Narrative:

Upon arrival at the aircraft a mechanic was in the cockpit and stated he was working an altimeter problem from previous flight. We started our preflight duties while he kept working. Eventually the mechanic stated he figured out the problem and got the appropriate deferral and MEL reference number and would send us a copy of the new maintenance release document. He positioned the cockpit switches to comply with the MEL. Once we realized we were unable to enter rvsm airspace we contacted dispatch and got a new flight plan and added some more fuel for the lower altitude. Once I received the new maintenance release document I looked it over to make sure the appropriate items were taken care of in accordance with the release. The mechanic forgot to switch our CAT 3 placard to CAT 2 only; which wasn't mentioned on the paperwork but I realized it needed to be done and changed it myself. The first release he sent us contained MEL reference #xxxxx. It turned out to be the wrong MEL it should have been MEL reference #xxxxy. The mechanic had to come back on the aircraft and pull some circuit breakers and move more switches around. He said he screwed up and this was the correct MEL and left. I again read the MEL and found another incorrectly positioned switch (att heading selector was positioned in first officer 3) according to the old MEL #xxxxx. Once I made sure all switches and circuit breakers were correctly positioned and I had a new flight plan we ran the checklists and pushed back from the gate. The flight was uneventful and we landed safely in ZZZ1. The next morning I was deadheading on the same aircraft to ZZZ2. The new captain was complaining about the state of the aircraft and that some circuit breakers were pulled that shouldn't have been. He told me upon arrival in ZZZ2 that he was refusing the aircraft for the next leg and that he was filing an as soon as possible because of shabby maintenance. Supplemental information from acn 796158: the mechanic was not paying attention and turning knobs without looking. This mistake will cost us another 10 mins delay waiting for a realignment. By the way; because of the curfew at ZZZ1; we did have a time pressure because we had to be there by XA19 or divert to ZZZ3. The captain and I were satisfied all was in order and requested pushback. Ramp then told us to hold the push and maintenance was coming back. The mechanic returned and said he had the wrong MEL; the correct deferral was adr #2 not the adirs. Now we had to turn to adirs #2 again and wait for another alignment. The demeanor of the mechanic was not very assuring to the captain and myself since he seemed to not be careful about what he was doing. For example: shutting off the wrong system; deferring the wrong item. His system knowledge appeared to me to be lacking. Time was really critical now and the captain reviewed this new MEL. We subsequently pushed and completed the flight without incident. The next day I received an e-note from the captain telling me that he deadheaded on that same airplane the next morning. The captain of that flight told my captain that some circuit breakers were pulled that should not have been. I find this puzzling because we were careful to comply with all MEL requirements. I think this could only have happened if the new MEL had a different circuit breaker requirement and this was missed; the 2 MEL's were almost identical. It's possible we may have missed this; but I was relying on the captain's reference of the mrd. We had it in front of him and was checking items off very carefully. I also think fatigue may have played a part in this. This took place the evening after a redeye that got in that morning. I got about 5 hours of sleep during the day; but that was all I could get. When we were trying to leave ZZZ4; I just wanted to get home.

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Original NASA ASRS Text

Title: AN A319'S ADR #2 WAS MEL'ED AFTER A MECH INCORRECTLY MEL'ED ADIRS #2. MEL'ING EITHER SYSTEM REQUIRED PULLING SPECIFIC CIRCUIT BREAKERS. THE CREW BELIEVED THE MECH ERRED. THE CREW'S CIRCUIT BREAKER CONFIGURATION MAY HAVE BEEN INCORRECT ALSO.

