Narrative:

Seat 20 D was written up as 'broken' by inbound crew. Upon inspection it was only a piece of broken trim. As per maintenance control I included in write up trim broken along with my initials and employee number. Nef placard initiated. After push back during engine 1 start ECAM indicated engine 1 low oil pressure along with master warning and crc. Immediately shut down engine. Debate occurred over expanded ECAM information since all engine parameters were normal. [We had a] 60-80 psi (normal amber caution (yellow) vs. What we had master warning (red). [We] returned to the gate. Debate within maintenance control I was comfortable with MEL but maintenance control was not due to debate over indications. Excellent safety first CRM by all parties involved. Contract maintenance did an engine test run. All engine parameters normal; and return to service after two hour delay (FAA oversight had to inspect log book since it was a gate turn back). En-route the ECAM reoccurred but all engine parameters indicated normal. [We] continued to destination uneventfully.ECAM cause: ECAM supplement manual called to continue operation and crew monitoring if engine parameters normal (pressure transducer inoperative assumed). Normal was identified as 'amber' (master caution) we had a 'red' (master caution) I will follow up with maintenance control and peers to further investigate this (training; cp; check airman).I was recovering from a possible food poisoning event; and I was considering going to the hospital earlier but after the body cleansing process occurred the fever; cold sweats and back aches were immediately gone. (Whatever the body rejected was now out of me) I felt 100% better but still a little weak.I probably should have called in sick. My judgment may have been skewed in order to get home (MEL agreement). However; this is a primary example of safety and security first. If anyone had reservations we went with the most conservative. Delay; debate and eventual engine run up with no ECAM then return to service; my compliments to those that set up this safety/security systems that involves the professionals. Sat comm would be nice. I again tried my cell phone and/or internet no success.

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Original NASA ASRS Text

Title: 1. Reporter corrects a log book entry; aircraft seat returned to service. 2. Reporter experiences an ECAM alert and MASTER WARNINING during off-gate engine start; returns to gate; determined with Maintenance personnel that it is an indication fault and applies MEL.3. Reporter speculates how his personal illness may have affected his judgment process.

Narrative: Seat 20 D was written up as 'broken' by inbound crew. Upon inspection it was only a piece of broken trim. As per Maintenance Control I included in write up trim broken along with my initials and employee number. NEF placard initiated. After push back during Engine 1 start ECAM indicated Engine 1 Low Oil Pressure along with MASTER WARNING and CRC. Immediately shut down engine. Debate occurred over expanded ECAM information since all engine parameters were normal. [We had a] 60-80 PSI (normal AMBER CAUTION (YELLOW) vs. what we had MASTER WARNING (RED). [We] returned to the gate. Debate within Maintenance Control I was comfortable with MEL but Maintenance Control was not due to debate over indications. Excellent SAFETY first CRM by all parties involved. Contract Maintenance did an engine test run. All engine parameters normal; and return to service after two hour delay (FAA oversight had to inspect log book since it was a gate turn back). En-route the ECAM reoccurred but all engine parameters indicated normal. [We] continued to destination uneventfully.ECAM Cause: ECAM Supplement Manual called to continue operation and crew monitoring if engine parameters normal (pressure transducer inoperative assumed). Normal was identified as 'amber' (MASTER CAUTION) we had a 'red' (MASTER CAUTION) I will follow up with Maintenance Control and peers to further investigate this (training; CP; Check Airman).I was recovering from a possible food poisoning event; and I was considering going to the hospital earlier but after the body cleansing process occurred the fever; cold sweats and back aches were immediately gone. (Whatever the body rejected was now out of me) I felt 100% better but still a little weak.I probably should have called in sick. My judgment may have been skewed in order to get home (MEL agreement). However; this is a primary example of SAFETY and SECURITY first. If anyone had reservations we went with the most conservative. Delay; debate and eventual engine run up with no ECAM then return to service; my compliments to those that set up this SAFETY/SECURITY SYSTEMS that involves the professionals. SAT COMM would be nice. I again tried my cell phone and/or Internet no success.

Data retrieved from NASA's ASRS site as of July 2013 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.