Narrative:

First officer and myself were scheduled in ZZZ. We eventually departed for ZZZ1. Company maintenance in ZZZ1 met the aircraft and advised us that their records were in agreement with scheduling- the aircraft would be parked for the weekend and was scheduled to depart ZZZ1 for ZZZ as a reposition three days later. Crew scheduling contacted both of us and advised us that we would now be operating a flight from ZZZ1 to ZZZ2; as a reposition; followed by a flight from ZZZ2 to ZZZ as a revenue flight. We arrived back at ZZZ1. No one; other than a ramp worker who was engaged in sanding the metal sides of a belt loader; was present. All doors to the office area were locked. Later; the station manager arrived. He presented us with the paperwork and advised us that maintenance would not be present. He stated that a ramp employee would stand in front of the aircraft and use a lighted wand to indicate engine start. We then proceeded to the aircraft. Upon arrival I immediately questioned him as to who would be removing the pitot covers from the aircraft. He asked if I could do this. I stated that this was slightly beyond my desire and ability to assist and suggested he find someone capable of this task. At that time he departed with the ramp worker in search of a ladder for this task. We arrived at the aircraft and I immediately began the process of completing the exterior preflight. Upon re-entry into the aircraft; I was unable to locate the logbook. I called inside to manager's office; but received no response; so I went back outside and was able to locate a ramp employee. He told me that he had no idea where the logbook was and assumed that I had it with me upon arrival from the hotel. I told him that while we retain responsibility for reviewing it; we do not take it home with us and are not responsible for its location on the aircraft while parked on the ramp. He left to search the facility. A half hour later; a ramp worker brought the logbook to the cockpit. I immediately began reviewing it. I noted that in november; a mechanic performed an aircraft systems and engine check; and additionally signed an airworthiness release. He did not however sign the di (deferred item) log review form. The last entry was the one that I left ZZZ with. I am very familiar with the procedures for di signatures at stations where there is no maintenance. However; in this instance; maintenance met the aircraft upon arrival; placed pitot covers on the plane for the weekend stay and signed an airworthiness release. It would seem improbable to me that one could release an aircraft to service; that is (ie); sign an airworthiness release; without reviewing the deferred items.our B757-200 has an ad; as noted on the di log page; for center wing tank (cwt) boost pumps. Additionally there are two deferred items listed. I contacted maintenance control and the individual I spoke with; did not identify himself. I explained the issue did not lie with the lack of a signature on the di log; but rather the lack of the signature in combination with the fact that there was a signature indicating airworthiness release as well as maintenance work performed at the out station. Maintenance control agreed that the di log should have been signed; but noted that no maintenance was available; so thought that perhaps the language referencing out stations without maintenance could be used? I again reiterated the fact that it would seem highly unlikely that an aircraft could be noted as airworthy; minus a review of the di log. He agreed and stated that I might want to consider departing and then writing up the lack of a signature as an open logbook item for resolution in ZZZ2. He stated that 'I could pretend that I had just found it'. I immediately informed him that not only was this illegal; it was irresponsible and would indicate that I did not complete a thorough preflight. I reminded him that since we have been tasked with this maintenance function; i.e. (Review of their paperwork); I certainly was not willing to put my certificate on the line for their failure to complete a task as required. We went back and forth and he stated that he really was unable to provide any concrete response and advised that I speak with an assistant chief pilot. I called operations and spoke with mr. X. He immediately assumed that I was 'confused' about the clause in the center of the di review log page that states; 'in the event there is no mechanic on duty at a out station; the station will then be considered a non-company; or non-vendor staffed station and no di log review will be required.' I advised mr. X that I was very familiar with this clause. This was not the issue that I was presenting. I informed him of the situation; the fact that maintenance met the aircraft; the fact that overnight items (pitot covers) had been installed on the aircraft by maintenance; and the fact that the mechanic had performed aircraft work; as well as signed an airworthiness release without reviewing or signing the di log. I additionally informed him of the conversation I had just had with maintenance; indicating their suggestion to depart and then 'pretend that I had just noticed the discrepancy'. He agreed with me 100%; that this was completely inappropriate (as well as illegal) and was surprised that this was suggested. The fom; as well as the far's; identify the procedures to be followed upon arrival for preflight of the logbook by the captain. Bullet points 1 and 2 state that; 'the captain will review the most recent logbook pages back for the most recent airworthiness release (awr) and ensure all discrepancies/comments have been properly closed.' I accomplished this and noted the ZZZ1 mechanic performed maintenance work; noting this on the right and left sides of the logbook indicating completion and closure of the process. He additionally signed an awr on the same logbook page. He removed the original of this page from the logbook upon completion; leaving the copy as required in the logbook. Bullet 2 in this section of the fom states; that the captain will 'review the di log and