A MD80 was dispatched in non compliance the right engine driven hydraulic pump inoperative and auxiliary hydraulic pump below minimum pressure limits.

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Attributes
ACN	524120
Time
Date	200109
Day	Thu
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : zzz.airport
State Reference	US
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	ground : parked
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument pilot : multi engine
Experience	flight time last 90 days : 220 flight time total : 8000 flight time type : 1100
ASRS Report	524120
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Events
Anomaly	aircraft equipment problem : critical maintenance problem : improper documentation maintenance problem : improper maintenance maintenance problem : non compliance with mel non adherence : company policies non adherence : published procedure non adherence : far
Independent Detector	aircraft equipment other aircraft equipment : aux hyd press. ind other flight crewa other flight crewb other other : 3
Resolutory Action	none taken : anomaly accepted
Consequence	other other
Factors
Maintenance	contributing factor : schedule pressure performance deficiency : logbook entry performance deficiency : repair performance deficiency : non compliance with legal requirements
Supplementary
Problem Areas	Company Maintenance Human Performance Aircraft Flight Crew Human Performance
Primary Problem	Maintenance Human Performance

Narrative:

Given ship XXX as replacement aircraft. Aircraft had MEL item inoperative right engine hydraulic pump. Auxiliary hydraulic pump was found during preflight to be well below limits of flight manual. Mechanic agreed with evaluate, as did captain. Captain was reluctant to put in logbook after line maintenance supervisor showed up and literally tried to bully aircraft off gate. He tried to say he saw different readings on gauge than crew saw. Then tried to say it wasn't that far out of limits. Then said yes, it's out of limits, but will be okay till overnight. I consistently asked to put problem in logbook and let him sign it off and I would be comfortable. Line supervisor said he couldn't sign it off because it was below limits and if it went in logbook, it would delay flight. He was visibly angry, which occurs almost every time a preflight discrepancy is discovered and put in logbook. Captain in this case was supportive verbally, but never put write-up in book. He had mechanic enter it. I am uncomfortable being the person insisting on proper repairs, and tired of being criticized by line supervisors for doing my job. Flight operations manual does not adequately address who can enter log write-ups. It says captain must sign write-up. Capts and mechanics interpret this to mean first officer's can't make entries when problems arise, poorly worded policy. The above problem was argued about for longer than it took to repair. Aircraft was returned to ewr with additional hydraulic problems, which were entered in log.

Original NASA ASRS Text

Title: A MD80 WAS DISPATCHED IN NON COMPLIANCE THE R ENGINE DRIVEN HYDRAULIC PUMP INOPERATIVE AND AUX HYDRAULIC PUMP BELOW MINIMUM PRESSURE LIMITS.

Narrative: GIVEN SHIP XXX AS REPLACEMENT ACFT. ACFT HAD MEL ITEM INOP R ENGINE HYDRAULIC PUMP. AUX HYD PUMP WAS FOUND DURING PREFLT TO BE WELL BELOW LIMITS OF FLT MANUAL. MECHANIC AGREED WITH EVAL, AS DID CAPT. CAPT WAS RELUCTANT TO PUT IN LOGBOOK AFTER LINE MAINT SUPVR SHOWED UP AND LITERALLY TRIED TO BULLY ACFT OFF GATE. HE TRIED TO SAY HE SAW DIFFERENT READINGS ON GAUGE THAN CREW SAW. THEN TRIED TO SAY IT WASN'T THAT FAR OUT OF LIMITS. THEN SAID YES, IT'S OUT OF LIMITS, BUT WILL BE OKAY TILL OVERNIGHT. I CONSISTENTLY ASKED TO PUT PROB IN LOGBOOK AND LET HIM SIGN IT OFF AND I WOULD BE COMFORTABLE. LINE SUPVR SAID HE COULDN'T SIGN IT OFF BECAUSE IT WAS BELOW LIMITS AND IF IT WENT IN LOGBOOK, IT WOULD DELAY FLT. HE WAS VISIBLY ANGRY, WHICH OCCURS ALMOST EVERY TIME A PREFLT DISCREPANCY IS DISCOVERED AND PUT IN LOGBOOK. CAPT IN THIS CASE WAS SUPPORTIVE VERBALLY, BUT NEVER PUT WRITE-UP IN BOOK. HE HAD MECHANIC ENTER IT. I AM UNCOMFORTABLE BEING THE PERSON INSISTING ON PROPER REPAIRS, AND TIRED OF BEING CRITICIZED BY LINE SUPVRS FOR DOING MY JOB. FLT OPS MANUAL DOES NOT ADEQUATELY ADDRESS WHO CAN ENTER LOG WRITE-UPS. IT SAYS CAPT MUST SIGN WRITE-UP. CAPTS AND MECHANICS INTERPRET THIS TO MEAN FO'S CAN'T MAKE ENTRIES WHEN PROBS ARISE, POORLY WORDED POLICY. THE ABOVE PROB WAS ARGUED ABOUT FOR LONGER THAN IT TOOK TO REPAIR. ACFT WAS RETURNED TO EWR WITH ADDITIONAL HYDRAULIC PROBS, WHICH WERE ENTERED IN LOG.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.