An EMB-170 Pilot and two Maintenance Technicians allege a lack of adequate performance data from Dispatch for an MEL Brake Temperature deferral and aircraft release. Failure to follow the Fault Isolation Manual trouble shooting procedures; which includes check of quick-disconnect for hydraulic line; by the Contract Maintenance provider added to the later re-occurrence of the 'LG No Dispatch' EICAS message.
Synopsis
An EMB-170 Pilot and two Maintenance Technicians allege a lack of adequate performance data from Dispatch for an MEL Brake Temperature deferral and aircraft release. Failure to follow the Fault Isolation Manual trouble shooting procedures; which includes check of quick-disconnect for hydraulic line; by the Contract Maintenance provider added to the later re-occurrence of the 'LG No Dispatch' EICAS message.
Narrative
Picked up aircraft from inbound Crew. We were waiting on the Ramp when the aircraft pulled up to the gate. Inbound Captain opened side window and said to stay away from brakes that they were all hot. I completed Walk-around of aircraft; could see that brakes were hot. Went up jetway; inbound Captain said that he had a caution message of 'LG No Dispatch' on the EICAS screen; we asked inbound crew to take care of logbook etc; which they did. Contract Maintenance was called out to the aircraft. There was a prior log entry of 'LG No Dispatch' prior to this one. Eventually after reset procedures were completed; the inbound crew said that the caution message cleared on its own. Maintenance said that it would be signed-off and we were good to go. The Captain and I were not satisfied with this as the # 1 Brake Temperature (temp) was 4 and the other 3 brakes were between 150 and 180 degrees centigrade. Captain talked with Maintenance Control and Dispatch about the problem. Company personnel wanted to defer to MEL that referenced bad temperature indication on the Multi Functional Display (MFD) and defer the indication of the MFD. Captain and I agreed that we thought that it was a Temp probe problem and it should be deferred under the bad Temp probe. While I was doing my duties; Captain informed me that per the MEL we would have to leave the gear down for seven minutes after takeoff. I immediately told Captain that anytime the gear is down; my concern was for second segment climb and engine failure. Captain had a conversation with Dispatch concerning this. Captain showed me the MEL and I read under the operation section that it stated if there is engine failure to raise the gear; and after obstacle clearance was met to lower the gear. The MEL concerning the Temp probe was added to the release with time and initials. We discussed the weather and performance and briefed that if we had an engine failure that we would raise the gear and continue with the special Engine Out Procedure. For the field conditions and performance for our MEL situation; we did not use the original printed takeoff and landing data and I requested new performance data via a takeoff data request through the ACARS. We received and used the new data. Engine performance used was a full power TO1 (Takeoff); Environmental Control System (ECS) on; Engine Anti-ice (EAI) on; Noflex Takeoff. We did not receive any further information from Dispatch. The weather at ZZZ was VFR sunny skies. I was to be the Pilot Flying (PF). Planned departing runway was 12. Upon departure; the climb was completed with the gear down for seven minutes. I maintained 210 KTS in the climb until the seven minutes expired. During the climb; we were never 3-4 miles from the airport; when we passed over the ZZZ VOR we were above 10000 feet. I called for gear up after the seven minutes; and we proceeded on the rest of the flight plan to ZZZ1. During taxi in at ZZZ1; we received a 'LG No Dispatch' caution message on the EICAS. Captain called Maintenance; and upon deplaning at the gate we were met by our Chief Pilot; I went out to do post-flight Walk-around. During this Walk-around I saw a number of Maintenance personnel around the left gear. Upon inquiry on what was going on; it turns out the # 1 Brake was cold to the touch; and a Mechanic told me that the Quick Disconnect lines were not totally engaged on the brake; and that there was no hydraulic pressure getting to the #1 Brake. He also informed me that this was the 3rd time that he has recently seen this problem. I asked if he meant the lines were dangling loose? He said no; just not engaged all the way and that they have a tendency to back off. I went back up the Jetbridge; told Chief Pilot about the brake; and he said that he was pulling us off the rest of our pairing; and that he would Dead-Head (DH) us back to ZZZ2 or release us in ZZZ1. I asked him; released until when? He said until your next report for your next trip.I do not know the specific procedures for the 'LG No Dispatch' or how maintenance clears this item; but when a recurring event such as this occurs I would think that a more through investigation is warranted of the problem. As far as my personal performance; I will definitely in the future recheck and double check all performance data when special conditions arise. If Dispatch thought that there was a problem with performance data I would have liked to have received some kind of notification; phone call/ ACARS; from them regarding the issue prior to departure.
Second reporter narrative
Aircraft arrived and the pilot had a discrepancy for a LG NO DISPATCH. I opened a work order for this and I called out-station maintenance to come and evaluate the problem. Also reported was that the #1 Brake Temperature indication was fluctuating and not similar to the other brake temperatures. On-call Maintenance evaluated the sensor and were unable to clear the discrepancy; so it was placed under MEL 32-47-01. The logbook was signed off at XA:30Z and we passed the information onto Dispatch highlighting the operational restrictions the MEL placed upon the aircraft. Also we informed Dispatcher that we would re-evaluate the situation if they were unable to dispatch the aircraft with this MEL and would proceed to remedy the malfunction by road trip with parts or other. We were told the situation for takeoff data was being handled by them and the MEL remained in effect. The next we heard was that the pilot took the aircraft without waiting for the appropriate data and we were unable to assist further. The aircraft departed before they had received the takeoff data for the restrictions with the MEL in place and the next opportunity we had to look at the aircraft was when it landed. Local maintenance discovered that a quick-disconnect hydraulic line was partially backed off causing the brake to not function; hence the brake temperature indication did not agree with those of the other brakes. At this point it was apparent that the brake temperature sensor was not causal of the malfunction.Maintenance Control issued the MEL based on the information we were given and didn't evaluate every other factor to the fullest. We were concentrating on the indication rather other brake system malfunctions that caused the indication. The aircraft departed before we could further troubleshoot the discrepancy.
NASA callback
Reporter stated his carrier uses a third party Technical service provider to relay technical and Performance data from their Dispatchers through ACARS. The paper MEL's they carry did not have any Performance data for a Brake Temperature MEL deferral; so they used the data they received from Dispatch that had only TO1 (Takeoff-1); ECS on and EAI (Engine Anti-ice On). The rest of the Performance restrictions were never relayed to them.Reporter stated he has his Mechanic's Airframe and Powerplant certificates and an Inspection Authorization (IA) rating. After the inbound Flight Crew arrived with the second repeat EICAS message of 'LG No Dispatch'; he noted the Contract Maintenance Mechanic had electrically shutdown the EMB-170 aircraft three times to get rid of the 'LG No Dispatch' message. Eventually the Brake Temp fault went away; most likely because the brakes had cooled down enough so that the differences in Brake Temperatures were reduced enough so that the fault would not reappear. There is no MEL deferral for an inoperative brake. All brakes are Carbon type.Reporter stated the Main Gear brakes Quick Disconnect hydraulic lines are a common problem; but the First and Second EICAS 'LG No Dispatch' message could have been resolved before they left ZZZ if their Technical provider and Dispatch; including the Contract Mechanic; had read the Fault Isolation Manual (FIM). For a 'LG No Dispatch' EICAS message; the FIM Manual specifically states for Maintenance to check the security of the Quick Disconnect connections on the brakes. That was never done until they arrived in ZZZ1 where they had company Mechanics who noted the # 1 Brake was cold to the touch and the Quick Disconnect not properly secured.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.