Narrative:

We arrived early to the aircraft and while doing our preflight we had system one on the flaps and slats on the overhead in fault. Also system one pitch trim and yaw damper paddles would not engage. We used the QRH reset table to try and reset the circuit breakers for the system one flaps and slats fault; the reset did not work. We called the mechanic to come out and help with the problem. Again the mechanic tried to reset the circuit breakers as well; the reset did not work for him either. We tried to power down the aircraft; all APU and external power was removed; and this procedure did not work either. The mechanic now called maintenance control. Maintenance control wanted; from what I understood; to defer just the fault lights on the overhead. We did not agree with this at all. It was not the lights; there was something else wrong and not working. Maintenance control asked me then if the pitch trim and the yaw damper paddles would engage. I said no they would not. Maintenance control had the mechanic swap the boxes for system one and two; this did not fix the problem and with the boxes swapped; we still had system one in fault. Maintenance control said they would defer the aircraft with MEL 22-26; MEL 27-88 and MEL 33-45. The aircraft was downgraded to CAT 2; and the flaps fault switch was turned off on the overhead; also the slats fault switch was turned to off. I never saw the mechanic pull and collar the circuit breakers for system one per the maintenance procedure; I am not sure if he even did. I never saw the maintenance procedure; because I was reading the MEL that maintenance control told me made us legal to fly the aircraft to our destination; MEL 22-26. From what I was reading; it looked legal for me to do so. I am writing this report; because I am still not sure it was legal and would like the matter to be looked into; also the aircraft was grounded when we arrived. We were an hour and forty minutes late blocking out. We had no other problems in route and the aircraft landed without incident.

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Original NASA ASRS Text

Title: An A300 system one flap and slats and the system one pitch trip and yaw were MEL'ed by maintenance to make the aircraft legal. Upon arrival the aircraft was grounded.

Narrative: We arrived early to the aircraft and while doing our preflight we had system one on the flaps and slats on the overhead in fault. Also system one pitch trim and yaw damper paddles would not engage. We used the QRH reset table to try and reset the circuit breakers for the system one flaps and slats fault; the reset did not work. We called the mechanic to come out and help with the problem. Again the mechanic tried to reset the circuit breakers as well; the reset did not work for him either. We tried to power down the aircraft; all APU and external power was removed; and this procedure did not work either. The Mechanic now called Maintenance Control. Maintenance Control wanted; from what I understood; to defer just the fault lights on the overhead. We did not agree with this at all. It was not the lights; there was something else wrong and not working. Maintenance Control asked me then if the pitch trim and the yaw damper paddles would engage. I said no they would not. Maintenance Control had the mechanic swap the boxes for system one and two; this did not fix the problem and with the boxes swapped; we still had system one in fault. Maintenance Control said they would defer the aircraft with MEL 22-26; MEL 27-88 and MEL 33-45. The aircraft was downgraded to CAT 2; and the flaps fault switch was turned off on the overhead; also the slats fault switch was turned to off. I never saw the mechanic pull and collar the circuit breakers for system one per the maintenance procedure; I am not sure if he even did. I never saw the maintenance procedure; because I was reading the MEL that Maintenance Control told me made us legal to fly the aircraft to our destination; MEL 22-26. From what I was reading; it looked legal for me to do so. I am writing this report; because I am still not sure it was legal and would like the matter to be looked into; also the aircraft was grounded when we arrived. We were an hour and forty minutes late blocking out. We had no other problems in route and the aircraft landed without incident.

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.