A Dispatcher discovered that the previous day he released an aircraft with an inoperative Thrust Reverser to an airport with restrictions prohibiting this aircraft's operation into the airport.
Synopsis
A Dispatcher discovered that the previous day he released an aircraft with an inoperative Thrust Reverser to an airport with restrictions prohibiting this aircraft's operation into the airport.
Narrative
Shift was uneventful until about XA15 to XA30 when I began receiving several different forms of communication regarding ATC NADIN flight planning system failure; NOTAM system update outage; and our situational display systems not receiving updates. With no clear information available; I started calling my stations to advise them of the potential problems; began reviewing each of my morning flight's NOTAMS and flight plans; and calling the different ARTCC flight data positions to see which flights had valid flight plans on file and which required manual coordination. At about XA30 I was able to listen in on the ATC special conference setup to coordinate and disseminate information regarding these situations and sometime before XB00 we received fax numbers so we could send flight plan information to ATC for manual entry. From XB00 to XB15 I was briefing my relief for shift turnover. At approximately XB05 I re-reviewed several MELS; ensuring I had applied an MEL Thrust Reverser weight restrictions; updated enroute weight penalty screen; added MEL fuel as required; and reviewed landing limits in the program. I checked weather and landing limits at destination due to MEL Sections; but failed correctly apply the most obvious; an inoperative Thrust Reverser which is a no go item to the destination airport. I also failed to reprint and updated turnover for my relief indicating this flight had these MEL items. On returning to work the following day I learned of my mistake and that corrective action was required and taken by my relieving Dispatcher; for which I am very relieved and grateful. This was an embarrassing lapse of my responsibility. A busy shift and un-normal operations are no excuse for putting my name; on a release until I have 'taken the time' to ensure everything is done correctly. I was taught a long time ago the busier it gets; the slower you work. Because that's when you have less time to correct mistakes and do things more than once. I am reviewing my work flow and work habits to be sure that this type mistake does not happen again.
Second reporter narrative
I accepted the desk during the turn over period XA0- XA15 the previous Dispatcher with a full situational briefing for the day. No known mechanical flight restrictions were discussed. With the discussion of some low level weather restrictions; the most critical operation problem of the day would be the nation wide failure of the FAA/ATC Flight Planning System. At that time I was briefed on the unorthodox procedure for filing every flight plan. Each had to be faxed to each FAA Center for manual input by FAA personnel. Confirming each fax was sent and the confirmation from the Centers that the flight plan was in the system. So the day begins with what was briefed and what is at hand. What normally happens if review forecast weather; NOTAM; fleet check routine. All done. MEL list pulled up for review. What happened next? There was an aircraft routed overnight from ZZZ to several stations with an MEL item that was prohibited for landing at the early morning destination. The flight was released on the first leg which was acceptable; but should have been re-routed due to the restriction at the second destination airport. It was not re-routed during the night and with two releases in the system before the FAA outage. Up to speed with the flight planning failure and briefing numerous crews of these problems and procedures. I started my look ahead routine when I noticed a thrust reverser on my out bound flight out of the restricted airport and thought how did it get there? This is when I realized I had not completed my total MEL review that I had called up and printed earlier. I should have caught it then; and I accept that even though the Captain had signed for and accepted this aircraft and the release twice and once he did not question it. It was in the air off on its way to the prohibited airport. I realized action was required; first the safety of the passengers required a longer landing runway and that would have to be at another airport. I checked with the Captain via ACARS to see if it was possible these items were signed off by Maintenance and the logbook cleared and just not factored out of the computer. This sometimes happens. However the reply from the Captain was that they were still in the log. The Captain was informed that a destination change would be required. The flight was re-dispatched to a nearby airport. The equipment coordinator was advised; along with sector manager; and the landing stations that the flight would land at a nearby airport; and an aircraft swap was made. Action was taken by Dispatch to avert a bad out come. Flight crew could have caught this at XA00 CDT. 'One phone call would have done it.'
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.