Narrative:

We arrived at the aircraft and there were two mels on the maintenance release: chapter 22-63-01B yaw damper 2 inop and chapter 30-31-03C anti-ice first officer static probe inop. The logbook was not on the aircraft. I contacted maintenance and they stated 'maintenance probably has the [log] book and they are working on an issue on the airplane.' several minutes later two mechanics arrived and replaced the captain's primary flight display (pfd). The mechanic returned several minutes later and asked for his maintenance paperwork. I replied that it was on the glare shield next to the trim panel that they had removed. The mechanic took the paperwork and left the panel on the glare shield. Several minutes later he brought the logbook back; handed it to me in the galley and immediately left before I could say anything or review the logbook. I checked all of the pastel pages of the logbook for compliance with the static probe MEL; but it was not addressed in the current [log] book; however there were no longer any write-ups indicating the release of the aircraft for service. The trim piece for the captain's instruments was left on the glare shield and a piece of plastic was left obstructing the throttles. I wrote up the new discrepancies and called maintenance to address them. The same mechanic responded and I asked him about the static probe heat MEL that addresses two different air data reference (adrs). The shaded logbook placard had 'honeywell' scratched out and the words 'aircraft is not equipped with litton inertial reference system (IRS)' in different writing below the initial placard lettering with the word 'not' specifically circled. The differences in irss determine the rvsm qualifications of the aircraft per the MEL in icing conditions. The mechanic told me they should have checked them when they put the MEL on the aircraft and told me to call maintenance control. I checked the pastel pages of the logbook again to see if I missed the write-up and documents addressing the MEL. I handed the logbook to the mechanic and he began to clear the write-up on the trim and obstruction [at the throttles]. I called maintenance control who stated he did not think the aircraft had litton irss; but suggested I have the mechanic physically check the irss. He stated it should only take five minutes. I then asked the mechanic to physically check the [type of] irss for compliance. He left the aircraft again with the logbook. No one opened the east & east compartments on the plane. About ten minutes later the mechanic showed up with a maintenance supervisor who asked me what he needed to do to satisfy my concerns. I stated that I wanted the irss 'physically verified' that they were not litton irss and explained the rvsm seriousness of the verification. He stated that he personally verified that they were not litton irss. I confirmed with him a second time that he personally physically verified that the irss were not litton's and he stated again that he had. We discussed the placard briefly and I told him if they were verified; than I was ok with the aircraft. I sent dispatch an ACARS that the irss were verified not litton's; so we were good for rvsm on our route. Upon arrival in ZZZ1; I requested a mechanic to 'physically check the irss' to see if they were littons. A ZZZ1 mechanic physically went into the east/east compartment and verified that all three irss were in fact litton irss by reading the manufactures label on the [IRS] boxes. I wrote the discrepancy up in the logbook; and the logbook placard was changed to reflect the installation of litton irss and the added rvsm prohibited placard with adr-2 'off.' adr-2 is required to be 'off' in any icing conditions. The failures and actions of these men in ZZZ maintenance; when I voiced my safety concerns; displayed a total disrespect for my mandated responsibility and blatant reckless disregard for the seriousness of their own responsibilities. Maintenance [in ZZZ] did not physically verify the manufacturer of the irss and were deceptive in their answers and actions.

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Original NASA ASRS Text

Title: A Line Captain describes his efforts to have Maintenance verify their A320 aircraft was not equipped with Litton type Inertial Reference System (IRS) units in order to satisfy an MEL deferral of the number 2 Air Data Reference (ADR) in RVSM icing conditions. A Maintenance Supervisor verified the IRSs were not Littons. Upon arrival at the next station; a Line Mechanic noted all the IRSs were Littons; not Honeywells.

Narrative: We arrived at the aircraft and there were two MELs on the Maintenance Release: Chapter 22-63-01B Yaw Damper 2 Inop and Chapter 30-31-03C Anti-Ice First Officer Static Probe Inop. The logbook was not on the aircraft. I contacted Maintenance and they stated 'Maintenance probably has the [log] book and they are working on an issue on the airplane.' Several minutes later two mechanics arrived and replaced the Captain's Primary Flight Display (PFD). The Mechanic returned several minutes later and asked for his Maintenance paperwork. I replied that it was on the glare shield next to the trim panel that they had removed. The Mechanic took the paperwork and left the panel on the glare shield. Several minutes later he brought the logbook back; handed it to me in the galley and immediately left before I could say anything or review the logbook. I checked all of the pastel pages of the logbook for compliance with the Static Probe MEL; but it was not addressed in the current [log] book; however there were no longer any write-ups indicating the release of the aircraft for service. The trim piece for the Captain's instruments was left on the glare shield and a piece of plastic was left obstructing the throttles. I wrote up the new discrepancies and called Maintenance to address them. The same Mechanic responded and I asked him about the Static Probe Heat MEL that addresses two different Air Data Reference (ADRs). The shaded logbook placard had 'Honeywell' scratched out and the words 'aircraft is not equipped with Litton Inertial Reference System (IRS)' in different writing below the initial placard lettering with the word 'not' specifically circled. The differences in IRSs determine the RVSM qualifications of the aircraft per the MEL in icing conditions. The Mechanic told me they should have checked them when they put the MEL on the aircraft and told me to call Maintenance Control. I checked the pastel pages of the logbook again to see if I missed the write-up and documents addressing the MEL. I handed the logbook to the Mechanic and he began to clear the write-up on the trim and obstruction [at the throttles]. I called Maintenance Control who stated he did not think the aircraft had Litton IRSs; but suggested I have the Mechanic physically check the IRSs. He stated it should only take five minutes. I then asked the Mechanic to physically check the [type of] IRSs for compliance. He left the aircraft again with the logbook. No one opened the E & E compartments on the plane. About ten minutes later the Mechanic showed up with a Maintenance Supervisor who asked me what he needed to do to satisfy my concerns. I stated that I wanted the IRSs 'physically verified' that they were not Litton IRSs and explained the RVSM seriousness of the verification. He stated that he personally verified that they were not Litton IRSs. I confirmed with him a second time that he personally physically verified that the IRSs were not Litton's and he stated again that he had. We discussed the placard briefly and I told him if they were verified; than I was OK with the aircraft. I sent dispatch an ACARS that the IRSs were verified not Litton's; so we were good for RVSM on our route. Upon arrival in ZZZ1; I requested a Mechanic to 'physically check the IRSs' to see if they were Littons. A ZZZ1 Mechanic physically went into the E/E compartment and verified that all three IRSs were in fact Litton IRSs by reading the Manufactures label on the [IRS] boxes. I wrote the discrepancy up in the logbook; and the logbook placard was changed to reflect the installation of Litton IRSs and the added RVSM prohibited placard with ADR-2 'Off.' ADR-2 is required to be 'Off' in any icing conditions. The failures and actions of these men in ZZZ Maintenance; when I voiced my safety concerns; displayed a total disrespect for my mandated responsibility and blatant reckless disregard for the seriousness of their own responsibilities. Maintenance [in ZZZ] did not physically verify the Manufacturer of the IRSs and were deceptive in their answers and actions.

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.