ensure all required repetitive inspections have been accomplished. ' I reviewed this as required. Fom notes that 'maintenance will insert a new di log on all stopovers that require an arrival service- normal maintenance check or higher.' I noted that a maintenance check was performed at the arrival station; ZZZ1. The paragraph goes on to state that 'the di log is reviewed in conjunction with the logbook.' under maintenance logbook procedures; referencing maintenance di review states that 'maintenance will conduct an audit of the di log with the logbook at each company staffed or vendor contracted station where maintenance meets the aircraft.' company; not vendor contracted; maintenance met this aircraft upon arrival in ZZZ1. The only exception noted in this section provides the following relief: 'at some smaller domestic and international stations; maintenance does not meet the aircraft during through flights. In this instance; an audit of the di log will not be accomplished and the maintenance di review block will not be signed off prior to the next flight. In the event that there is no mechanic on duty at an out station; the station will then be considered a non-company; or non-vendor; staffed station and no di log review will be required.' as stated earlier; company maintenance met the aircraft at ZZZ1. It was not a thru-flight and maintenance performed duties on this aircraft. During my conversation with mr. X; he stated that he felt that the last sentence in the above mentioned reference; the lack of physical presence of maintenance at the revised departure time; would preclude the requirement for a signature on the di log and the exception would be applicable. I could not agree with this but the lack of clear guidance provided by the fom in this circumstance did not allow me to 'ground the aircraft.'mr. X stated that he would connect me to a maintenance supervisor for further discussion. Mr. Y stated that he was the author/creator of the current di review log page and would be able to answer my questions with assurance. He immediately assumed that I was again 'confused' about the requirement for a di signature. I repeated my earlier comments indicating that my issue was not with the fact that maintenance was not present. My concern was with the idea that maintenance had met the aircraft upon arrival in ZZZ1; they had performed and documented maintenance check procedures during the course of time that the aircraft was on the ramp; and they had signed an awr without signing the di review log. Mr. Y did not really acknowledge this and continued to state that he specifically removed the actual identification of the individual stationss; when revising the di log document; that would qualify for the lack of physical maintenance presence due to past incidents; whereby a mechanic called sick prior to departure and no replacement was available. I again repeated that this did not address the specific situation that I was presenting. He stated that he was assuring me 100% that no signature was required on the di despite the above mentioned facts that I noted. I stated that I did not agree with this but as I was not a mechanic; I was merely following the channels required to reassure myself that this event would most likely end up in a report. He did not respond to this; but merely continued to tell me that I did not understand the form. We ended the call. During this process I discussed the contents of each call with my crewmember and both of us were in agreement that while we did not agree with this process; no clear guidance was provided that prohibited us from taking the aircraft to ZZZ2. We departed. Upon arrival in ZZZ2; the company mechanic immediately came up to the cockpit and asked for the logbook. He removed the di review log and signed his name; dating it; with ZZZ2 as the station. He immediately left before I could notice this. During his absence; I received a note to contact mr. X in operations. He stated that he assumed that I was 'ok' with continuing after speaking with mr. Y; since we departed shortly thereafter. I stated that no; I was not 'ok' with it; but I realized that there was no concise or clear guidance provided for the circumstance that I presented and therefore I could not justify grounding the airplane. I told him that mr. Y did not recognize the situation as I presented it and I was still in disagreement. I informed him of the fact that the mechanic in ZZZ2 immediately signed the di log and backdated it. He was surprised at this and agreed that this was inappropriate. I advised him that I would be questioning this as soon as the mechanic returned. He had no answers. He stated that he really wanted to clear this up since it was such a confusing issue with no guidance and that others may be faced with the same set of circumstances. The mechanic returned to the aircraft and I reminded him that today was not the date that he had somehow written down on the di log. He took the log and changed the date to the current calendar day. I informed him that this had become an issue because maintenance had met the aircraft in ZZZ1; performed maintenance procedures during the overnight stay and signed an awr; yet had failed to sign the di log. He smiled and stated that 'he would make it more legal and just print out a new one and throw the old one out.' he stated that 'the FAA does not see the di logs so it doesn't really matter anyway.' I told him that as crewmembers we are not privy to this information and it was my assumption that the FAA would review the di logs in conjunction with the logbook as I did for each flight. He left the cockpit and returned with a new di log; signed with the current date. We departed without incident. I noted the present problem with the complete lack of

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Original NASA ASRS Text

Title: A B757-200 Captain describes concerns about changes in their pre-flight logbook review procedures when a maintenance sign-off is required for the review of logbook deferred items; prior to departure at non-maintenance staffed stations.

