed changes to the AMS
for technical merit and feasibility, which in turn shall approve changes as appropriate
and directs the concerned engineering section/unit head or manager for proper
implementation. RCB shall ensure those maintenance process changes that require
prior approval by CAAV shall be approved as such by the CAAV prior to any
maintenance process change implementation. The engineering reliability shall
continue to monitor the implementations of any maintenance process changes in
order to determine the effectiveness of the new VJC aircraft maintenance program
schedules.

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CRITERIA FOR MAIN MAINTENANCE
RELIABILITY CONTROL PROCESS CHANGE
10 Nov 2017
PROGRAM MANUAL
5.3 CRITERIA FOR MAINTENANCE PROCESS CHANGE

a) Check Interval Change is permitted ONLY IF 20% of the fleet has undergone the
check.
b) Airplanes that are used as samples must have utilized 90% of the interval for that
check.
c) The ratio of non-routine to routine task data gathered is not more than 10%.
d) If the ratio is within limits, then the interval maybe escalated or de-escalated.
e) Repeated absence of non-routines during the accomplishment of scheduled or
routine task cards is an indicator that the task might not be applicable and effective,
and hence may be a candidate for deletion in the maintenance program.
f) If PIREP and Vendor shop/teardown reports and findings shows repetitive problems,
and deficiencies exceed alert levels, adding a task to the maintenance program is
generally considered until a permanent solution is found.
g) When any OC tasks on the other hand exceeds alert levels on several events, and
then such task maybe escalated to HT until a permanent solution is available.
h) MSG-2 and MSG-3 is utilized in order to support decision for HT-OC-CM; failure
effect category (FEC) and task selection process.
i) The RCP can provide data to implement task modification resulting in either addition
or reduction of such maintenance tasks.

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RELIABILITY CONTROL CATEGORY
10 Nov 2017
PROGRAM MANUAL
5.4 MAINTENANCE PROCESS CHANGE CATEGORY
5.4.1 Category 1: Fleet Check Interval Escalation

VJC shall observe the following criteria when considering an interval escalation of heavy
checks (‘C’ or higher):
a) Review of non-routine data from a sample of 10% of fleet size of previously
accomplished checks.
b) Aircraft that are used as samples must have been accomplished at least 90% of the
specified interval for the check.
c) For escalation checks that are phased (i.e., P1, P2, P3, etc.) where a full cycle of the
phases is required to complete the basic check, a 10% sample of each phase must
be included in the non-routine data review.
EXAMPLE: Assume a 20 aircraft fleet size on which the “C” check is phased into
four phased check packages (P1, P2, P3, and P4). Two P1, two P2, two P3, and two
P4 phased check packages (20 aircraft x 10% sample) must be reviewed during the
routine check results review. Note: All decimals will be rounded off to the next higher
whole number.
d) For interval escalation of checks that include AMS items with intervals expressed as
a multiple of the check (i.e., 2C, 3C, etc.), the non-routine data review must include
at least one sample of all such items if these items are to be escalated with the basic
check. This may be obtained either by selecting specific sample checks that include
such items work package, or by conducting an individual review of these items.
e) The maintenance provider shall summarize the escalation proposal in a report for
review and approval of the RCB.
f) Retention of existing check intervals or reduction in check interval will be considered
for those items that should not be extended based from the analysis conducted.
g) The check interval may not be increased greater than 10% at any one time unless
approved by CAAV.
h) Check intervals may be increased again after the sampling requirements have been
attained under the new interval.
5.4.2 Category 2: Individual Maintenance Schedule Item Interval Changes

Any AMS item interval may be increased when:
a) Evaluation of check findings from a representative sample of 10% confirms
acceptable performance. The samples used must have executed 90% utilization of
the current check interval.
b) Removal rates of time monitored components must currently be in clear status and
the time increase must not be in conflict with the corrective action programs resulting
from previous reliability analysis.

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RELIABILITY CONTROL CATEGORY
10 Nov 2017
PROGRAM MANUAL
1) Last 12 months Alert Status action must be reviewed.