Narrative: UPON ARR AT THE ACFT A MECH WAS IN THE COCKPIT AND STATED HE WAS WORKING AN ALTIMETER PROB FROM PREVIOUS FLT. WE STARTED OUR PREFLT DUTIES WHILE HE KEPT WORKING. EVENTUALLY THE MECH STATED HE FIGURED OUT THE PROB AND GOT THE APPROPRIATE DEFERRAL AND MEL REF NUMBER AND WOULD SEND US A COPY OF THE NEW MAINT RELEASE DOCUMENT. HE POSITIONED THE COCKPIT SWITCHES TO COMPLY WITH THE MEL. ONCE WE REALIZED WE WERE UNABLE TO ENTER RVSM AIRSPACE WE CONTACTED DISPATCH AND GOT A NEW FLT PLAN AND ADDED SOME MORE FUEL FOR THE LOWER ALT. ONCE I RECEIVED THE NEW MAINT RELEASE DOCUMENT I LOOKED IT OVER TO MAKE SURE THE APPROPRIATE ITEMS WERE TAKEN CARE OF IN ACCORDANCE WITH THE RELEASE. THE MECH FORGOT TO SWITCH OUR CAT 3 PLACARD TO CAT 2 ONLY; WHICH WASN'T MENTIONED ON THE PAPERWORK BUT I REALIZED IT NEEDED TO BE DONE AND CHANGED IT MYSELF. THE FIRST RELEASE HE SENT US CONTAINED MEL REF #XXXXX. IT TURNED OUT TO BE THE WRONG MEL IT SHOULD HAVE BEEN MEL REF #XXXXY. THE MECH HAD TO COME BACK ON THE ACFT AND PULL SOME CIRCUIT BREAKERS AND MOVE MORE SWITCHES AROUND. HE SAID HE SCREWED UP AND THIS WAS THE CORRECT MEL AND LEFT. I AGAIN READ THE MEL AND FOUND ANOTHER INCORRECTLY POSITIONED SWITCH (ATT HDG SELECTOR WAS POSITIONED IN FO 3) ACCORDING TO THE OLD MEL #XXXXX. ONCE I MADE SURE ALL SWITCHES AND CIRCUIT BREAKERS WERE CORRECTLY POSITIONED AND I HAD A NEW FLT PLAN WE RAN THE CHKLISTS AND PUSHED BACK FROM THE GATE. THE FLT WAS UNEVENTFUL AND WE LANDED SAFELY IN ZZZ1. THE NEXT MORNING I WAS DEADHEADING ON THE SAME ACFT TO ZZZ2. THE NEW CAPT WAS COMPLAINING ABOUT THE STATE OF THE ACFT AND THAT SOME CIRCUIT BREAKERS WERE PULLED THAT SHOULDN'T HAVE BEEN. HE TOLD ME UPON ARR IN ZZZ2 THAT HE WAS REFUSING THE ACFT FOR THE NEXT LEG AND THAT HE WAS FILING AN ASAP BECAUSE OF SHABBY MAINT. SUPPLEMENTAL INFO FROM ACN 796158: THE MECH WAS NOT PAYING ATTN AND TURNING KNOBS WITHOUT LOOKING. THIS MISTAKE WILL COST US ANOTHER 10 MINS DELAY WAITING FOR A REALIGNMENT. BY THE WAY; BECAUSE OF THE CURFEW AT ZZZ1; WE DID HAVE A TIME PRESSURE BECAUSE WE HAD TO BE THERE BY XA19 OR DIVERT TO ZZZ3. THE CAPT AND I WERE SATISFIED ALL WAS IN ORDER AND REQUESTED PUSHBACK. RAMP THEN TOLD US TO HOLD THE PUSH AND MAINT WAS COMING BACK. THE MECH RETURNED AND SAID HE HAD THE WRONG MEL; THE CORRECT DEFERRAL WAS ADR #2 NOT THE ADIRS. NOW WE HAD TO TURN TO ADIRS #2 AGAIN AND WAIT FOR ANOTHER ALIGNMENT. THE DEMEANOR OF THE MECH WAS NOT VERY ASSURING TO THE CAPT AND MYSELF SINCE HE SEEMED TO NOT BE CAREFUL ABOUT WHAT HE WAS DOING. FOR EXAMPLE: SHUTTING OFF THE WRONG SYS; DEFERRING THE WRONG ITEM. HIS SYS KNOWLEDGE APPEARED TO ME TO BE LACKING. TIME WAS REALLY CRITICAL NOW AND THE CAPT REVIEWED THIS NEW MEL. WE SUBSEQUENTLY PUSHED AND COMPLETED THE FLT WITHOUT INCIDENT. THE NEXT DAY I RECEIVED AN E-NOTE FROM THE CAPT TELLING ME THAT HE DEADHEADED ON THAT SAME AIRPLANE THE NEXT MORNING. THE CAPT OF THAT FLT TOLD MY CAPT THAT SOME CIRCUIT BREAKERS WERE PULLED THAT SHOULD NOT HAVE BEEN. I FIND THIS PUZZLING BECAUSE WE WERE CAREFUL TO COMPLY WITH ALL MEL REQUIREMENTS. I THINK THIS COULD ONLY HAVE HAPPENED IF THE NEW MEL HAD A DIFFERENT CIRCUIT BREAKER REQUIREMENT AND THIS WAS MISSED; THE 2 MEL'S WERE ALMOST IDENTICAL. IT'S POSSIBLE WE MAY HAVE MISSED THIS; BUT I WAS RELYING ON THE CAPT'S REF OF THE MRD. WE HAD IT IN FRONT OF HIM AND WAS CHKING ITEMS OFF VERY CAREFULLY. I ALSO THINK FATIGUE MAY HAVE PLAYED A PART IN THIS. THIS TOOK PLACE THE EVENING AFTER A REDEYE THAT GOT IN THAT MORNING. I GOT ABOUT 5 HRS OF SLEEP DURING THE DAY; BUT THAT WAS ALL I COULD GET. WHEN WE WERE TRYING TO LEAVE ZZZ4; I JUST WANTED TO GET HOME.

Data retrieved from NASA's ASRS site as of May 2009 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.