Narrative: First Officer and myself were scheduled in ZZZ. We eventually departed for ZZZ1. Company Maintenance in ZZZ1 met the aircraft and advised us that their records were in agreement with scheduling- the aircraft would be parked for the weekend and was scheduled to depart ZZZ1 for ZZZ as a reposition three days later. Crew scheduling contacted both of us and advised us that we would now be operating a flight from ZZZ1 to ZZZ2; as a reposition; followed by a flight from ZZZ2 to ZZZ as a revenue flight. We arrived back at ZZZ1. No one; other than a Ramp worker who was engaged in sanding the metal sides of a belt loader; was present. All doors to the office area were locked. Later; the station Manager arrived. He presented us with the paperwork and advised us that Maintenance would not be present. He stated that a Ramp employee would stand in front of the aircraft and use a lighted wand to indicate engine start. We then proceeded to the aircraft. Upon arrival I immediately questioned him as to who would be removing the pitot covers from the aircraft. He asked if I could do this. I stated that this was slightly beyond my desire and ability to assist and suggested he find someone capable of this task. At that time he departed with the Ramp worker in search of a ladder for this task. We arrived at the aircraft and I immediately began the process of completing the exterior preflight. Upon re-entry into the aircraft; I was unable to locate the logbook. I called inside to Manager's office; but received no response; so I went back outside and was able to locate a Ramp employee. He told me that he had no idea where the logbook was and assumed that I had it with me upon arrival from the hotel. I told him that while we retain responsibility for reviewing it; we do not take it home with us and are not responsible for its location on the aircraft while parked on the ramp. He left to search the facility. A half hour later; a Ramp worker brought the logbook to the cockpit. I immediately began reviewing it. I noted that in November; a Mechanic performed an aircraft systems and engine check; and additionally signed an Airworthiness Release. He did not however sign the DI (deferred item) log review form. The last entry was the one that I left ZZZ with. I am very familiar with the procedures for DI signatures at stations where there is no Maintenance. However; in this instance; Maintenance met the aircraft upon arrival; placed pitot covers on the plane for the weekend stay and signed an Airworthiness Release. It would seem improbable to me that one could release an aircraft to service; that is (ie); sign an Airworthiness Release; without reviewing the deferred items.Our B757-200 has an AD; as noted on the DI log page; for center wing tank (CWT) boost pumps. Additionally there are two deferred items listed. I contacted Maintenance Control and the individual I spoke with; did not identify himself. I explained the issue did NOT lie with the lack of a signature on the DI log; but rather the lack of the signature in combination with the fact that there WAS a signature indicating Airworthiness Release as well as maintenance work performed at the out station. Maintenance Control agreed that the DI log should have been signed; but noted that no Maintenance was available; so thought that perhaps the language referencing out stations without Maintenance could be used? I again reiterated the fact that it would seem highly unlikely that an aircraft could be noted as airworthy; minus a review of the DI log. He agreed and stated that I might want to consider departing and then writing up the lack of a signature as an open Logbook item for resolution in ZZZ2. He stated that 'I could pretend that I had just found it'. I immediately informed him that not only was this illegal; it was irresponsible and would indicate that I did not complete a thorough preflight. I reminded him that since we have been tasked with this Maintenance function; i.e. (review of their paperwork); I certainly was not willing to put my Certificate on the line for their failure to complete a task as required. We went back and forth and he stated that he really was unable to provide any concrete response and advised that I speak with an Assistant chief Pilot. I called Operations and spoke with Mr. X. He immediately assumed that I was 'confused' about the clause in the center of the DI review log page that states; 'In the event there is no Mechanic on duty at a out station; the station will then be considered a Non-company; or Non-Vendor staffed station and no DI log review will be required.' I advised Mr. X that I was VERY familiar with this clause. This was NOT the issue that I was presenting. I informed him of the situation; the fact that Maintenance met the aircraft; the fact that overnight items (Pitot covers) had been installed on the aircraft by Maintenance; and the fact that the Mechanic had performed aircraft work; as well as signed an Airworthiness Release WITHOUT reviewing or signing the DI log. I additionally informed him of the conversation I had just had with Maintenance; indicating their suggestion to depart and then 'pretend that I had just noticed the discrepancy'. He agreed with me 100%; that this was completely inappropriate (as well as illegal) and was surprised that this was suggested. The FOM; as well as the FAR's; identify the procedures to be followed upon arrival for preflight of the logbook by the Captain. Bullet points 1 and 2 state that; 'the Captain will review the most recent Logbook pages back for the most recent Airworthiness Release (AWR) and ensure all discrepancies/comments have been properly closed.' I accomplished this and noted the ZZZ1 Mechanic performed maintenance work; noting this on the right and left sides of the logbook indicating completion and closure of the process. He additionally signed an AWR on the same logbook page. He removed the original of this page from the Logbook upon completion; leaving