2) Evaluation of shop findings relative to wear or deterioration versus the operating
hours since last overhaul or since the last check, as applicable, must confirm
acceptable performance.
c) The shop visit interval for time monitored components may not be increased more
than 10% at any one time without concurrence of CAAV.
5.4.3 Category 3: Short Term Escalations

a) Under normal operating conditions, an established AMS interval cannot be
exceeded.
b) However, an unavoidable condition may eventually exist that may justify a short-term
escalation of an interval for an individual unit or airplane maintenance check.

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SHORT TERM ESCALATION PROCEDURE
PROGRAM MANUAL
5.5 SHORT TERM ESCALATION PROCEDURE

a) Maintenance program time limits or maintenance intervals established by VJC under
the provisions of an approved reliability control program are based on VJC’s and TC
Holder’s periodic statistical analysis of operating performance. These limits tend to
be somewhat conservative since a single value is applied to all aircraft in a fleet or all
components in service in the fleet. In addition, the inability to establish scientifically
precise limits tends to keep these values conservative.
b) Individual STE within a calendar year of a specified time limit for an individual aircraft
or component may be permitted, under controlled conditions, without compromising
safety. One-time extension within a calendar year shall be permitted only when the
interval prescribed cannot be complied due to circumstances which could not have
been reasonably foreseen. The decision to extend must not be influenced by
marketing or financial motivations.
c) Short Term Escalation shall not be applied to the following:
1) Intervals established by an Airworthiness Directive.
2) Life limits specified by Type Certificate Data Sheets, Flight Manuals, or
Manufacturer’s Publications.
3) Certification Maintenance Requirement (CMR) imposed by Maintenance Review
Board Report.
4) Emergency and safety component or equipment.
5) Special Structural Inspection Program or damage tolerance requirements.
6) Transit and Pre-flight Checks.
7) Individual task on a basic check package.
d) The procedure must not be abused or used indiscriminately to cover up maintenance
program implementation shortcomings or poor management.
e) Although the need for a short-term time escalation is the emergence of some
unforeseen shortage or deficiency, its use must be based solely on technical
analysis.
f) Escalation can be authorized only after the history of the affected aircraft or unit has
been carefully analyzed to ensure a knowledgeable decision. In this regard, all
requests shall be supported by a technical justification and that all Airworthiness
Directives or equivalents that are due or will expire during the requested extension
are accomplished prior to the due date before extension
g) Request for short-term time escalation on a maintenance limit due to non-availability
of a replacement part or tooling shall be supported by information on when the
required part or tool was ordered and its expected delivery.
h) For short-term escalation and all justification and supporting documents shall be
submitted to the Head of Engineering/Technical Director and/or Deputy Maintenance

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SHORT TERM ESCALATION PROCEDURE
PROGRAM MANUAL
Director before the affected maintenance limit is due unless due to unplanned
operational requirement, with the concurrence of the TQAM.
i) The decision to vary any of the prescribed periods shall be taken only by the Head of
Engineering Department or Technical Director.
j) If the short-term time escalation is applied to a letter check or aircraft maintenance
check composed of maintenance tasks with intervals in the multiple of the basic
check (such as equalized or A check) the next scheduled check interval shall be the
regular check interval less the approved amount of escalation or the amount utilized
thereof whichever is lesser. This is to ensure that all maintenance tasks are in
accordance with the approved maintenance interval.
5.5.1 Short Term Escalation Process

a) VJC Engineering / Planning Management shall evaluate proposed extension
(together with the reliability engineering group if necessary) and provide a technical
justification to the TQAM. If an aircraft/system check limit extension is requested,
attach list of all outstanding carry-overs or deferred items.
b) If extension is requested due to non-availability of a part, support the evidence
shows the non-availability of spare or item (Ex: function Stock Information in AMOS)
and/or submit information on when the required part or tool was ordered and its
expected delivery.
c) If extension is needed for any scheduled aircraft maintenance requirement (letter
check or periodic inspection), review Engineering Publications, maintenance check
package and other applicable maintenance requirements for all related mandatory
Engineering Publications or Airworthiness Directives that have to be complied prior
to the granting of the request.
d) Consolidate all requirements if any, from steps 3 and 4 that must be complied prior to
approval of the requested extension.
e) Include in aircraft workload all pre-condition requirements identified.
f) Perform pre-condition work included in workload.

