Originally Posted by
buddies8
OK for those confused.
1. The captain writes up, APU INOP.
2. Captain (if it is flight crew placard able) flight crew placards it as MEL whatever, MOC control number. When the plane came into a MX base, MX would come out and place a permanent MEL in the MX side of the MX log book the MX corrective action block.
3. Now the Captain regarding the item will be required to flight crew placard and do the MX corrective action and be responsible that all previous MEL's are appropriate (which is what MX used to do) and MX will not come to see the MX issue until the MEL runs out.
Terminology may be different from one airline to the next. Every company I worked for the left side of the MX Log Book was filled in by Captain and MX but only MX will fill out the right side of the MX Log Book. Now we are doing MX administrative work which has additional legalities via the FAR's.
But never fear, the ALPA MEC is hard at work giving the store away.
That's an odd procedure not to complete both the discrepancy side "CAPTAIN TCAS INOP" and the corrective action side says that the TCAS is on MEL per 34-43-00.
To put everything on the discrepancy side is leaving the corrective side blank, as in it's not resolved and you're flying with an open write up. But if thats what AE had approved then so be it, but if they're changing it then welcome to normalcy.
I don't see why maintenance needs to come out at a maintenance hub and do anything about it. If there isn't a TCAS to replace it or they don't want to deal with it then they've got either 10 days (according to that MEL) until it's grounded unless of course the other goes out then it's grounded immediately.
But to I guess after 3 pages answer the OP question, yes, Delta has you write on both sides of the log page. I want to say Coex did too but I don't frankly remember.
Also per the Delta FOM the Captain and Maintenance Coordinator have joint responsibility to ensure that MEL expiration periods are not exceeded for MEL Category B, C, and D items.