Narrative:

Received an ACARS from the captain of the flight asking me to call him. I tried and was finally able to get a phone to radio patch on a different frequency via phone patch. Captain had stated he had a brake sys 2 fault. The captain requested a patch with maintenance control and also advised he had gone over the QRH and thought it was safer for him to not follow the QRH. Once I made the phone patch with maintenance control and after the conference; myself; the captain and maintenance control also agreed for the captain to not follow the QRH procedure as described because following the reset procedure would make the aircraft's anti-skid system inoperative. Since the flight was going to an airport with short runways; I agreed with the captain that in the interest of safety the best possible thing was to not reset the circuit breaker and to continue on to destination with his antiskid operative for landing. The flight continued on without further incident. The wording of the QRH says 'resetting the bscu in flight may cause the brake system to revert to alternate braking without antiskid at touchdown.' perhaps if the wording was different or the QRH was changed to give the option to the captain of doing this; things would be clearer. Two days later after talking with the maintenance director; he said he had spoken with the chief pilot and they both concurred with the decision myself and the captain made. If this flight had be going to an airport with much longer runways I would have objected to not following the QRH and suggested the captain follow the reset; however with the short runways I agreed this was the best option so the crew still had antiskid as an option.

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Original NASA ASRS Text

Title: Air carrier Dispatcher reported he and the Captain agreed to deviate from the QRH given the specifics of the brake problem and the short runways at the destination airport.

Narrative: Received an ACARS from the captain of the flight asking me to call him. I tried and was finally able to get a phone to radio patch on a different frequency via phone patch. Captain had stated he had a Brake Sys 2 fault. The captain requested a patch with Maintenance Control and also advised he had gone over the QRH and thought it was safer for him to not follow the QRH. Once I made the phone patch with Maintenance Control and after the conference; myself; the captain and Maintenance Control also agreed for the captain to not follow the QRH procedure as described because following the reset procedure would make the aircraft's anti-skid system inoperative. Since the flight was going to an airport with short runways; I agreed with the captain that in the interest of safety the best possible thing was to not reset the circuit breaker and to continue on to destination with his antiskid operative for landing. The flight continued on without further incident. The wording of the QRH says 'resetting the BSCU in flight may cause the brake system to revert to alternate braking without antiskid at touchdown.' Perhaps if the wording was different or the QRH was changed to give the option to the captain of doing this; things would be clearer. Two days later after talking with the Maintenance Director; he said he had spoken with the Chief Pilot and they both concurred with the decision myself and the captain made. If this flight had be going to an airport with much longer runways I would have objected to not following the QRH and suggested the captain follow the reset; however with the short runways I agreed this was the best option so the crew still had antiskid as an option.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.