|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : zzz.airport|
|Altitude||agl bound lower : 0|
agl bound upper : 25000
|Operator||common carrier : air carrier|
|Make Model Name||A319|
|Operating Under FAR Part||Part 121|
|Flight Phase||climbout : intermediate altitude|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Qualification||pilot : instrument|
pilot : multi engine
pilot : commercial
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Anomaly||maintenance problem : improper documentation|
non adherence : company policies
non adherence : far
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : detected after the fact|
|Problem Areas||Maintenance Human Performance|
Flight Crew Human Performance
|Primary Problem||Flight Crew Human Performance|
Upon arrival at operations at XA00 hours local, we saw the paperwork showed an inoperative APU ground air and electrics were required for engine start. During our cockpit preparation, a mechanic came up and told us that he ran the APU several times overnight successfully so we can use it. We started the APU successfully and xferred the electrical power from ground to APU and put APU bleed on. A little while later, a different mechanic came up and told us that we have to shut the APU down so he can secure it. We shut the APU off and xferred electrics back to ground power. The mechanic pulled and secured circuit breakers L41 and L42. He then pulled our maintenance document from the logbook and said he will send us a new one. To prepare for the ground pneumatic start and subsequent xbleed start, I pulled the appropriate page from the flight manual. I knew that the captain knew that we could push from the gate but not taxi until we get a new maintenance document for we encountered this during our first flight and had discussed this already. After the checklists were completed and clearance was obtained from ground, we followed the ground pneumatic start procedure and started #1 engine without any incident. When we requested push clearance, it was busy on ground frequency for other aircraft were also ready to push. A B757 was cleared to push first and we were cleared to push tail west. Another B757 then asked for push clearance and ground stopped our push to allow them to push first and get out of our way for our xbleed start. We finally pushed and started to perform the xbleed start once ground cleared the area behind us. I somehow skipped a step -- xbleed selector open and we got a start valve #2 fault ECAM. Realizing what I had done, I told the captain and we aborted the xbleed start, waited a little while and started #2 engine successfully with the xbleed procedure. Because of the earlier ECAM, I was very careful to make sure I had done all the steps properly and we had restored all confign back to normal. With the busy radio communications on ground control and following procedures that we don't normally perform, we both missed the fact that a new maintenance document had not been printed. We did the normal after start flows and asked for taxi clearance. Everything after we started taxiing was routine and we departed. When we climbed through around FL250, I suddenly realized that we didn't receive a new maintenance document and told the captain. We requested maintenance to send a maintenance document on ACARS. Shortly after, the maintenance document came out of the printer and we inserted it into the logbook. In retrospect, we originally had kept the logbook sitting on the central pedestal to await the new maintenance document. The captain then checked the logbook and then handed it to me and I put it away. He may have been distraction by 2 company requests and forgot that we still need a new maintenance document whereas I had put the logbook away as a routine habit after he had checked it. We should have left the book on the pedestal as a reminder that we still need a maintenance document. That way the busy push and unusual start (non-routine procedures) would not have distraction us to forget about the missing maintenance document. In the future I will definitely recommend this to capts when we need a new maintenance document.
Original NASA ASRS Text
Title: MULTIPLE DISTRS RESULT IN AN ACR A319 CREW DEPARTING WITHOUT THE PROPER MAINT RELEASE.
