Narrative:

Dispatch of aircraft xyz, B747-200 in compliance with FAA rules and regulations and MEL rules written by air carrier maintenance control. Problem: antiskid inoperative annunciator light on flight engineer's panel, wheel position #11. Foreign mechanics decided to use boeing brake tool procedures to disconnect wheel #11 from antiskid system to preclude the possibility of the wheel locking up on landing. Antiskid system was still operative on remaining 15 landing gear wheels. If time was permitting the real fix would be to test the antiskid on wheel #11 by spin-up and fix light problem. Since approximately 600 psi brake pressure was still available to wheel #11, there was no takeoff penalty or weight reduction penalty. The wheel would spin down prior to gear retraction after takeoff. This was confirmed by phone call from hkg to lgb air carrier maintenance control and takeoff approval was received by the captain from air carrier maintenance control. Appropriate dmi forms were completed by the foreign mechanics. Now I am informed 2 days later that because #2 thrust reverser was pinned, it was not legal to dispatch the aircraft under these conditions. The aircraft was flown to anc without incident. Normal braking was available along with normal thrust reversing on #1 and #4 engines with #3 engine at idle reverse. Safety was not compromised.

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Original NASA ASRS Text

Title: A B747-200 WAS DISPATCHED WITH THE #11 BRAKE ANTISKID DEFERRED IMPROPERLY. SPECIAL PROCS OF THE MEL FOR BRAKE DEFERRAL REQUIRE ALL ENG REVERSERS TO BE OPERATIVE, #2 ENG REVERSER WAS PREVIOUSLY DEFERRED INOP.

Narrative: DISPATCH OF ACFT XYZ, B747-200 IN COMPLIANCE WITH FAA RULES AND REGS AND MEL RULES WRITTEN BY ACR MAINT CTL. PROB: ANTISKID INOP ANNUNCIATOR LIGHT ON FE'S PANEL, WHEEL POS #11. FOREIGN MECHS DECIDED TO USE BOEING BRAKE TOOL PROCS TO DISCONNECT WHEEL #11 FROM ANTISKID SYS TO PRECLUDE THE POSSIBILITY OF THE WHEEL LOCKING UP ON LNDG. ANTISKID SYS WAS STILL OPERATIVE ON REMAINING 15 LNDG GEAR WHEELS. IF TIME WAS PERMITTING THE REAL FIX WOULD BE TO TEST THE ANTISKID ON WHEEL #11 BY SPIN-UP AND FIX LIGHT PROB. SINCE APPROX 600 PSI BRAKE PRESSURE WAS STILL AVAILABLE TO WHEEL #11, THERE WAS NO TKOF PENALTY OR WT REDUCTION PENALTY. THE WHEEL WOULD SPIN DOWN PRIOR TO GEAR RETRACTION AFTER TKOF. THIS WAS CONFIRMED BY PHONE CALL FROM HKG TO LGB ACR MAINT CTL AND TKOF APPROVAL WAS RECEIVED BY THE CAPT FROM ACR MAINT CTL. APPROPRIATE DMI FORMS WERE COMPLETED BY THE FOREIGN MECHS. NOW I AM INFORMED 2 DAYS LATER THAT BECAUSE #2 THRUST REVERSER WAS PINNED, IT WAS NOT LEGAL TO DISPATCH THE ACFT UNDER THESE CONDITIONS. THE ACFT WAS FLOWN TO ANC WITHOUT INCIDENT. NORMAL BRAKING WAS AVAILABLE ALONG WITH NORMAL THRUST REVERSING ON #1 AND #4 ENGS WITH #3 ENG AT IDLE REVERSE. SAFETY WAS NOT COMPROMISED.

Data retrieved from NASA's ASRS site as of July 2007 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.