Narrative:

At departure time; the [ramp manager] called in inquiring about flight being displayed as an illegal aircraft; [ramp manager] could not finalize the cargo load plan. Load planner advised of tail heavy safety breach and gave the directive to the [ramp manager] to remove 1314 pounds of cargo from the aft compartment PIT6. In addition; the load planner readjusted the staging guide manifest by removing the 2 items of cargo at 1314 pounds and the auto finalization process. I advised the load planner to standby for the final call from the [ramp manager] advising that the cargo had been removed. While observing the load planning system; we noticed that ramp had finalized the staging guide manifest 3 times assuming that the freight had been removed from the rear of the aircraft. Final weights were sent. After flight departed the [ramp manager] called advising of non-removal of cargo--1314 lbs. He conveyed that he was cleared by his ramp supervisor advising him that the station ops coordinator relayed to him that the flight dispatcher and flight crew had worked something out and were good for takeoff. For this reason; the [ramp manager] reconfirmed that the cargo was never removed keeping the aircraft beyond a safety breach status. The operations shift manager; company load planning shift manager; ramp supervisor and the flight dispatcher were advised of the occurrence. Clarification was sent in after the ramp supervisor reiterated that the cargo was never removed from the aircraft. Flight took off with a tail heavy safety breach along with a 1314 lbs weight change. Communication is essence between our different types of frontline entities; in particular when confronted by such occurrences.

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Original NASA ASRS Text

Title: Dispatcher reports an aircraft departing with 1;300 pounds of cargo in the aft pit that was to be removed to comply with aircraft C.G. limits. Miscommunication between the parties involved allowed the aircraft to depart without the cargo being removed.

Narrative: At departure time; the [Ramp Manager] called in inquiring about flight being displayed as an illegal aircraft; [Ramp Manager] could not finalize the cargo load plan. Load Planner advised of tail heavy safety breach and gave the directive to the [Ramp Manager] to remove 1314 LBS of cargo from the aft compartment PIT6. In addition; the Load Planner readjusted the staging guide manifest by removing the 2 items of cargo at 1314 LBS and the auto finalization process. I advised the Load Planner to standby for the final call from the [Ramp Manager] advising that the cargo had been removed. While observing the Load Planning system; we noticed that ramp had finalized the staging guide manifest 3 times assuming that the freight had been removed from the rear of the aircraft. Final weights were sent. After flight departed the [Ramp Manager] called advising of non-removal of cargo--1314 lbs. He conveyed that he was cleared by his ramp supervisor advising him that the station ops coordinator relayed to him that the flight dispatcher and flight crew had worked something out and were good for takeoff. For this reason; the [Ramp Manager] reconfirmed that the cargo was never removed keeping the aircraft beyond a safety breach status. The Operations shift manager; Company Load Planning shift manager; Ramp supervisor and the flight dispatcher were advised of the occurrence. Clarification was sent in after the ramp supervisor reiterated that the cargo was never removed from the aircraft. Flight took off with a tail heavy safety breach along with a 1314 lbs weight change. Communication is essence between our different types of frontline entities; in particular when confronted by such occurrences.

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.