RELIABILITY CONTROL BOARD Iss02/Rev00

PROGRAM MANUAL
CHAPTER 6
RELIABILITY CONTROL BOARD

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RELIABILITY CONTROL BOARD STRUCTURE
RELIABILITY CONTROL AND FUNCTIONS 30 Nov 2021
PROGRAM MANUAL
6.1 RELIABILITY CONTROL BOARD STRUCTURE AND FUNCTIONS

a) The fleet Reliability Control Program of VJC shall be managed by the Reliability
Control Board (RCB).
b) The RCB shall be chaired by Engineering Director.
c) The Maintenance Control Center through the authority of the Engineering Director
shall collect all technical data about the fleet, perform the required troubleshooting
procedures and record the troubleshooting performed, conducts the preliminary
investigation and analysis of the problem being presented and emphasized in the
RCB meetings.
d) In cases where VJC contracts its maintenance task to third party maintenance
provider, then such maintenance provider shall furnish VCJ Reliability Control Board
with all the required technical data about the fleet, perform the required
troubleshooting procedures and record the troubleshooting performed, conducts the
preliminary investigation and analysis of the problem being presented and
emphasized in the RCB meetings.
e) The fleet reliability engineer shall conduct the preliminary investigation and analysis
of the problem being presented and emphasized in the RCB meetings.

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RELIABILITY CONTROL RCB ORGANIZATION FUNCTIONS

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PROGRAM MANUAL
6.2 RCB ORGANIZATION STRUCTURE
_____: mandatorily attendees - VJC RCB dedicated member or delegation

--------: non-mandatorily attendees

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RELIABILITY CONTROL RCB OPERATIONAL RESPONSIBILITIES

30 Nov 2021
PROGRAM MANUAL
6.3 RCB OPERATIONAL RESPONSIBILITIES

6.3.1 RCB Chairman
a) The RCB is the AOC’s committee in-charge of its fleet reliability control program
management. Engineering Director shall be the RCB chairman of the committee.
b) The RCB Chairman shall have authority to call all RCB voting members and non-
voting (advisory) members to convene should the circumstance in VJC operations
requires for such reliability concerns and issues.
c) The RCB Chairman shall have exclusive authority to approve any invited observers
in the conduct of VJC’s RCB meetings. Any RCB members may nominate an
observer to participate in RCB meetings.
d) Observers shall be allowed to manifest their respective views, opinions or technical
inputs during the RCB meeting.
e) RCB 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.
6.3.2 RCB Voting Members
a) Perform administration of the Reliability Program operation and guarantees the
compliance to established standards of the Reliability Program.
b) Performs review and decides for approval of any proposed Scheduled
Maintenance Program revisions.
c) Authority to perform evaluation the Monthly Reliability Report for satisfactory
performance relative to the set reliability standards.
d) Oversees and ensures that investigations in response to alerts on significant events
and/or incidents are performed and target compliance to any corrective actions shall
be executed based on determined time frame.
e) Support RCB Chairman to make decision to close or remain open status of Alert
Notice prepared by Reliability Section to mitigate/correct the technical issues.
6.3.3 Maintenance Provider
a) Collects required data from involved offices
b) Perform preliminary investigation to identify or determine problem areas concerning
fleet performance and reliability
c) Performs the recommended actions as approved by the RCB through technical
recommendations
d) Provides updates to the RCB and the reliability engineering regarding the status of
corrective actions performed in reference to recommended actions
e) Ensures efficient implementation of the corrective action recommended by the RCB

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6.3.4 VJC Line/Aircraft Maintenance Group