the copy as required in the logbook. Bullet 2 in this section of the FOM states; that the Captain will 'review the DI log and ensure all required repetitive inspections have been accomplished. ' I reviewed this as required. FOM notes that 'Maintenance will insert a new DI Log on all stopovers that require an arrival service- normal Maintenance check or higher.' I noted that a Maintenance check was performed at the arrival station; ZZZ1. The paragraph goes on to state that 'the DI Log is reviewed in conjunction with the Logbook.' Under Maintenance Logbook Procedures; referencing Maintenance DI Review states that 'Maintenance will conduct an audit of the DI Log with the Logbook at each company staffed or vendor contracted station where Maintenance meets the aircraft.' Company; not vendor contracted; Maintenance met this aircraft upon arrival in ZZZ1. The ONLY exception noted in this section provides the following relief: 'at some smaller domestic and international stations; Maintenance does not meet the aircraft during through flights. In this instance; an audit of the DI log will not be accomplished and the maintenance DI review block will not be signed off prior to the next flight. In the event that there is no Mechanic on duty at an out station; the station will then be considered a non-company; or non-vendor; staffed station and no DI Log review will be required.' As stated earlier; company Maintenance met the aircraft at ZZZ1. It was not a thru-flight and maintenance performed duties on this aircraft. During my conversation with Mr. X; he stated that he felt that the last sentence in the above mentioned reference; the lack of physical presence of Maintenance at the revised departure time; would preclude the requirement for a signature on the DI log and the exception would be applicable. I could not agree with this but the lack of clear guidance provided by the FOM in this circumstance did not allow me to 'ground the aircraft.'Mr. X stated that he would connect me to a Maintenance Supervisor for further discussion. Mr. Y stated that he was the author/creator of the current DI review log page and would be able to answer my questions with assurance. He immediately assumed that I was again 'confused' about the requirement for a DI signature. I repeated my earlier comments indicating that my issue was not with the fact that Maintenance was not present. My concern was with the idea that Maintenance had met the aircraft upon arrival in ZZZ1; they had performed and documented Maintenance check procedures during the course of time that the aircraft was on the ramp; and they had signed an AWR without signing the DI review log. Mr. Y did not really acknowledge this and continued to state that he specifically removed the actual identification of the individual stationss; when revising the DI log document; that would qualify for the lack of physical Maintenance presence due to past incidents; whereby a Mechanic called sick prior to departure and no replacement was available. I again repeated that this did not address the specific situation that I was presenting. He stated that he was ASSURING me 100% that NO signature was required on the DI despite the above mentioned facts that I noted. I stated that I did not agree with this but as I was not a Mechanic; I was merely following the channels required to reassure myself that this event would most likely end up in a report. He did not respond to this; but merely continued to tell me that I did not understand the form. We ended the call. During this process I discussed the contents of each call with my crewmember and both of us were in agreement that while we did not agree with this process; no clear guidance was provided that prohibited us from taking the aircraft to ZZZ2. We departed. Upon arrival in ZZZ2; the company Mechanic immediately came up to the Cockpit and asked for the Logbook. He removed the DI review Log and signed his name; dating it; with ZZZ2 as the station. He immediately left before I could notice this. During his absence; I received a note to contact Mr. X in Operations. He stated that he assumed that I was 'OK' with continuing after speaking with Mr. Y; since we departed shortly thereafter. I stated that no; I was not 'OK' with it; but I realized that there was no concise or clear guidance provided for the circumstance that I presented and therefore I could not justify grounding the airplane. I told him that Mr. Y did not recognize the situation as I presented it and I was still in disagreement. I informed him of the fact that the Mechanic in ZZZ2 immediately signed the DI Log and backdated it. He was surprised at this and agreed that this was inappropriate. I advised him that I would be questioning this as soon as the Mechanic returned. He had no answers. He stated that he really wanted to clear this up since it was such a confusing issue with no guidance and that others may be faced with the same set of circumstances. The Mechanic returned to the aircraft and I reminded him that today was not the date that he had somehow written down on the DI log. He took the log and changed the date to the current calendar day. I informed him that this had become an issue because Maintenance had met the aircraft in ZZZ1; performed Maintenance procedures during the overnight stay and signed an AWR; yet had failed to sign the DI log. He smiled and stated that 'he would make it more legal and just print out a new one and throw the old one out.' He stated that 'the FAA does not see the DI logs so it doesn't really matter anyway.' I told him that as crewmembers we are not privy to this information and it was my assumption that the FAA would review the DI logs in conjunction with the logbook as I did for each flight. He left the cockpit and returned with a new DI log; signed with the current date. We departed without incident. I noted the present problem with the complete lack of

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.