Narrative:

Aircraft weight after receipt of final weights was 838;000 pounds. Max gross weight 875;000 pounds. Mac 17%; trim 7.8. During taxi-out; a 'stabilizer greenband' EICAS and 'stabilizer greenband' status message appeared. This is an indication to us that there is a weight and balance issue. We performed the procedure in our manual; which did not satisfactorily resolve the issue. We contacted maintenance control who recommended we return to the gate.maintenance and load planning were advised of the situation. After about 30 minutes at the gate; we had not been contacted by maintenance or load planning; however a new mrd appeared on our printer; deferring the nose gear pressure switch as inoperative. No physical inspection of the cargo compartment was performed; only a review of the load plan and the paperwork involved. We immediately called to have a mechanic come to talk with us. In addition; we called operations and asked that a physical check of the actual cargo loading be performed. The 2 men who loaded the aircraft; along with a supervisor came to the cockpit and advised us that the containers were loaded correctly according to their paperwork. In the meantime; a mechanic came on board; looked at our trim indicator and the green band; and determined the nose gear pressure switch was indeed working. He also performed a maintenance test through the CDU on that switch and confirmed the proper operation of the switch.we asked load planning to figure a way to re-weigh and/or move cargo containers to get the aircraft into proper weight and balance. They insisted their numbers were correct and refused to do anything further. This EICAS message was there for a reason. This aircraft was potentially not in a safe configuration to fly. I officially refused the aircraft. In speaking with flight managers they agreed with our decision. There is no way to determine what the outcome of a takeoff attempt would have been; whether it would have been uneventful; resulted in a tail strike; or worse. The fact that load planning was unwilling to work with us not only caused this flight and several down the line to cancel but could have seriously jeopardized the safety of the flight.

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Original NASA ASRS Text

Title: B747 Captain reported refusing to fly an aircraft when he received a 'STAB GREENBAND' EICAS alert on taxi out and Load Planning refused to change the load.

Narrative: Aircraft weight after receipt of final weights was 838;000 LBS. Max gross weight 875;000 LBS. MAC 17%; Trim 7.8. During taxi-out; a 'STAB GREENBAND' EICAS and 'STAB GREENBAND' status message appeared. This is an indication to us that there is a weight and balance issue. We performed the procedure in our manual; which did not satisfactorily resolve the issue. We contacted Maintenance Control who recommended we return to the gate.Maintenance and Load Planning were advised of the situation. After about 30 minutes at the gate; we had not been contacted by Maintenance or Load Planning; however a new MRD appeared on our printer; deferring the nose gear pressure switch as inoperative. No physical inspection of the cargo compartment was performed; only a review of the load plan and the paperwork involved. We immediately called to have a mechanic come to talk with us. In addition; we called operations and asked that a physical check of the actual cargo loading be performed. The 2 men who loaded the aircraft; along with a Supervisor came to the cockpit and advised us that the containers were loaded correctly according to their paperwork. In the meantime; a Mechanic came on board; looked at our trim indicator and the green band; and determined the nose gear pressure switch was indeed working. He also performed a maintenance test through the CDU on that switch and confirmed the proper operation of the switch.We asked Load Planning to figure a way to re-weigh and/or move cargo containers to get the aircraft into proper weight and balance. They insisted their numbers were correct and refused to do anything further. This EICAS message was there for a reason. This aircraft was potentially not in a safe configuration to fly. I officially refused the aircraft. In speaking with flight managers they agreed with our decision. There is no way to determine what the outcome of a takeoff attempt would have been; whether it would have been uneventful; resulted in a tail strike; or worse. The fact that Load Planning was unwilling to work with us not only caused this flight and several down the line to cancel but could have seriously jeopardized the safety of the flight.

Data retrieved from NASA's ASRS site 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.