Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Communication Breakdown; Training / Qualification; Time Pressure
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
General Flight Cancelled / Delayed; General Maintenance Action
Incorrect / Not Installed / Unavailable Part; Human Factors; Aircraft; Logbook Entry; Procedure; MEL
Walking to the aircraft; the inbound crew informed me the cabin was warm during ground operations and while operating at low altitudes but would cool down in cruise. The logbook had a maintenance deferral for the hot air valve which I noted. I was the Pilot Monitoring for this leg; and did my best to keep the cabin cool while taxiing and during initial climb; but the cabin would not cool below 82 degrees F.After examining the Bleed and Pressure systems pages; it was evident the Pack 1 flow control valve was closed despite the pushbutton being in the Auto position. The indication was supported by a cool compressor outlet temperature and a warm pack outlet temperature on the Bleed system page. We wrote up the discrepancy and were met by local Maintenance; who opened a belly panel and found the Pack 1 flow control valve secured in the closed position without a maintenance deferral. Upon further examination of the aircraft logbook; a deferral was cleared the previous night in ZZZ1 for the Pack 1 Inlet Door which requires the flow control valve to be secured closed by maintenance. The mechanic re-activated the valve; but it would not operate normally; so a deferral for the Pack 1 flow control valve and pack were applied.After discussing this event with another Captain; he stated that in his previous discussions with ZZZ1 Maintenance that the station is not qualified to work on the flow control valve; including securing the valve in the closed position or re-activating it. It appears that in this situation; the aircraft should have been grounded until a qualified mechanic could re-activate the flow control valve; but it was instead pushed back into service in unairworthy condition. This causes considerable doubt in the quality of maintenance on our aircraft as well as the question of what trap will be laid for another flight crew to deal with in the future. Less importantly; the process of troubleshooting the flow control valve in caused a three-hour delay.
A319 Captain reported an incorrect MEL action by an unqualified Maintenance Personnel; resulting in a loss of cabin cooling during the flight.