Narrative:

At approximately 2;500 ft. We received an ACARS message that our hazmat paperwork was incorrect and needed to call dispatch; followed by a second message stating to continue to destination. Then ATC contacted us and was told that the company wanted us to return to departure airport. I requested rv and a descent from 10;000 ft. To 3;000 ft. For the ILS. A third message was sent to us from dispatch which stated the nature of the problem. I knew at that moment that the paperwork that was issued to the crew did not annotate what the true amount of dry ice was aboard according to dispatch message that we were over the maximum allowable by 57 lbs and that the dispatcher talked to the duty officer and he was wanted us to continue to destination. We contacted ATC that we could proceed to destination; leveled off at 5;000 ft. And waited for ATC to issue a new clearance to destination; which then we proceeded uneventfully to our original destination.according to dispatch; the dg paperwork did not annotate a position that contained dry ice and that we were over the dry ice supplemental procedure by 57 lbs. Attention to detail. I cannot know that something is wrong if the paperwork supplied to the crew is incorrect. There are many layers of trust that everyone is doing there job attentively and correct when dg paperwork is supplied to me. Especially when there is non accessible dg. Some other form of scrutinization or cross check may be required to prevent this from happening again.

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Original NASA ASRS Text

Title: B757-200 Captain reported inflight ACARS message regarding Hazmat documentation errors; including exceeding max allowed limitation as well as load location error.

Narrative: At approximately 2;500 ft. we received an ACARS message that our HAZMAT paperwork was incorrect and needed to call Dispatch; followed by a second message stating to continue to destination. Then ATC contacted us and was told that the company wanted us to return to departure airport. I requested RV and a descent from 10;000 ft. to 3;000 ft. for the ILS. A third message was sent to us from dispatch which stated the nature of the problem. I knew at that moment that the paperwork that was issued to the crew did not annotate what the true amount of Dry Ice was aboard according to Dispatch message that we were over the maximum allowable by 57 lbs and that the Dispatcher talked to the Duty Officer and he was wanted us to continue to destination. We contacted ATC that we could proceed to destination; leveled off at 5;000 ft. and waited for ATC to issue a new clearance to destination; which then we proceeded uneventfully to our original destination.According to Dispatch; the DG paperwork did not annotate a position that contained Dry Ice and that we were over the DRY ICE SUPPLEMENTAL procedure by 57 lbs. Attention to detail. I cannot know that something is wrong if the paperwork supplied to the crew is incorrect. There are many layers of trust that everyone is doing there job attentively and correct when DG paperwork is supplied to me. Especially when there is non accessible DG. Some other form of scrutinization or cross check may be required to prevent this from happening again.

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.