a) Collects required data from involved offices.
b) Perform preliminary investigation to identify or determine problem areas concerning
fleet performance and reliability.
c) Performs the recommended actions as approved by the RCB through technical
recommendations.
d) Provides updates to the RCB and the reliability engineering regarding the status of
corrective actions performed in reference to recommended actions.
e) Presents additional findings or recommends corrective actions needed to ensure
repetitive failures or defect are positively rectified.
f) Ensures efficient implementation of the corrective action recommended by the RCB.
g) Performs assessments in support of any required Maintenance Program revision.
h) Records all data for unscheduled removals and all items required in the maintenance
logbook using the appropriate and official forms or paperwork.
i) Provides technical expertise during extensive engineering investigation as
required by the Reliability Program.
j) Record data on component removals, shop findings, repair actions, and overhaul of
all units processed electronically and through official hard copy documents.
k) Routes recorded data in the official hard copy documents to records.
l) Compiles complete data on engine removals, shop findings, repair actions, and
overhaul in support of engineering investigations and reliability study.
m) Records inspection findings from non-routine write-ups during hangar
maintenance.
n) Furnishes records copies of all recorded official documents generated from
inspection.
6.3.5 Technical Services Engineers
a) Performs evaluation on raised alert issues and performs the needed analysis and
investigation as to the root cause of the raised repetitive defects or failures that
caused to trigger the alert.
b) Issues the necessary engineering publications such as (but not limited to)
engineering orders and inspection compliance actions.
c) Coordinates with the maintenance provider and/or aircraft maintenance group for the
execution of the recommendations to rectify or correct the alert item on issue.
d) Recommend maintenance tasks to aircraft maintenance personnel, Line engineers
and maintenance providers necessary to efficiently rectify the reported aircraft
defects.

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PROGRAM MANUAL
e) Monitors the implementation of maintenance actions arising from RCB or reliability

recommendations, engineering publications or vendor service documentations.
f) Cooperate with Reliability Engineer to investigate the root cause and submit the
recommended or corrective action for Alert Notice.
6.3.6 Planning and Production Manager/Head
a) Provides the necessary planning on how to allow the implementation of any
maintenance action to implement the needed corrective action at the least possible
cost to over-all operation of the fleet.
b) Ensures that loading of the necessary workloads/orders in support of the
maintenance action to support RCB decided actions are performed in the most
efficient manner.
c) Provides the RCB with advisory activities needed for the Board to arrive with
informed decisions.
d) Ensures that any maintenance schedule changes arising from RCB decisions are
implemented.
6.3.7 Stores and Supply Manager
a) Provides advisory functions in the RCB and reliability program through information
about spares status, material availability, shipment lead time, vendor repair reports
issues, warranty issues and cost or price information regarding aircraft spares and
support materials.
b) Ensures that delivery and shipments of aircraft spares are made available within a
pre-determined time frame to support implementation of any RCB actions.
6.3.8 Reliability Control Group
a) Develop, amend and maintain Reliability Control Manual to ensure continuing
airworthiness to entire fleet under VJC AOC
b) 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.
c) Collection of data (PIREPs, MAREPs. Delay, AOG. etc.) to produce monthly
Reliability Report to entire fleet under VJC AOC.
d) Monitor alert levels of components, systems and coordinate to Maintenance
Program/Planning and TSE for appropriate action taken.
e) Perform preliminary investigation to identify or determine problem areas concerning
fleet performance and reliability.
f) Coordinate with MW Defect Analyst in investigating and rectifying any ongoing long-
term defects especially chronic and repetitive defects.
g) Recommend to Technical Services about system, component, software
improvements / upgrades based on the VJC reliability report.

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h) Participate with Planning in the analysis of the effectiveness of the maintenance

program.
i) Participate in the assessment of concession application by providing reliability data
and safety assessment.
j) Coordinate with aircraft, component’s OEM and pooling contractor for
aircraft/component reliability action and integration.
k) Conduct Reliability Control Committee to ensure timely review of reliability and safety
matters.

RCP FOR CAT II-III MAINTENANCE Iss02/Rev00

PROGRAM MANUAL
CHAPTER 7
RCP FOR CAT II-III MAINTENANCE

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RELIABILITY CONTROL RCP FOR CAT 2/3 OPERATIONS

10 Nov 2017
PROGRAM MANUAL
7.1 RCP FOR CAT 2/3 OPERATIONS

7.1.1 Policy
a) VJC continuing approval of its CAT 2 or CAT 3 operations airworthiness requires an
approved maintenance program to address lower landing minima (LLM) or All
Weather Operations (AWO).
b) All required aircraft equipment and systems related to CAT 2 or Cat 3 operations are
described in the VJC applicable AFM/QRH. Any dispatch decision with an
inoperative or defective equipment or system required for CAT 2 or CAT 3 operations
shall be based on such AFM/QRH criteria and shall observe operation limitations, if
any, applicable and effective to such VJC aircraft.

