B737 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 67; Flight Crew Total 3193; Flight Crew Type 3193
Time Pressure; Communication Breakdown
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
General None Reported / Taken
Aircraft; Logbook Entry; Human Factors
This was originally scheduled as [Flt Number; Route] However that flight was cancelled due to the inbound aircraft diverting due to a reported autopilot/ILS (Instrument Landing System) failure during an attempt at a Cat 3 Autoland approach. Flight [Number] was rescheduled as a ferry flight [Number] to ZZZ; using the diverted aircraft.The aircraft had some autopilot maintenance done at ZZZ1; and was signed off cleared for flight. Upon arrival at the gate in ZZZ2; the Captain reported that the problems with the autopilot and the ILS were not fixed. Both he and the First Officer stated that the exact same malfunctions occurred on both of the past two flights. They described the Captain's ILS as erratic--intermittent ident; azimuth and glide slope drifting stop to stop and blanking out. The aircraft did not intercept course or glide slope on a Cat 3 approach. On the inbound leg; they described a 30 degree left final approach course LOC (Localizer) intercept where instead of rolling left; the airplane rolled right and turned away from final approach course; prompting the Captain to take over manually. They continued to fly a visual approach due to improved weather conditions since their earlier attempt. The Captain said he had made several ACARS ELB (Aircraft Communications And Reporting System Electronic Logbook) entries at the gate in ZZZ2; but had not received any acknowledgement printouts. Because of this; he had notified ZZZ2 maintenance via radio. The gate agent asked my FO (First Officer) and me how soon we would be ready to push back for ZZZ. We replied that there were open write ups that first had to be worked out or deferred; then released. Shortly after that; a Station Operations Supervisor arrived at the gate and expressed an expectation that we would quick turn the aircraft and depart for ZZZ. There had been no maintenance on the aircraft; nor any service. A Maintenance Supervisor arrived and stated the jet was ok to fly as is; with no open write ups. It was clear that there had been a breakdown in communication between the previous crew and the ZZZ2 Station in regards to the status of this aircraft. They became pushy about getting us off the gate. I was clear that this could not happen until these known; reported discrepancies were written up and resolved. I asked about aircraft servicing (fuel) and catering (food and water). The Pilot Mobile app showed that we had crew meals on this flight. (Both of us require Special Meals due to dietary restrictions.) The Operations Supervisor then went on a tirade about no catering at ZZZ2 and how everyone knows that. Her vehement response surprised both of us; as there was no context or cause for it. The maintenance supervisor continued to insist the aircraft had been fixed in ZZZ1 and was good to fly. I called Dispatch to see if we could get some help from [Maintenance Control]. The controller noted there were no open ELB write ups and therefore no reason to delay departure. No one seemed to register that the previous crew had reported multiple malfunctions of navigation equipment on an evening where IMC (Instrument Meteorological Conditions) was a huge factor. So I said to [Maintenance Control]; with the ZZZ2 Maintenance Supervisor and Operations Supervisor within earshot; that I would have to refuse the aircraft unless they properly documented these discrepancies; and either fixed them or legally deferred them. Meanwhile; the First Officer had called the [Flight Manager]. He recommended that we stand our ground on the maintenance issues; continue to be professional; and if we refused the aircraft to follow protocol. We had showed up at the airport slightly hungry; expecting that our crew meals would be boarded as listed. This was becoming a safety of flight problem; as the airport had few options for food at all; and the ones available were in the process of closing down. It was clear that if we were to have any food and water for the 5+10 red eye flight to ZZZ; we wouldhave to stop what we were doing and go find it. I called Dispatch back and tried again to explain the legal operational aspects of why it was important to document these inbound discrepancies. He got a different [Maintenance Controller] on the line and we had a better discussion. The new controller called the previous Captain for a personal debriefing of the inbound flight. That; in turn; got the requisite ELB documentation generated and the maintenance process started. Troubleshooting revealed the problem was not the autopilot but a failed relay in the localizer antenna switch. Once we were confident that our [Company] procedures had been followed; we began preflighting the aircraft for ferry to ZZZ. We were running a little short of time (appx 1 hr before a CCO (Crew Critical Off) time); but not so much as to cause undue hurry. During this time; several of the ZZZ2 station personnel were hovering around us; looking over our shoulders as though we needed close supervision to do our jobs. It was a distraction and a bit creepy. Before closing the door; the Ops supervisor reappeared in the jetway; blamed me for the delay; berating me for threatening to refuse the aircraft over crew meals and bottled water; and for not knowing there is no catering in ZZZ2. Ironically; even though we pushed back with 30 minute's; cushion; we nearly went over our CCO time while waiting at the hold short for the final weight numbers from Station Operations. We lifted off and had an otherwise uneventful flight to ZZZ.
B737 Captain reported lack of proper aircraft maintenance action following previous crew report of navigation equipment malfunctioning.