Date: 201304
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZZ
Aircraft component: Oil Pressure Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Critical; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Aircraft; Incorrect / Not Installed / Unavailable Part; Logbook Entry; MEL; Procedure
Primary problem: Aircraft

Narrative: Seat 20 D was written up as 'broken' by inbound crew. Upon inspection it was only a piece of broken trim. As per Maintenance Control I included in write up trim broken along with my initials and employee number. NEF placard initiated. After push back during Engine 1 start ECAM indicated Engine 1 Low Oil Pressure along with MASTER WARNING and CRC. Immediately shut down engine. Debate occurred over expanded ECAM information since all engine parameters were normal. [We had a] 60-80 PSI (normal AMBER CAUTION (YELLOW) vs. what we had MASTER WARNING (RED). [We] returned to the gate. Debate within Maintenance Control I was comfortable with MEL but Maintenance Control was not due to debate over indications. Excellent SAFETY first CRM by all parties involved. Contract Maintenance did an engine test run. All engine parameters normal; and return to service after two hour delay (FAA oversight had to inspect log book since it was a gate turn back). En-route the ECAM reoccurred but all engine parameters indicated normal. [We] continued to destination uneventfully.ECAM Cause: ECAM Supplement Manual called to continue operation and crew monitoring if engine parameters normal (pressure transducer inoperative assumed). Normal was identified as 'amber' (MASTER CAUTION) we had a 'red' (MASTER CAUTION) I will follow up with Maintenance Control and peers to further investigate this (training; CP; Check Airman).I was recovering from a possible food poisoning event; and I was considering going to the hospital earlier but after the body cleansing process occurred the fever; cold sweats and back aches were immediately gone. (Whatever the body rejected was now out of me) I felt 100% better but still a little weak.I probably should have called in sick. My judgment may have been skewed in order to get home (MEL agreement). However; this is a primary example of SAFETY and SECURITY first. If anyone had reservations we went with the most conservative. Delay; debate and eventual engine run up with no ECAM then return to service; my compliments to those that set up this SAFETY/SECURITY SYSTEMS that involves the professionals. SAT COMM would be nice. I again tried my cell phone and/or Internet no success.




Synopsis: 1. Reporter corrects a log book entry; aircraft seat returned to service. 2. Reporter experiences an ECAM alert and MASTER WARNINING during off-gate engine start; returns to gate; determined with Maintenance personnel that it is an indication fault and applies MEL.3. Reporter speculates how his personal illness may have affected his judgment process.