Narrative:

While in operations pulling up paperwork, captain talked to dispatch about an antiskid problem and the performance penalty it involved. After reaching the aircraft and doing all the preflight checks, we examined the logbook and found that the #7 brake was placarded inoperative and that maintenance had placarded the antiskid system inoperative as a result of the #7 brake being inoperative. After thoroughly checking the logbook and the MEL, the captain and I agreed that the write-up was incorrect and that the antiskid should not and could not be inoperative with 1 brake inoperative. We called maintenance to get someone out to confirm our analysis and to fix the book. When the mechanic arrived, he had a very bad attitude and gave us grief for not calling earlier. He first tried to convince us that the book was right and that we should go. After telling him we were not going to take the aircraft like that, he said he had to go call the maintenance controller. Upon return, he said that the maintenance controller confirmed that the book was right and we should go. We had them bring the jetbridge back out and the captain got off the aircraft and called the maintenance controller himself. It was discovered at this point that the MEL book on the aircraft was out of date. The mechanic had made copies of MEL, but not the other MEL. With maintenance controller on the line, they convinced us that the write-up was correct and we should go. Reluctantly and feeling that we were being misled, we took the aircraft with the brake inoperative and the antiskid system placarded inoperative and the antiskid switch in the 'alternate on' position as stated in the maintenance write-up. While airborne, we reviewed the information and again agreed that the aircraft was not legal to fly with both a brake inoperative and the antiskid inoperative. Upon arriving at our destination, we contacted maintenance and once again had them review the write-up and contact maintenance controller. Even after talking to the maintenance control supervisor, they still believed the write-ups to be correct. When we got to the aircraft in the morning for the flight back, the same write-ups were in the book. A call to dispatch and maintenance control got quick results and the book was corrected and the antiskid placard was removed. 3 cheers for the morning crew. Next time, we stick to our guns no matter how long it takes.

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Original NASA ASRS Text

Title: A300 CREW DEPARTED WITH THE #7 BRAKE MEL'ED DEACTIVATED AND THE ANTISKID MEL'ED INOP IN NON COMPLIANCE WITH THE MEL'S.

Narrative: WHILE IN OPS PULLING UP PAPERWORK, CAPT TALKED TO DISPATCH ABOUT AN ANTISKID PROB AND THE PERFORMANCE PENALTY IT INVOLVED. AFTER REACHING THE ACFT AND DOING ALL THE PREFLT CHKS, WE EXAMINED THE LOGBOOK AND FOUND THAT THE #7 BRAKE WAS PLACARDED INOP AND THAT MAINT HAD PLACARDED THE ANTISKID SYS INOP AS A RESULT OF THE #7 BRAKE BEING INOP. AFTER THOROUGHLY CHKING THE LOGBOOK AND THE MEL, THE CAPT AND I AGREED THAT THE WRITE-UP WAS INCORRECT AND THAT THE ANTISKID SHOULD NOT AND COULD NOT BE INOP WITH 1 BRAKE INOP. WE CALLED MAINT TO GET SOMEONE OUT TO CONFIRM OUR ANALYSIS AND TO FIX THE BOOK. WHEN THE MECH ARRIVED, HE HAD A VERY BAD ATTITUDE AND GAVE US GRIEF FOR NOT CALLING EARLIER. HE FIRST TRIED TO CONVINCE US THAT THE BOOK WAS RIGHT AND THAT WE SHOULD GO. AFTER TELLING HIM WE WERE NOT GOING TO TAKE THE ACFT LIKE THAT, HE SAID HE HAD TO GO CALL THE MAINT CTLR. UPON RETURN, HE SAID THAT THE MAINT CTLR CONFIRMED THAT THE BOOK WAS RIGHT AND WE SHOULD GO. WE HAD THEM BRING THE JETBRIDGE BACK OUT AND THE CAPT GOT OFF THE ACFT AND CALLED THE MAINT CTLR HIMSELF. IT WAS DISCOVERED AT THIS POINT THAT THE MEL BOOK ON THE ACFT WAS OUT OF DATE. THE MECH HAD MADE COPIES OF MEL, BUT NOT THE OTHER MEL. WITH MAINT CTLR ON THE LINE, THEY CONVINCED US THAT THE WRITE-UP WAS CORRECT AND WE SHOULD GO. RELUCTANTLY AND FEELING THAT WE WERE BEING MISLED, WE TOOK THE ACFT WITH THE BRAKE INOP AND THE ANTISKID SYS PLACARDED INOP AND THE ANTISKID SWITCH IN THE 'ALTERNATE ON' POS AS STATED IN THE MAINT WRITE-UP. WHILE AIRBORNE, WE REVIEWED THE INFO AND AGAIN AGREED THAT THE ACFT WAS NOT LEGAL TO FLY WITH BOTH A BRAKE INOP AND THE ANTISKID INOP. UPON ARRIVING AT OUR DEST, WE CONTACTED MAINT AND ONCE AGAIN HAD THEM REVIEW THE WRITE-UP AND CONTACT MAINT CTLR. EVEN AFTER TALKING TO THE MAINT CTL SUPVR, THEY STILL BELIEVED THE WRITE-UPS TO BE CORRECT. WHEN WE GOT TO THE ACFT IN THE MORNING FOR THE FLT BACK, THE SAME WRITE-UPS WERE IN THE BOOK. A CALL TO DISPATCH AND MAINT CTL GOT QUICK RESULTS AND THE BOOK WAS CORRECTED AND THE ANTISKID PLACARD WAS REMOVED. 3 CHEERS FOR THE MORNING CREW. NEXT TIME, WE STICK TO OUR GUNS NO MATTER HOW LONG IT TAKES.

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.