Narrative:

At the end of my trip; I had been reassigned to operate ZZZ1-ZZZ instead of deadheading. The previous day's flight did not operate due to a sick call. Upon arriving at the aircraft all paperwork-fuel slip; weight manifest and the notoc (notice to captain) was already onboard and the plane was fully loaded. Upon reviewing the notoc; I saw flight [from previous day] was still annotated on the notoc. I made the incorrect assumption that all the paperwork had been left from the previous day; as the flight did not operate. What I missed was that the aircraft registration number was also wrong.I reviewed the dg's (dangerous goods) onboard; their positions and then lined through and corrected the flight number on both notoc's. I then told the load supervisor the flight number was incorrect and the change I had made. He said that was acceptable. Approximately 5 hours into the flight; we received a level 1-SEL fwd temperature off alert for the forward lower pit. That caused me to want to review the notoc simply as a precaution due to the higher temperature in the forward pit. Upon review of the notoc; I realized the aircraft registration number was incorrect. I then contacted flight control to tell them it appeared we had the wrong notoc. They verified the number of dg's onboard; which did not match the notoc we had. They then sent us a proper summary of our dg's and the position on our aircraft. They also advised ramp control to reprint the proper notoc for the offload. In the future; I will more carefully review not only the dg's onboard but also all the appropriate 'header' information to verify the notoc is correct for the aircraft I am on. I will also not make the assumption that the paperwork remained the same due to a departure delay.

Related reports:

Google
 

Original NASA ASRS Text

Title: MD-11 Captain reported discovering the incorrect Hazmat documents during cruise.

Narrative: At the end of my trip; I had been reassigned to operate ZZZ1-ZZZ instead of deadheading. The previous day's flight did not operate due to a sick call. Upon arriving at the aircraft all paperwork-fuel slip; weight manifest and the NOTOC (Notice to Captain) was already onboard and the plane was fully loaded. Upon reviewing the NOTOC; I saw flight [from previous day] was still annotated on the NOTOC. I made the incorrect assumption that all the paperwork had been left from the previous day; as the flight did not operate. What I missed was that the aircraft registration number was also wrong.I reviewed the DG's (Dangerous Goods) onboard; their positions and then lined through and corrected the flight number on both NOTOC's. I then told the Load Supervisor the flight number was incorrect and the change I had made. He said that was acceptable. Approximately 5 hours into the flight; we received a level 1-SEL FWD TEMP OFF alert for the forward lower pit. That caused me to want to review the NOTOC simply as a precaution due to the higher temperature in the forward pit. Upon review of the NOTOC; I realized the aircraft registration number was incorrect. I then contacted flight control to tell them it appeared we had the wrong NOTOC. They verified the number of DG's onboard; which did not match the NOTOC we had. They then sent us a proper summary of our DG's and the position on our aircraft. They also advised ramp control to reprint the proper NOTOC for the offload. In the future; I will more carefully review not only the DG's onboard but also all the appropriate 'Header' information to verify the NOTOC is correct for the aircraft I am on. I will also not make the assumption that the paperwork remained the same due to a departure delay.

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.