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REPORT CONTENTS FOR CAT 2 OR 3
RELIABILITY CONTROL RELIABILITY CONTROL 10 Nov 2017
PROGRAM MANUAL
7.2 REPORT CONTENTS FOR CAT 2 OR CAT 3 RELIABILITY CONTROL

a) The RCP reporting in support of VJC CAT 2 or CAT 3 operations shall be based on
the following contents:
1) The number of CAT 2 or CAT 3 landings.
2) The number of successful CAT 2 or CAT 3 landings per each aircraft type and/or
Runway Visibility Reporting RVR (if applicable).
3) The number of unsuccessful CAT 2 or CAT 3 landings and related technical
reasons.
4) The number of unscheduled removals of equipment related to CAT 2 or CAT 3
b) Inputs for reliability program are from:
1) Defects related to CAT 2 or CAT 3 are collected from AMOS systems.
2) ADD with respective CAT I operation database.
3) Auto land monitoring form and monthly report form.
4) Other reports from Pilot and maintenance staffs
c) 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.

AUTHORITY TO REVISE RCP MANUAL Iss02/Rev00

PROGRAM MANUAL
CHAPTER 8
REPORTING FORMAT

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RELIABILITY CONTROL RELIABILITY MONTHLY REPORTING SYSTEM

30 Nov 2021
PROGRAM MANUAL
8.1 RELIABILITY MONTHLY REPORTING SYSTEM

a) The Reliability Control Program report is an event reporting system that monitors and
provides means of measuring the performance of airplane systems and components.
It also maintains the dependability of airplane systems and components within the
acceptable levels of economics and acceptable level of reliability.
b) The Reliability Control Program report includes the systems and components of
airframe, Engine of VJC current operating fleet during reporting period of this RCP
Manual.
c) The event reporting system and data analysis within the program permits swift
identification of adverse trends. If the performance of the aircraft systems and
components do not meet VJC Reliability Performance Standard, an alert is triggered
and an appropriate root cause investigation is initiated to evaluate and subsequently
correct the problems or deficiencies encountered.
d) The VJC reliability monthly reports shall be prepared and present all statistical
information of all measured aircraft system, engines and components. It shall be the
duty of the reliability engineering group to prepare the reliability monthly report and
shall be reviewed by the engineering reliability manager prior to release for approval
by the RCB Chairman.
e) The reliability monthly report becomes the officially released VJC Reliability Monthly
Report when approved by the RCB Chairman and the CAAV shall be provided with
the copy of the same reliability monthly report. All other organization outside of VJC
may be provided a copy of such VJC reliability monthly report upon request and with
prior approval by the RCB Voting members.
f) Regular preparing of the reliability month report for reporting months period shall be
done by Reliability Division before end of next reporting months. And then, submit to
RCB chairman for their reviewing and approval. After obtain approval of RCB
Chairman, the TQAM as RCB voting member shall provide CAAV this monthly
report.
(For example: the reliability report of September, 2017 will be prepared by Reliability
Division no later than 31st of October, 2018. And then, it shall be submitted to RCB
Chairman for approval).
g) In the event the Aircraft Manufactures request for reliability informations, the RCG
will provide Aircraft Manufactures information such as:
1) Aircraft Utilization summary
2) Delay & Cancellation summary
3) PAREP & MAREP summary
4) Component removal summary.
h) Other information requested by Airframe/ Engine Manufactures must be approved by
RCB Chairman before providing to Airframe/ Engine Manufactures.

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Iss02/Rev02
RELIABILITY CONTROL REPORT CONTENTS

