Air carrier flight crew reported confusion and disagreement with Maintenance personnel over procedures required to perform a landing gear down maintenance ferry flight.
Synopsis
Air carrier flight crew reported confusion and disagreement with Maintenance personnel over procedures required to perform a landing gear down maintenance ferry flight.
Narrative
We were pulled off our scheduled deadhead flight to operate a Special Air Mission (SA-M) XXX ferry flight from ZZZ to ZZZ1. The initial push put our new ground time at just under two hours. After all paperwork and briefs were complete; we pushed three hours and six minutes late totaling five hours and 21 minutes of ground time. The aircraft was being ferried because [of] an earlier issue with the nose gear door. The aircraft was fixed; however; a gear swing had to be completed and that could not be done in ZZZ. As a result; a gear down ferry was required.The issue occurred during the required brief with Dispatch; Maintenance; Chief Pilot in the (dispatch center) and myself. In AOM XX.X.X it states 'Maintenance reprograms the airspeed indicator and MACH AIRSPEED WARNING Switch (located in the E&E compartment)' I asked the Controller if that had been done; and he wasn't sure. The Controller contacted the Mechanics who fixed the aircraft and learned that had not been completed. We agreed to have Contract Maintenance come to the aircraft and complete the task. Once Contract Maintenance arrived; I was informed that since this was a SA-M XXX; that item didn't have to be done. I was conferenced in with ZZZ Contract Maintenance and ZZZ2 Maintenance who instructed the Mechanic he could leave because this specific task was not required on a ferry flight. Both the Chief Pilot in the (dispatch center) and I pointed out our language in the AOM to Maintenance Control and the Supervisor. We were informed that is not correct in this situation. The language was shown to the bridge team and everyone was aware the flight would operate under Maintenance direction.Once the Mechanic left; the First Officer and I briefed all items and included the fact the speed tape would not be correct in displaying VMO and MMO. We made sure to note the new limits as to not exceed them. We departed with no further issues and landed in ZZZ1 uneventfully. After discussion with Procedures; I believe the task should've been completed. I think there is a disconnect between the AOM and the AMM. I am not sure how the situation could've been handled differently; other than refusing the aircraft. I felt the aircraft was safe and airworthy. I have never done a gear down ferry so I relied on Maintenance and their experience in this situation. The AOM and AMM need to be aligned with the specific tasks to completed before a ferry can occur.
Second reporter narrative
We were tasked to fly a Maintenance flight from ZZZ to ZZZ1. Previously; the aircraft had a nose gear door repair that required a gear swing before being cleared. We were granted a Special Air Mission (SA M) XXX permit to fly the aircraft with the landing gear down. My Captain and I referred to B737 AOM; Chapter XX.X.X in our planning of the flight. We noticed the airspeed restrictions of 270 knots/.73 Mach and also read the statement that states; 'Maintenance reprograms the airspeed indicator and MACH AIRSPEED WARNING Switch (located in the E&E compartment)'. During the four-way brief; my Captain brought this up and asked if Maintenance had accomplished this task. We were told that the action was not required. All parties agreed that all requirements had been completed. My Captain and I flew the aircraft to ZZZ1 with no issues. After landing; we learned that the airspeed tape and Mach Warning switch should have been reprogrammed. Our AOM needs to be more aligned with the Maintenance manual with regard to this specific issue.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.