Considering the AirTransat 236 disaster, is there any way that the pilot could have been notified?

[Navi]

It might be a noob question (sorry, I haven't started flying yet), but I was going through this article (https://en.wikipedia.org/wiki/Air_Transat_Flight_236) about Air Transat's Flight 236 which had a fuel leak which eventually led to a mid-flight dual engine failure. The article states that during maintenance, one of the engine's was replaced by an older RR spare engine and that

This borrowed engine did not include a hydraulic pump. Despite the lead mechanic's concerns, Air Transat ordered the use of a part from a similar engine.

So my question is, Do pilot's get notified of such a replacement or what work the aircraft has gone through in it's latest maintenance work?
And do any pilots follow a habit of conversing with the air worthiness officer (or whoever is responsible for clearing the flight on technical grounds) about any such concerns/changes in the aircraft before flight? (Any such practice that would make a pilot identify such a problem easily/quickly)

 

[MikeD]

Where im at, i get notified of the general mx condition of the aircraft and work performed, not necessarily the exacting details of how that work was performed. In a case like this, at my places, I would know that there had been an engine change, but not necessarily that an accessory had been canned from another aircraft. The engine was a replacement, so the accessories were possibly too for all we know. That kind of minutia is generally beyond the scope of what a pilot is briefed on.

 

[CFI A&P]

Depends on how the operator structures their maintenance program, it varies between 91, 121 & 135 operators. Could be as simple as a maintenance release with tail number, a date, total time and technician's signature or as deep as the logbooks available for the pilots to review. Generally MX books are not carried on the aircraft (weight, logistics & security reasons).

Unless the pilot is a gear head, most just care that the write up was returned to service by appropriate technicians before the MEL expires.

 

[Roger Roger]

Depends on how the operator structures their maintenance program, it varies between 91, 121 & 135 operators. Could be as simple as a maintenance release with tail number, a date, total time and technician's signature or as deep as the logbooks available for the pilots to review. Generally MX books are not carried on the aircraft (weight, logistics & security reasons).

Unless the pilot is a gear head, most just care that the write up was returned to service by appropriate technicians before the MEL expires.

I don’t know about you, but I make sure I trace the serial numbers of every component on my airplane back to the 8130 from the last overhaul on each preflight inspection.

 

[CFI A&P]

I don’t know about you, but I make sure I trace the serial numbers of every component on my airplane back to the 8130 from the last overhaul on each preflight inspection.

That is very thorough and I have done that before with other airplanes, but my current employer wouldn't like it if I start taking cowlings and fairings off to check component serial numbers. If the write up was a flat tire or oil leak and it is still flat or leaking, then we stop right there. I hate to be the "it is not my job guy" but for now, I look at the paperwork then do the walk around and count tires & engines. Followed by the flows and checklists - ops check good and go.

 

[Roger Roger]

That is very thorough and I have done that before with other airplanes, but my current employer wouldn't like it if I start taking cowlings and fairings off to check component serial numbers. If the write up was a flat tire or oil leak and it is still flat or leaking, then we stop right there. I hate to be the "it is not my job guy" but for now, I look at the paperwork then do the walk around and count tires & engines. Followed by the flows and checklists - ops check good and go.

It was a hint of sarcasm. At the old job I knew all that stuff but that was my job. Now not so much.

 

[fholbert]

Bill notifies me in writing of all work done.

Before I get my keys back I have to write a check.

This is Bill.

 

[Flying Saluki]

In the airline world, the pilots review the aircraft maintenance logbook as part of their preflight procedures. However, this is not a comprehensive review, as the logbook only goes back, maybe, 30 days at most. Older records are not kept on the airplane, but stored in a maintenance records department. If pilots had any questions regarding maintenance procedures in the current logbook, they would contact a maintenance controller on duty in the airline’s operations center. Likely the only time they would discuss maintenance items with the actual mechanic is if maintenance is performed on the aircraft during the flight day.

 

[Boris Badenov]

It seems to be pretty much the same (with small adjustments) for everyone who gets a paycheck for flying airplanes. Something along the lines of "Here's the logbook, it's signed off by mx, and you can review the MELs/last x days of writeups". The fun starts when you go through it and find the same writeup six or seven times, all cleared with "ops check good, could not duplicate".

 

[z987k]

In the airline world, the pilots review the aircraft maintenance logbook as part of their preflight procedures. However, this is not a comprehensive review, as the logbook only goes back, maybe, 30 days at most. Older records are not kept on the airplane, but stored in a maintenance records department. If pilots had any questions regarding maintenance procedures in the current logbook, they would contact a maintenance controller on duty in the airline’s operations center. Likely the only time they would discuss maintenance items with the actual mechanic is if maintenance is performed on the aircraft during the flight day.

We have mechanics that ride with us on charters. For regular destinations, there's mx on site. They sign the logbook before every leg(transit check). Most of what they do is electronically clear or MEL things, but they're also supposed to give the crew... or at least the Captain an mx briefing. Generally after the mx log has been reviewed.

 

[SFLAX]

MX log books in the 121 are some where else, and you would never see them. Even 135 the books could be looked at, if the books located where the jet is. For most corporate jets, you could ask to log into Cescom, and look. But what is the point and what are you looking for. Your not a trained MX professional and really don’t know what your looking at. The Airtransat guys did not fuel score properly and did not run the fuel leek check list properly.

 

[gotWXdagain]

Every time I get into a bird that comes out of MX, I trace the part history with the serial number of every part on the airframe, going back to manufacture. If anything looks remotely suspicious (the electronic ADI was installed on the airplane that clipped a wingtip 5 years ago, etc) I flatly refuse the bird. Too much liability.

Take THAT @Roger Roger

 

[Roger Roger]

Every time I get into a bird that comes out of MX, I trace the part history with the serial number of every part on the airframe, going back to manufacture. If anything looks remotely suspicious (the electronic ADI was installed on the airplane that clipped a wingtip 5 years ago, etc) I flatly refuse the bird. Too much liability.

Take THAT @Roger Roger

My hero.

 

[TUCKnTRUCK]

Depends on how the operator structures their maintenance program, it varies between 91, 121 & 135 operators. Could be as simple as a maintenance release with tail number, a date, total time and technician's signature or as deep as the logbooks available for the pilots to review. Generally MX books are not carried on the aircraft (weight, logistics & security reasons).

Unless the pilot is a gear head, most just care that the write up was returned to service by appropriate technicians before the MEL expires.

I don’t know about you, but I make sure I trace the serial numbers of every component on my airplane back to the 8130 from the last overhaul on each preflight inspection.

I have a camp login, and tend to do this. After I got a few “surprise we put a $40,000 part on your plane and didn’t tell you” invoices, I started watching for myself, and pulling a do list for myself monthly after close out as well. I don’t give two farts about tracking back to overhaul, but, I watch for parts changes.


All that being said, I only do this for accounting reasons, If I weren’t, I wouldn’t.