Airbus A320 and A330 Maint Status and PFR.

[Swedish Steve]

I have worked the A320 series from the beginning in 1988. I hardly ever see a Maint Status message, perhaps one flight in twenty. Also the PFR is often Nil, perhaps 3 out of 4.
Now last week I started working on A330. There are Maint Status there on every transit, usually more than one. I have tried to trouble shoot/erase them but they seem to be correlated with Class 3 messages. On the A320 a class 3 message does not result in a Maint Status.
The crews don't seem at all concerned, so maybe I should not be.

Question is, is a Maint Status the same on an A320 as an A330, or is there a subtle difference that I didn't glean from the course.

[MATMAX]

Steve,
i would say that it depends on PFR filters basically but not only.
Now , if you are working on the Line , and if the pilots are happy of it , end of the story (but it is not avoiding you to do a system test or another test to make sure that nothing important can happens , if you have enough time for it...).
I would add that after a course , your experience is close to zero...
Now , depending on company policies , some operators used to let "live" some stuff just to see what happens on the next flights and some others are replacing computers and parts all the time ...
I remember that i saw few days ago a blank PFR on a 340 and few years ago , a PFR of more than 2 meters long ...
If you want , send me a PM about the status you are talking about.
Hope that helps.

[smudgethecat]

a quick reset of FWC 1 and 2 works wonders

[Swedish Steve]

Yes I know, but that is cheating really.

[Swannecker]

Followed by a Control Alt Delete

[Terry McCassey]

Steve - you're right but there's an awful lot of cheating going on out there.

[MATMAX]

Guys,
Be careful with resets of FWCs ...
Few years ago , i showed it to some guys then later i have been told that it was the first stuff they were doing while entering a cock pit !
then no more infos or datas for a further troubleshooting ...
It is always better to discover things by your own , like this you remember them for life ...
If you show something little bit out of the "line" then you should explain everything ...
Now about "cheating" , will you cheat with an MCC or AIRTAC who get an access to Airman ...?
Salut.

[TURIN]

In a 'line' environment the class 2 (or 3) maintenance status message is usually allowable 'without condition'.
A quick shufty at the front matter in the MEL will give the specific text. AFAIK the 330 allows all maint status messages. The 320 has one or two exceptions, 'Bleed air' springs to mind. Even then it's a case of raising a deferral under the MEL.

I have been asked a number of times by captains to get rid of these messages, after explaining that they are 'allowable' and highlighting the relevant MEL section they seem happy enough. The problem, I think has been caused by actions of some to immediately reset the FWCs and therefore the crew get used to seeing a clean display.

From my experience the 320 almost always has at least one message visible. The 330 often has a CIDS 1 or 2.

[muduckace]

I have been asked a number of times by captains to get rid of these messages, after explaining that they are 'allowable' and highlighting the relevant MEL section they seem happy enough. The problem, I think has been caused by actions of some to immediately reset the FWCs and therefore the crew get used to seeing a clean display.

I believe you correct here, this is valuable flight crew training. Why few airlines have really been sucessfull with my love, the MD-11. Pilots and techs who have been around her long enough and work with her as the meat and potatoes of their operation can be very efficient and safe. Here in the states american,delta etc had a hell of a time because they had such a mixed fleet and it was one of a kind in how it reported faults.

There is rumor of the A330 at my operation and I look forward to getting to know it.