Narrative:

After ETOPS check was completed; antiskid status message appeared. Unable to clear fault code XXX in maintenance access terminal that faulted #6 norm servo. Opt for meling brake assembly per MEL XXX. Deactivated brake by disconnecting the disconnect (capping line method) from the 6 items available in the MEL. Did not see capping method at first; the -3 which had a different accuload code MEL on deferral was changed to reflect the -3 capping method and notified dispatch of the different accuload code. It was brought up to my director of placing a footnote by each dash number in order to bring more attention to the type of item. Callback conversation with reporter revealed the following information: reporter stated the B777-200 MEL has different dispatch weight penalties; depending on whether the aircraft has a single brake; or dual brakes; being deferred on the same landing gear; and whether or not the brake hydraulic pressure line(s) are capped. The method used; determines the appropriate accuload code; which is entered; showing the weight penalty for dispatch. Reporter stated the incorrect accuload code he entered for the brake deferral; allowed the aircraft to be dispatched with a heavier gross weight than should have been allowed. He noticed later; there was a second page to the MEL for the brake deferrals and realized; both he and the dispatcher; missed the correct MEL item.

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Original NASA ASRS Text

Title: A Maintenance Controller reports he was informed of applying a different MEL accuload code deferral for an anti-skid fault on a B777-200; which resulted in the aircraft being dispatched with an incorrect takeoff weight penalty.

Narrative: After ETOPS check was completed; antiskid status message appeared. Unable to clear fault code XXX in Maintenance Access Terminal that faulted #6 norm servo. Opt for MELing brake assembly per MEL XXX. Deactivated brake by disconnecting the disconnect (capping line method) from the 6 items available in the MEL. Did not see capping method at first; the -3 which had a different accuload code MEL on deferral was changed to reflect the -3 capping method and notified Dispatch of the different accuload code. It was brought up to my Director of placing a footnote by each dash number in order to bring more attention to the type of item. Callback conversation with Reporter revealed the following information: Reporter stated the B777-200 MEL has different dispatch weight penalties; depending on whether the aircraft has a single brake; or dual brakes; being deferred on the same landing gear; and whether or not the brake hydraulic pressure line(s) are capped. The method used; determines the appropriate accuload code; which is entered; showing the weight penalty for dispatch. Reporter stated the incorrect accuload code he entered for the brake deferral; allowed the aircraft to be dispatched with a heavier gross weight than should have been allowed. He noticed later; there was a second page to the MEL for the brake deferrals and realized; both he and the Dispatcher; missed the correct MEL item.

Data retrieved from NASA's ASRS site as of April 2012 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.