Narrative:

Company A320 aircraft arrived with some maintenance write-ups. Some cabin incidentals; but the big thing was an inoperative (red light) on the flight attendant's cabin intercommunication data system (cids) panel. On walk-around; first officer observed fresh fluid stream on tail and brought to attention of captain who inspected it as well. We concluded it was necessary to write-up; which we did. A different mechanic arrived shortly thereafter to deal with this and the first words out of his mouth were that he was not familiar with the airbus and not been trained on it. This became obvious the more he talked. We were not comfortable with his assessments...first deice fluid; then hydraulic fluid; then stating that all boeing [aircraft] have a lot of fluid originating in the main wheel well area...note this is an airbus! He also stated that this was old hydraulic fluid because it was tacky. Yes on the belly it was tacky; but on the tail where the big stream was it was flowing fluid and actually streaming to the ground now that there was no slipstream. Captain finally convinced mechanic to drop main gear doors to inspect the belly bay. Note...this mechanic who knows nothing about airbus; has yet to contact maintenance control! Upon dropping [main gear] doors; right door had fresh hydraulic fluid all over it; and left door is completely dry. This mechanic didn't seem too concerned; stating that all the boeing's look like this. At this point; captain had enough of this mechanic and called maintenance control himself. Maintenance control became involved in giving this mechanic guidance and solution to properly inspect and ascertain whether or not there were issues to be addressed. Tests (all hydraulic systems pressurized; various components selected 'on') and checks (fluid levels; etc) were subsequently accomplished and it was determined that this fluid was the result of an over-servicing. In the process of running some of these tests; the flight crew had to show mechanic where various switches and displays were located...basic stuff (hydraulic system page on lower [ECAM] display; yellow [hydraulic system] electric switch; blue [hydraulic electric override on overhead maintenance panel; etc). After observing tests and checks and speaking with maintenance control; captain was satisfied that all maintenance issues on aircraft had been properly addressed and a maintenance release was issued by maintenance control for departure of next flight. Bottom line...this incident could have been resolved much quicker and timely had the mechanic who met the aircraft been properly trained and consulted with maintenance control for guidance and instructions from the beginning of his trouble-shooting process.

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Original NASA ASRS Text

Title: A First Officer reports about a Captain's frustration with a Line Mechanic who was sent out to their gate to determine the cause of a fresh fluid stream on the belly and lower tail surface of their A320 aircraft. Company Mechanic did not have any training or experience on Airbus aircraft.

Narrative: Company A320 aircraft arrived with some maintenance write-ups. Some cabin incidentals; but the big thing was an inoperative (red light) on the Flight Attendant's Cabin Intercommunication Data System (CIDS) panel. On walk-around; First Officer observed fresh fluid stream on tail and brought to attention of Captain who inspected it as well. We concluded it was necessary to write-up; which we did. A different Mechanic arrived shortly thereafter to deal with this and the first words out of his mouth were that he was not familiar with the Airbus and not been trained on it. This became obvious the more he talked. We were not comfortable with his assessments...first deice fluid; then hydraulic fluid; then stating that all Boeing [aircraft] have a lot of fluid originating in the main wheel well area...note this is an Airbus! He also stated that this was old hydraulic fluid because it was tacky. Yes on the belly it was tacky; but on the tail where the big stream was it was flowing fluid and actually streaming to the ground now that there was no slipstream. Captain finally convinced Mechanic to drop main gear doors to inspect the belly bay. Note...this Mechanic who knows nothing about Airbus; has yet to contact Maintenance Control! Upon dropping [main gear] doors; right door had fresh hydraulic fluid all over it; and left door is completely dry. This Mechanic didn't seem too concerned; stating that all the Boeing's look like this. At this point; Captain had enough of this Mechanic and called Maintenance Control himself. Maintenance Control became involved in giving this Mechanic guidance and solution to properly inspect and ascertain whether or not there were issues to be addressed. Tests (all hydraulic systems pressurized; various components selected 'On') and checks (fluid levels; etc) were subsequently accomplished and it was determined that this fluid was the result of an over-servicing. In the process of running some of these tests; the flight crew had to show Mechanic where various switches and displays were located...basic stuff (Hydraulic System Page on Lower [ECAM] Display; Yellow [Hydraulic System] Electric switch; Blue [Hydraulic electric override on overhead Maintenance panel; etc). After observing tests and checks and speaking with Maintenance Control; Captain was satisfied that all maintenance issues on aircraft had been properly addressed and a Maintenance Release was issued by Maintenance Control for departure of next flight. Bottom line...this incident could have been resolved much quicker and timely had the Mechanic who met the aircraft been properly trained and consulted with Maintenance Control for guidance and instructions from the beginning of his trouble-shooting process.

Data retrieved from NASA's ASRS site as of July 2013 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.