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Upon arriving to their B757-200; a captain and crew noticed the APU running when it was placarded inoperative. Maintenance in ZZZZ had placarded the APU but had not properly recorded the APU deferral in the logbook and did not make an entry to check/service the engine idgs as required by the MEL for an APU deferral.
| Attributes | |
| ACN | 927203 |
| Time | |
| Date | 201101 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | ZZZZ.Airport |
| State Reference | FO |
| Environment | |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | B757-200 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Parked |
| Flight Plan | IFR |
| Person 1 | |
| Function | Captain |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical Deviation - Procedural Maintenance Deviation - Procedural Published Material / Policy Deviation - Procedural MEL |
Narrative:
Upon arrival to the airplane all three cockpit crew members noticed the APU running when it was placarded inoperative. Relief pilot called maintenance and so did first officer and inquired as to why the APU was running when it had been placarded inoperative. Maintenance called them back on the radio told us to shutdown the APU and we complied. Then we started to look into the MEL reference chapter 49-1b and discovered that the procedure for placarding the APU had not been properly recorded in the aircraft logbook. Maintenance personnel in ZZZZ; the initial station where the APU had been placarded; did not make an entry as required by the MEL; making sure both idg's were checked and/or serviced. The airplane flew five legs until it was caught in january 2011.we took a delay to correct the logbook and maintenance properly secured the APU by wiring the APU fuel valve shut and collaring the APU fuel valve circuit breaker (C/B). Once that was completed my concern now was that at least nine different pilots had flown the airplane with the idgs not properly checked and felt they might be exposed to FAA action for not fully complying with the MEL requirements.
Original NASA ASRS Text
Title: Upon arriving to their B757-200; a Captain and crew noticed the APU running when it was placarded inoperative. Maintenance in ZZZZ had placarded the APU but had not properly recorded the APU deferral in the logbook and did not make an entry to check/service the engine IDGs as required by the MEL for an APU deferral.
Narrative: Upon arrival to the airplane all three cockpit crew members noticed the APU running when it was placarded inoperative. Relief Pilot called Maintenance and so did First Officer and inquired as to why the APU was running when it had been placarded inoperative. Maintenance called them back on the radio told us to shutdown the APU and we complied. Then we started to look into the MEL reference Chapter 49-1b and discovered that the procedure for placarding the APU had not been properly recorded in the aircraft Logbook. Maintenance personnel in ZZZZ; the initial station where the APU had been placarded; did not make an entry as required by the MEL; making sure both IDG's were checked and/or serviced. The airplane flew five legs until it was caught in January 2011.We took a delay to correct the Logbook and Maintenance properly secured the APU by wiring the APU Fuel Valve shut and collaring the APU fuel valve Circuit Breaker (C/B). Once that was completed my concern now was that at least nine different pilots had flown the airplane with the IDGs not properly checked and felt they might be exposed to FAA action for not fully complying with the MEL requirements.
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.