30 Nov 2021
PROGRAM MANUAL
8.2 REPORT CONTENTS

The VJC Reliability Monthly Reports shall contain, but is not limited to, the following:
a) Cover and Approval Page
b) Table of Contents
c) Presentation Legends and update highlight of changes
d) Analysis and Summary for the reporting month and corresponding analysis and
recommendation if any.
e) Fleet Utilization Reports showing the current month and the previous 12 operating
month utilization, the total utilization and actual aircraft available for each operating
month. The utilization report shall reflect each aircraft registry’s utilization for the
current month and the previous 12-months operations.
f) PIREP Count per ATA System from the current to the previous 12-months
operations. PIREP Rate per ATA System from the current to the previous 12-months
operations. PIREP Rate UCL status per ATA System from the current to the previous
12-months operations.
g) MAREP Count per ATA System from the current to the previous 12-months
operations. MAREP Rate per ATA System from the current to the previous 12-
months operations. MAREP Rate UCL status per ATA System from the current to the
previous 12-months operations.
h) NRC Count per ATA System from the current to the previous 12-months operations.
NRC Rate per ATA System from the current to the previous 12-months operations.
NRC Rate UCL status per ATA System from the current to the previous 12-months
operations.
i) Dispatch Reliability Summary showing rates of interruptions, DR Rates, operational
reliability, count of technical incidents that caused interruptions (including engine in-
flight shutdown summary and rate), severity in minutes of delays/cancellations,
consequence of interruptions with other VJC flights.
j) Delays/cancellations/diversions/interruption due to technical/maintenance reason
report summary with delay codes, delay UCL Rates and affected ATA System.
k) PARETO analysis for PIREP, MAREP and Dispatch Reliability showing the top
drivers for each measured parameter.
l) Engine utilization summary.
m) Engine removal summary and rate.
n) APU utilization report with the cycle-to-hour ratio.
o) APU removal summary.
p) Component Reliability to include removal rates, MTBUR.
q) ECTM Summary and reports
r) Autoland performance reports.

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Iss02/Rev02
RELIABILITY CONTROL REPORT CONTENTS

30 Nov 2021
PROGRAM MANUAL
All Content format of VJC Reliability Monthly Reports shall be referred to Appendix of
this Manual.

Page 8 - 4
Iss02/Rev00
RELIABILITY CONTROL ALERT NOTICE

10 Nov 2017
PROGRAM MANUAL
8.3 ALERT NOTICE

a) The RCP Alert Notice (AN) shall be raised by the engineering reliability with the
approval of the RCB Chairman prior to its publication or release to the responsible
VJC unit concerned whenever any performance standards or parameters as defined
in this manual is not satisfactory .
b) The AN shall contain the following as minimum information:
1) AN Number and Revision Number (if revised from the same AN Number),
2) AN Date of publication/official release,
3) Reason for the release of the AN,
4) Affected ATA and System,
5) Affected VJC aircraft or component Part Number,
6) Reliability Analysis of a concerned parameter,
7) Target date of AN corrective action to be taken or satisfactory results to be
achieved.
8) Approval of the RCB Chairman,
9) Name and Position of the reliability personnel who raised the AN,
10) Review of the AN by a senior VJC Engineering personnel,
Note: when AN is raised, reliability managers shall review the contents of the
AN for issues, technicalities and relevance of such AN prior to approval by the
RCB Chairman. If engineering reliability manager raises the AN or during his
absence, the Head of Engineering Department should perform the review of the
AN.
11) Probable Root Cause of a technical event or issues on alert, and
12) Recommendations / Corrective Actions Required from Reliability Section
13) Recommendations/Analysis from other section/division (if any).
c) The Form of Alert Notice shall be described in Appendix of this Manual.

Page 8 - 5
Iss02/Rev02
PROVIDE RELIABILITY INFORMATION TO
RELIABILITY CONTROL AIRFRAME/ENGINE MANUFACTURERS 30 Nov 2021
PROGRAM MANUAL
8.4 PROVIDE RELIABILITY INFORMATION TO AIRFRAME/ENGINE MANUFACTURERS

