Narrative:

Dispatch release indicated aircraft had MEL start valve system; applied to engine 2. When I arrived to the aircraft; maintenance was onboard and running engine 2. While they were running the engine; I looked up the MEL; which indicated we would be doing a manual start valve start. Although there was a manual start checklist in the operational procedure section of the MEL; I opened up the manual start valve checklist in the prc. I noticed 2 things: first; the prc checklist said I had to contact ground crew using the cabin attendant (cabin) button on the acp (audio control panel); indicating to me that a maintenance tech would have his headphones connected to the engine interphone port. Second; the checklist indicated about the start valve; 'if not opened when engine man start pb-southwest (engine manual start) is set to on; the engine 1(2) start fault - starter shaft shear alert is triggered.' when maintenance was done running the engine; one of the techs told me that when he auto-started the engine on the first attempt; he did get the starter shaft shear alert; but it went away on the second attempt. I told him the MEL required a manual start valve operation; and unless they were clearing the MEL; that I would be requiring a manual start; therefore mitigating the starter shaft shear alert issue. I told him that I required a tech on headsets plugged in at the position at the engine; so that I could directly command the opening and closing of the start valve. He explained that there is no port to plug in at the engine. He showed me on the engine cowl; where it is placarded interphone; that there was no jack for him to plug in. I called to get guidance on how to proceed. Since the checklist does not specify where the ground crew member needs to be (other than the need to press cabin attendant position on the acp - which I was always taught was for communicating with positions aft of the flight deck door); I agreed to conduct the manual valve start with one tech at the nose gear interphone; who would then relay hand signals to the tech positioned at the start valve. When I looked at the logbook a little closer; I noticed the MEL/cdl log form and crew discrepancy indicating the starter shaft was sheared. I initially thought the ECAM the maintenance tech described was spurious because he attempted an auto-start with a bad start valve. The write-up for a sheared starter shaft sounded a little more serious than a sticky start valve and not the right MEL for this situation. I called again to get clarification. He agreed with me initially; but after further investigation he felt it was the right MEL and referred me to page XXXX; the abnormal checklist for engine 1(2) start fault. At the beginning of the abnormal checklist; it actually specifies that a starter shaft shear can trigger it. He convinced me that it was a start valve issue; and we both agreed that if I received the starter shaft shear ECAM when I attempted a manual start; that I was to shut off the engine and write it up; as the checklist demanded. We accomplished the manual start operation without further incident.1. Prc (pilot reference card) should be corrected. Prc and MEL manual start valve procedures are slightly different. I chose to use prc procedure because it was more comprehensive; however; one of the first things it directs you to do is to set the acp to cabin attendant; implying that I should be communicating directly with the tech that is manipulating the start valve at the engine. I have done this procedure in the past; and I am certain it once specified that I was to have direct contact with the mechanic manipulating the start valve. Instead we used an alternate procedure whereby I selected int on the acp to talk to one mechanic positioned at the nose gear; who would then relay hand signals to the mechanic at the engine.2. I was under the impression all of our airbuses had interphone jacks at each engine. If we do not have interphone jacks installed; why is there a placard at each engine that says interphone; a little spring-loaded push-in flap; and no jack.3. Even though I never received a starter shaft shear alert; after further considerations; I am questioning whether this was a legal deferral. I will refuse the airplane next time.

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Original NASA ASRS Text

Title: A321 Captain reported disagreement in procedures between MEL and PRC when attempting a manual air start on engine.

Narrative: Dispatch release indicated aircraft had MEL START VALVE SYSTEM; applied to engine 2. When I arrived to the aircraft; maintenance was onboard and running engine 2. While they were running the engine; I looked up the MEL; which indicated we would be doing a MANUAL START VALVE start. Although there was a manual start checklist in the operational procedure section of the MEL; I opened up the MANUAL START VALVE Checklist in the PRC. I noticed 2 things: First; the PRC checklist said I had to contact ground crew using the CAB (Cabin) button on the ACP (Audio Control Panel); indicating to me that a maintenance tech would have his headphones connected to the engine interphone port. Second; the checklist indicated about the start valve; 'If not opened when ENG MAN START PB-SW (Engine Manual Start) is set to on; the ENG 1(2) START FAULT - STARTER SHAFT SHEAR alert is triggered.' When maintenance was done running the engine; one of the techs told me that when he auto-started the engine on the first attempt; he did get the STARTER SHAFT SHEAR alert; but it went away on the second attempt. I told him the MEL required a MANUAL START VALVE operation; and unless they were clearing the MEL; that I would be requiring a manual start; therefore mitigating the STARTER SHAFT SHEAR alert issue. I told him that I required a tech on headsets plugged in at the position at the engine; so that I could directly command the opening and closing of the start valve. He explained that there is no port to plug in at the engine. He showed me on the engine cowl; where it is placarded INTERPHONE; that there was no jack for him to plug in. I called to get guidance on how to proceed. Since the checklist does not specify where the ground crew member needs to be (other than the need to press CAB position on the ACP - which I was always taught was for communicating with positions aft of the flight deck door); I agreed to conduct the manual valve start with one tech at the nose gear interphone; who would then relay hand signals to the tech positioned at the start valve. When I looked at the logbook a little closer; I noticed the MEL/CDL LOG FORM and crew discrepancy indicating the starter shaft was sheared. I initially thought the ECAM the maintenance tech described was spurious because he attempted an auto-start with a bad start valve. The write-up for a sheared starter shaft sounded a little more serious than a sticky start valve and not the right MEL for this situation. I called again to get clarification. He agreed with me initially; but after further investigation he felt it was the right MEL and referred me to page XXXX; the abnormal checklist for ENG 1(2) START FAULT. At the beginning of the abnormal checklist; it actually specifies that a starter shaft shear can trigger it. He convinced me that it was a start valve issue; and we both agreed that if I received the STARTER SHAFT SHEAR ECAM when I attempted a manual start; that I was to shut off the engine and write it up; as the checklist demanded. We accomplished the manual start operation without further incident.1. PRC (Pilot Reference Card) should be corrected. PRC and MEL manual start valve procedures are slightly different. I chose to use PRC procedure because it was more comprehensive; however; one of the first things it directs you to do is to set the ACP to CAB; implying that I should be communicating directly with the tech that is manipulating the start valve at the engine. I have done this procedure in the past; and I am certain it once specified that I was to have direct contact with the mechanic manipulating the start valve. Instead we used an alternate procedure whereby I selected INT on the ACP to talk to one mechanic positioned at the nose gear; who would then relay hand signals to the mechanic at the engine.2. I was under the impression all of our Airbuses had interphone jacks at each engine. If we do not have interphone jacks installed; why is there a placard at each engine that says INTERPHONE; a little spring-loaded push-in flap; and no jack.3. Even though I never received a STARTER SHAFT SHEAR alert; after further considerations; I am questioning whether this was a legal deferral. I will refuse the airplane next time.

Data retrieved from NASA's ASRS site 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.