A319 first officer reported that an incorrect MEL was applied to the aircraft and resulted in a loss...

Narrative:

When I arrived in the morning the aircraft had MEL 76-xx-xx on the plane; thrust lever position sensor for #2 engine. After the captain looked at the logbook and checked [that there was] no open write-ups; I doubled-checked his work and [the aircraft's] airworthiness [and] determined [it] was competed. [I] looked up the MEL in the MEL-cdl-nef manual and checked that all conditions were met; which they were. Flew up to eug with no issues.coming back to ZZZ; we were cleared visual xxl and about ready to intercept [the] localizer and glide slope; when the #2 engine rolled back to idle power. Along with the roll back of engine #2; [we] got ECAM engine 2 thr lever disagree. [The] captain asked to cancel the approach; being outside the FAF - and also to give us time to figure out what the issues was. We [requested priority handling]. [We] ran the ECAM; followed by [the] fcom to review any other information. [We] checked [the] performance along with [the] QRH one engine inoperative straight-in approach. Thrust lever two was unresponsive to any inputs and engine stayed at idle thrust. [We] briefed [the] flight attendants for yellow emergency along with what was going on and time remaining. [We] briefed [the] passengers saying we had a thrust lever or throttle that was not responding correctly; we ran the checklists and we will be landing shortly and I appreciated their patience. Landed without any further issues and taxied to the gate. As of today I found out that maintenance applied the wrong MEL to the aircraft. Preventing measures would include double-checking all of maintenance's work more closely. But I do not have all the information. I do not know the fault codes that they see and what path those faults may take them down [to] or what their troubleshooting checks look like. It is hard; if not impossible; to determine the course of action they take to a write-up and if it's correct or not. As pilots; we rely on maintenance control to implement due diligence when implementing an MEL.

Original NASA ASRS Text

Title: A319 First Officer reported that an incorrect MEL was applied to the aircraft and resulted in a loss of power to engine while on approach for landing.

Narrative: When I arrived in the morning the aircraft had MEL 76-XX-XX on the plane; thrust lever position sensor for #2 Engine. After the Captain looked at the logbook and checked [that there was] no open write-ups; I doubled-checked his work and [the aircraft's] airworthiness [and] determined [it] was competed. [I] looked up the MEL in the MEL-CDL-NEF manual and checked that all conditions were met; which they were. Flew up to EUG with no issues.Coming back to ZZZ; we were cleared visual XXL and about ready to intercept [the] localizer and glide slope; when the #2 Engine rolled back to idle power. Along with the roll back of engine #2; [we] got ECAM ENG 2 THR LEVER DISAGREE. [The] Captain asked to cancel the approach; being outside the FAF - and also to give us time to figure out what the issues was. We [requested priority handling]. [We] ran the ECAM; followed by [the] FCOM to review any other information. [We] checked [the] performance along with [the] QRH one engine inoperative straight-in approach. Thrust Lever Two was unresponsive to any inputs and engine stayed at idle thrust. [We] briefed [the] flight attendants for yellow emergency along with what was going on and time remaining. [We] briefed [the] passengers saying we had a thrust lever or throttle that was not responding correctly; we ran the checklists and we will be landing shortly and I appreciated their patience. Landed without any further issues and taxied to the gate. As of today I found out that Maintenance applied the wrong MEL to the aircraft. Preventing measures would include double-checking all of Maintenance's work more closely. But I do not have all the information. I do not know the fault codes that they see and what path those faults may take them down [to] or what their troubleshooting checks look like. It is hard; if not impossible; to determine the course of action they take to a write-up and if it's correct or not. As pilots; we rely on Maintenance Control to implement due diligence when implementing an MEL.

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.

Attributes
ACN	1750233
Time
Date	202007
Local Time Of Day	0601-1200
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	A319
Operating Under FAR Part	Part 121
Flight Phase	Final Approach
Route In Use	Visual Approach
Flight Plan	IFR
Component
Aircraft Component	Thrust Reverser Control
Person 1
Function	First Officer Pilot Not Flying
Qualification	Flight Crew Air Transport Pilot (ATP) Flight Crew Flight Instructor Flight Crew Instrument Flight Crew Multiengine
Experience	Flight Crew Last 90 Days 50 Flight Crew Total 7300 Flight Crew Type 1000
Events
Anomaly	Aircraft Equipment Problem Less Severe Deviation - Procedural MEL Deviation - Procedural Maintenance Deviation - Procedural Published Material / Policy

A319 first officer reported that an incorrect MEL was applied to the aircraft and resulted in a loss of power to engine while on approach for landing.