FLC OF AN LGT ACR ACFT OPERATED THE ACFT CONTRARY TO COMPANY ARPT ANALYSIS MANUAL (AAM) DUE TO THE ANTISKID AND 1 BRAKE INOP.

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THE AIRLINE I FLY FOR IS RELATIVELY NEW TO THE AIR FREIGHT BUSINESS (5 YRS). ALTHOUGH OUR MANUALS AND OPS HAVE GREATLY IMPROVED OVER THE YRS; THERE IS STILL MUCH ROOM FOR IMPROVEMENT. TODAY; JUST PRIOR TO DEP; WE WERE NOTIFIED THAT OUR ANTISKID SYS AND #5 BRAKE WERE INOP AND HAD BEEN DEFERRED. EACH DMI REQUIRES SEPARATE AND LONG TKOF WT AND V-SPD CALCULATIONS. ALTHOUGH IT DID NOT SEEM LOGICAL THAT 2 SEPARATE SYS SUCH AS THESE COULD BE DMI'D TOGETHER; WE PERFORMED ALL THE CALCULATIONS. TO DOUBLE- CHK; WE CALLED OUR DISPATCH FOR THEIR NUMBERS AND DOUBLE- CHKED WITH MAINT. BOTH SAID WE WERE LEGAL TO GO. WE FLEW THE FLT SDF TO DFW WITHOUT INCIDENT. HOWEVER; ENRTE; WE DISCOVERED A PARAGRAPH IN A SEPARATE MANUAL (OUR AAM) WHICH SAID THAT IT WAS 'NOT ACR COMPANY POLICY TO GO WITH ANTISKID INOP; AND A BRAKE DEACTIVATED.' AFTER OUR EXPERIENCE; I AM CERTAINLY IN AGREEMENT WITH THIS POLICY. WE HAVE 4 SETS OF BOOKS THAT HAVE TO BE RESEARCHED: MEL; DDPG; AAM; AND AOM AT THE LAST MIN WITH LITTLE TIME; CONFLICTS BTWN MANUALS; AND PRESSURE TO MAKE SCHEDULE. IT IS OFTEN DIFFICULT TO MAKE A SATISFACTORY DECISION.