8.4.1 Reliability In-service Data On-line (IDOL) Report
IDOL to improve reliability by:

• Monitoring and benchmarking operators fleet reliability performance
• Easily identifying operators’ reliability drivers
• Making an initial analysis using the ATA breakdown drill-down features
• Performing advanced benchmarking by creating operators own sub-fleet and drilling
down to MSN level
According to Airbus ISI 00.00.00178, VJC’s reliability reports should be submitted for
each Airbus aircraft type present in the VJC’s fleet. Official monthly reliability reports
produced by VJC RCG should also be systematically transmitted to Airbus, before the
data is processed and analyzed in Airbus. This enables Airbus to assess and improve
aircraft technical performance while supporting all Customers with improvement
recommendations.
The RCG provides Airbus 4 types of report:
• Aircraft Utilization summary;
• Operational Interruptions/Technical Incidents summary;
• Technical Logbook entries;
• LRU Removal summary.
The data of reports shall be extracted from VJC AMOS System and manually uploaded
monthly via using Data Loading Interface (DLI) application on AirbusWorld. This has to
be completed by reporting months + 20 days. To activate the DLI, RCG must:
• Send their own extracted files for testing and mapping purpose. The data which can
be uploaded to DLI shall be referred to DLI Generic Data requirements (attachment
of ISI 00.00.00178);
• Ask for an access to AirbusWorld – Data Loading Interface;
• Upload data by selecting the right mapping template;

Page 8 - 6
Iss02/Rev02
PROGRAM MANUAL
• Monitor their upload via Processing Status field on DLI.
All uploaded data shall be processed, analyzed and transmitted to Airbus In-service
Database. After that, RCG can access IDOLS for Reliability-Reports application on
AirbusWorld to get the data of VJC as well as other airlines for comparison and analysis.
8.4.2 PRATT WHITNEYS Engine Utilization and Reliability Disruption Report
Flight disruptions include delays, cancellations, diversions, air turn back, aborted takeoff
and inflight engine shutdowns, has to be provided to PW on account of PW engine-
related issues.
The RCG collects data and provides a weekly consolidation reliability report with
standard template as following:
• Event Date: the date of event occurred;

• MSN: Manufacture serial number of the aircraft;
• Registration: The registration number of the aircraft;
• Flight number: the number of leg which was directly affected by the event;
• Station from: the departure of that flight;
• Delay duration: the delay time in minutes;
• Ops_code: operation consequence code;
• ATA: ATA chapter;
• Description: detail description of the events, defects;
• MEL: MEL chapter refer to raise ADD;
• Work Performed: the works has been performed to release aircraft
The data of reports shall be extracted from VJC AMOS System and transmitted
automatically to PW’s dedicated email using AMOS Scheduler setting on every Monday

Page 8 - 7
Iss02/Rev02
PROGRAM MANUAL
at 9AM (Vietnam time zone).

8.4.3 ROLLS-ROYCE ENGINE HEALTH MONITORING (EHM) SERVICE
An dedicated EHM service for Rolls-Royce Engines:
a) Performing trend monitoring data of on-wing Engine performance and the reporting
of Engine data using predictive maintenance software tools; and
b) Providing Advisory, Alert, or Exceedance messages when any parameter exceeds a
pre-set alert level or rate of change.
Irregularly, if the EHM system identifies an abnormality, Alert, Advisory or Exceedance
shall be sent to VJC TSE, MCC and/or relevant responsible individuals within one hour
of such identification:
a) Notify by e-mail or other agreed communication means, Customer of any Alerts,
Advisories and Exceedance arising from the EHM Data; and
b) Post Alerts, Advisories, Exceedances and trend plots of EHM Data to Customer’s
website on the specified Supplier’s web portal.
TSE and MCC is responsible to follow-up and rectification any alert or notification within
a certain time depends on alert severity.
Regularly, within 10 Business Days of the end of each month, post fleet summary data
and reports in a format defined by Rolls-Royce to Customer’s website on the specified
Supplier’s web portal for the previous month. VJC RCG shall collect and present in the
monthly RCP report.
VJC TSE is responsible to set-up and monitor transmission of EHM Raw AIDS Data
directly from the A330 Aircraft to defined Rolls-Royce destination, required raw AIDS
reports is listed and controlled by TSE. Rolls-Royce is responsible to process raw AIDS
data and post the EHM data to Customer’s website on the specified Supplier’s web
portal within three hours of receipt of such EHM Data to a service level of 98% of the
total number of times EHM Data is received measured over a monthly period for the
worldwide fleet of engines.
VJC RCG is responsible to collect, monitor and present EHM data monthly.

