Narrative:

[I] rescheduled onto a late flight and an airplane change. Entered cockpit and mechanic handed me logbook and told me I was good to go. Maintenance control had applied MEL 27-93-01B elac #1 inoperative [a] very complicated MEL with operational procedures. [I] called dispatch and maintenance control. Write-up was a flight control issue on previous flight - I was very uncomfortable from the start with this. Dispatch had sent an amended release with new MEL. During the discussion with maintenance and dispatch; I learned that this was a revised/temporary MEL and the paperwork should have shown a '*T' to inform me of a revision. Dispatch sent a new amended release by ACARS; and I informed maintenance control to send a mechanic with the new revised MEL. The current MEL book in the aircraft did not have a condition B. When mechanic showed up with revised paperwork; we could not determine if the revised procedures were used when the original mechanic applied the MEL - the original mechanic had gone home. I told the mechanic that we needed to start over. We needed to ensure that the new revised procedures had been properly completed and complied with. From start to finish; it was over an hour before all procedures and paperwork was completed and I could accept the aircraft. The aircraft had a history - this was the third elac write-up in 16 days. This came about because:1. New MEL procedures are way too complicated - too easy to miss something or make honest mistake. 2. Not advised properly of the revised MEL (condition B) *T.3. 4 pages of MEL procedures - way too much and too complicated - took over an hour to accomplish.4. Little to no info given to flight crew on the maintenance procedure. This is a flight control issue; and crew needs more information to determine safety of flight.5. 3rd write-up in 16 days - company should have been more proactive in troubleshooting issue.6. A complicated operations procedure for flight crew to accomplish - procedure had little explanation of the purpose of the procedure (what exactly are we checking?) condition B states to complete condition a procedures - too easy to miss. Condition B should state the procedures to follow on its own.7. Took too long to accomplish all items - over 1 hour to apply and evaluate MEL.8. Too little information given to the flight crew. New 'culture' in training to minimize pilot's handbook; makes research and ability to find information easily difficult in real world line ops. 9. Almost no information given to flight crew on maintenance procedure - had to review maintenance control procedure with mechanic with info from the maintenance manual.10. Complicated operations procedure to be complied with prior to each departure did not require an 'orange' placard.the new MEL system is almost non-workable in complicated instances like this. It is too hard to follow; and allows the opportunity for too many mistakes to be made - honest mistakes that may affect safety of flight. The fact that this took over 1 hour reflects the complexity of this MEL and its application; in addition to the understanding of it by the flight crew and mechanic. Procedures failed as flight crew was not properly notified of the temporary revision - this could have been a huge factor in this case. Because the system is so complicated - it was not immediately found by the crew. In fact; there is no way for the crew to know; unless the procedures are followed and maintenance and the dispatcher properly advise the crew. Over and over in this case; I had to search for information from multiple sources - complicated. Needed to devote all attention to this complicated MEL - but since flight were now delayed - constant interruptions - which opened the door to possibility of mistakes. As a line pilot; I do not like this MEL system. It is difficult to use; hard to understand; and many times; requires several readings of the procedure for even a minimal understanding of what is required.note: since this new MEL system was implemented - have found numerous mistakes in MEL applications when picking up new aircraft or having MEL's applied. Incorrect MEL conditions; incorrect placards; etc. It is not people not doing their job - it is because the system is so complicated and hard to understand; that it is hard to apply correctly; and hard to ensure that MEL's have been applied correctly. My suggestion-return to the old system - or completely rewrite this system.

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Original NASA ASRS Text

Title: An A320 ELAC was MEL'ed before the crew's arrival in accordance with a complicated new procedure published as an addendum and not in the current MEL. Uncertain about the MEL's proper application the Captain required a mechanic to reapply the MEL which required an hour's work.

Narrative: [I] rescheduled onto a late flight and an airplane change. Entered cockpit and mechanic handed me logbook and told me I was good to go. Maintenance Control had applied MEL 27-93-01B ELAC #1 inoperative [a] very complicated MEL with operational procedures. [I] called Dispatch and Maintenance Control. Write-up was a flight control issue on previous flight - I was very uncomfortable from the start with this. Dispatch had sent an amended release with new MEL. During the discussion with Maintenance and Dispatch; I learned that this was a revised/temporary MEL and the paperwork should have shown a '*T' to inform me of a revision. Dispatch sent a new amended release by ACARS; and I informed Maintenance Control to send a mechanic with the new revised MEL. The current MEL book in the aircraft did not have a condition B. When mechanic showed up with revised paperwork; we could not determine if the revised procedures were used when the original mechanic applied the MEL - the original mechanic had gone home. I told the mechanic that we needed to start over. We needed to ensure that the new revised procedures had been properly completed and complied with. From start to finish; it was over an hour before all procedures and paperwork was completed and I could accept the aircraft. The aircraft had a history - this was the third ELAC write-up in 16 days. This came about because:1. New MEL procedures are way too complicated - too easy to miss something or make honest mistake. 2. Not advised properly of the revised MEL (condition B) *T.3. 4 pages of MEL procedures - way too much and too complicated - took over an hour to accomplish.4. Little to no info given to flight crew on the maintenance procedure. This is a flight control issue; and crew needs more information to determine safety of flight.5. 3rd write-up in 16 days - company should have been more proactive in troubleshooting issue.6. A complicated operations procedure for flight crew to accomplish - procedure had little explanation of the purpose of the procedure (what exactly are we checking?) Condition B states to complete condition A procedures - too easy to miss. Condition B should state the procedures to follow on its own.7. took too long to accomplish all items - over 1 hour to apply and evaluate MEL.8. Too little information given to the flight crew. New 'culture' in training to minimize pilot's handbook; makes research and ability to find information easily difficult in real world line ops. 9. Almost no information given to flight crew on maintenance procedure - had to review Maintenance Control procedure with mechanic with info from the maintenance manual.10. Complicated operations procedure to be complied with prior to each departure did not require an 'orange' placard.The new MEL system is almost non-workable in complicated instances like this. It is too hard to follow; and allows the opportunity for too many mistakes to be made - honest mistakes that may affect safety of flight. The fact that this took over 1 hour reflects the complexity of this MEL and its application; in addition to the understanding of it by the flight crew and mechanic. Procedures failed as flight crew was not properly notified of the temporary revision - this could have been a huge factor in this case. Because the system is so complicated - it was not immediately found by the crew. In fact; there is no way for the crew to know; unless the procedures are followed and Maintenance and the Dispatcher properly advise the crew. Over and over in this case; I had to search for information from multiple sources - complicated. Needed to devote all attention to this complicated MEL - but since flight were now delayed - constant interruptions - which opened the door to possibility of mistakes. As a line pilot; I do not like this MEL system. It is difficult to use; hard to understand; and many times; requires several readings of the procedure for even a minimal understanding of what is required.Note: since this new MEL system was implemented - have found numerous mistakes in MEL applications when picking up new aircraft or having MEL's applied. Incorrect MEL conditions; incorrect placards; etc. It is not people not doing their job - it is because the system is so complicated and hard to understand; that it is hard to apply correctly; and hard to ensure that MEL's have been applied correctly. My suggestion-return to the old system - or completely rewrite this system.

Data retrieved from NASA's ASRS site as of April 2012 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.