Narrative: UPON ARR AT OPS AT XA00 HRS LCL, WE SAW THE PAPERWORK SHOWED AN INOP APU GND AIR AND ELECTRICS WERE REQUIRED FOR ENG START. DURING OUR COCKPIT PREPARATION, A MECH CAME UP AND TOLD US THAT HE RAN THE APU SEVERAL TIMES OVERNIGHT SUCCESSFULLY SO WE CAN USE IT. WE STARTED THE APU SUCCESSFULLY AND XFERRED THE ELECTRICAL PWR FROM GND TO APU AND PUT APU BLEED ON. A LITTLE WHILE LATER, A DIFFERENT MECH CAME UP AND TOLD US THAT WE HAVE TO SHUT THE APU DOWN SO HE CAN SECURE IT. WE SHUT THE APU OFF AND XFERRED ELECTRICS BACK TO GND PWR. THE MECH PULLED AND SECURED CIRCUIT BREAKERS L41 AND L42. HE THEN PULLED OUR MAINT DOCUMENT FROM THE LOGBOOK AND SAID HE WILL SEND US A NEW ONE. TO PREPARE FOR THE GND PNEUMATIC START AND SUBSEQUENT XBLEED START, I PULLED THE APPROPRIATE PAGE FROM THE FLT MANUAL. I KNEW THAT THE CAPT KNEW THAT WE COULD PUSH FROM THE GATE BUT NOT TAXI UNTIL WE GET A NEW MAINT DOCUMENT FOR WE ENCOUNTERED THIS DURING OUR FIRST FLT AND HAD DISCUSSED THIS ALREADY. AFTER THE CHKLISTS WERE COMPLETED AND CLRNC WAS OBTAINED FROM GND, WE FOLLOWED THE GND PNEUMATIC START PROC AND STARTED #1 ENG WITHOUT ANY INCIDENT. WHEN WE REQUESTED PUSH CLRNC, IT WAS BUSY ON GND FREQ FOR OTHER ACFT WERE ALSO READY TO PUSH. A B757 WAS CLRED TO PUSH FIRST AND WE WERE CLRED TO PUSH TAIL W. ANOTHER B757 THEN ASKED FOR PUSH CLRNC AND GND STOPPED OUR PUSH TO ALLOW THEM TO PUSH FIRST AND GET OUT OF OUR WAY FOR OUR XBLEED START. WE FINALLY PUSHED AND STARTED TO PERFORM THE XBLEED START ONCE GND CLRED THE AREA BEHIND US. I SOMEHOW SKIPPED A STEP -- XBLEED SELECTOR OPEN AND WE GOT A START VALVE #2 FAULT ECAM. REALIZING WHAT I HAD DONE, I TOLD THE CAPT AND WE ABORTED THE XBLEED START, WAITED A LITTLE WHILE AND STARTED #2 ENG SUCCESSFULLY WITH THE XBLEED PROC. BECAUSE OF THE EARLIER ECAM, I WAS VERY CAREFUL TO MAKE SURE I HAD DONE ALL THE STEPS PROPERLY AND WE HAD RESTORED ALL CONFIGN BACK TO NORMAL. WITH THE BUSY RADIO COMS ON GND CTL AND FOLLOWING PROCS THAT WE DON'T NORMALLY PERFORM, WE BOTH MISSED THE FACT THAT A NEW MAINT DOCUMENT HAD NOT BEEN PRINTED. WE DID THE NORMAL AFTER START FLOWS AND ASKED FOR TAXI CLRNC. EVERYTHING AFTER WE STARTED TAXIING WAS ROUTINE AND WE DEPARTED. WHEN WE CLBED THROUGH AROUND FL250, I SUDDENLY REALIZED THAT WE DIDN'T RECEIVE A NEW MAINT DOCUMENT AND TOLD THE CAPT. WE REQUESTED MAINT TO SEND A MAINT DOCUMENT ON ACARS. SHORTLY AFTER, THE MAINT DOCUMENT CAME OUT OF THE PRINTER AND WE INSERTED IT INTO THE LOGBOOK. IN RETROSPECT, WE ORIGINALLY HAD KEPT THE LOGBOOK SITTING ON THE CENTRAL PEDESTAL TO AWAIT THE NEW MAINT DOCUMENT. THE CAPT THEN CHKED THE LOGBOOK AND THEN HANDED IT TO ME AND I PUT IT AWAY. HE MAY HAVE BEEN DISTR BY 2 COMPANY REQUESTS AND FORGOT THAT WE STILL NEED A NEW MAINT DOCUMENT WHEREAS I HAD PUT THE LOGBOOK AWAY AS A ROUTINE HABIT AFTER HE HAD CHKED IT. WE SHOULD HAVE LEFT THE BOOK ON THE PEDESTAL AS A REMINDER THAT WE STILL NEED A MAINT DOCUMENT. THAT WAY THE BUSY PUSH AND UNUSUAL START (NON-ROUTINE PROCS) WOULD NOT HAVE DISTR US TO FORGET ABOUT THE MISSING MAINT DOCUMENT. IN THE FUTURE I WILL DEFINITELY RECOMMEND THIS TO CAPTS WHEN WE NEED A NEW MAINT DOCUMENT.
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.