APPENDIX Iss02/Rev00

PROGRAM MANUAL
CHAPTER 9
APPENDIX

Page 9 - 1
GENERAL Iss02/Rev02

PROGRAM MANUAL
9.1 GENERAL
All format tables, graphs, and items below are sample and subject to be changed in
the case of VJC and/or CAAV requirement.
9.1.1 RCP Report Presentation Legend
9.1.2 RCP Report Utilization Charts

Page 9 - 2
GENERAL Iss02/Rev02

PROGRAM MANUAL
9.1.3 Fleet Utilization Tables

Page 9 - 3
GENERAL Iss02/Rev02

PROGRAM MANUAL
9.1.4 Aircraft Utilization Table
9.1.5 Pareto Chart

Page 9 - 4
GENERAL Iss02/Rev02

PROGRAM MANUAL
9.1.6 Dispatch Reliability Chart
9.1.7 Rate Table with UCL (Upper Control Limit)
The corrective action for Pilot and Maintenance report in case Last-3-Mths-Rolling is
over UCL, is also summarized and attached to Reliability Monthly report as appendix.

Page 9 - 5
GENERAL Iss02/Rev02

PROGRAM MANUAL
9.1.8 Alert Notice

Page 9 - 6
GENERAL Iss02/Rev02

PROGRAM MANUAL
9.1.9 Component Reliability Table
9.1.10 Delay Report Table
9.1.11 Autoland Report Table


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MINISTRY OF TRANSPORT SOCIALIST REPUBLIC OF VIETNAM

CIVIL AVIATION AUTHORITY Independence – Freedom – Happiness OF VIETNAM

- Pursuant to the Circular No.01/2011/TT-BGTVT dated 27/01/2011 of the Ministry of

Revision Date: 30 Nov 2021

Authorization Name Signature Date

Reliability Deputy Manager ĐỖ THÁI ANH 29 Dec 2021

SQA Deputy Director/ TQA 29 Dec 2021

Acting Engineering Director NGUYỄN THANH HẢI 29 Dec 2021

Accountable Manager ĐINH VIỆT PHƯƠNG 29 Dec 2021

AUTHORIZATION PAGE Iss02/Rev00

RELIABILITY CONTROL 10 Nov 2017

This RELIABILITY CONTROL PROGRAM MANUAL is published under the authorization of

Safety and Quality Assurance Department

Tel: 84-28-3547 1866

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

LIST OF DISTRIBUTION Iss02/Rev02

RELIABILITY CONTROL 30 Nov 2021

Holder Format Copy No.

CAAV Electronic CAAV Copy

Document Control Center Electronic Master Copy

Technical Library / Technical Publication Electronic

SQA Department Electronic

Accountable Manager Electronic

TQA Manager Electronic

Engineering Director Electronic

Maintenance Director Electronic

Supply and Stores Electronic

Engineering and Planning Electronic

Reliability Section Electronic

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

RECORD OF REVISIONS Iss02/Rev02

RELIABILITY CONTROL 30 Nov 2021

Issue No. Rev. No. Revision Date Contents Revised

01 00 16/04/2014 Initial Issue

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

RECORD OF TEMPORARY REVISIONS Iss02/Rev02

RELIABILITY CONTROL 30 Nov 2021

RECORD OF TEMPORARY REVISIONS

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

REVISION HIGHLIGHTS Iss02/Rev02

RELIABILITY CONTROL 30 Nov 2021

Section Description of Significant Changes

Approval Page Updated the position of Deputy Director of Engineering

LOD Updated the location of document

3.3 Clarified Aircraft Type / model and Engine type

3.15 Added Rolls Royce Trent 700 engines

4.2 Re-wording triggering an alert during RCB meeting

8.1 Revised item b) d) f) h) of Reliability Monthly Reporting System

Added procedure of PROVIDE RELIABILITY INFORMATION TO

9.1.3 Updated Fleet Utilization Tables

9.1.4 Updated Aircraft Utilization Table

9.1.5 Updated Pareto Chart

9.1.6 Updated Dispatch Reliability Chart

9.1.7 Updated Rate Table with UCL

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

REVISION HIGHLIGHTS Iss02/Rev02

RELIABILITY CONTROL 30 Nov 2021

Section Description of Significant Changes

9.1.8 Updated form ALERT NOTICE Rev. 02

9.1.9 Updated Fleet Component Report

9.1.10 Updated Delay Report Table

9.1.11 Added Autoland Report Table

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

LIST OF EFFECTIVE PAGES Iss02/Rev02