Narrative:

Aircraft was dispatched clt, stl, cid. Nearing cid became aware that primary runway was closed and that weight was in excess of maximum dry weight for available runway, runway 13-31. Neither I nor dispatcher noted that main runway would be closed at expected time of our arrival. Descended to lower altitude and extended flaps and gear early to burn off additional fuel. Landed below maximum dry landing weight. However, I had signed dispatch release with weight limit that was too high. Our company has no flight planning area at clt. Planning is done at check in gate. Agent was busy and there were many distrs and passenger interruptions. WX document for clt-stl segment was furnished but 1 for stl-cid was not. Computer terminal was available after request to agent. Dispatch release was through stl to cid. Because of time limits distrs, etc, I did not thoroughly review stl-cid segment data at clt and did not realize primary runway would be closed at time of arrival. I did thoroughly review data during stop at stl but incorrectly interpreted time on NOTAM to be in local rather than zulu time. Accordingly, the release weight I accepted was in excess of that which would allow landing with normal fuel burn below maximum dry weight for short runway 13-31. When I became aware of error, in addition to burning additional fuel, I notified dispatch for their information. Suggest that all NOTAMS, including company NOTAMS, always be in zulu time to eliminate confusion. Also, recommend a depicted flight planning area be available to minimize distrs. Also suggest that first officer's be actively involved in planning process as a xchk. The first officer on this trip did not carefully review such data even though I had requested he do so, both flight planning and flying should be a team act.

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Original NASA ASRS Text

Title: ACFT GROSS WT TOO HIGH FOR LEGAL DISPATCH TO DEST ARPT DUE TO TIME INTERP FOR RWY CHANGE IN PROGRESS. FLT DEPARTED EXCEEDING THAT RWY WT LIMITATION FOR LNDG.

Narrative: ACFT WAS DISPATCHED CLT, STL, CID. NEARING CID BECAME AWARE THAT PRIMARY RWY WAS CLOSED AND THAT WT WAS IN EXCESS OF MAX DRY WT FOR AVAILABLE RWY, RWY 13-31. NEITHER I NOR DISPATCHER NOTED THAT MAIN RWY WOULD BE CLOSED AT EXPECTED TIME OF OUR ARR. DSNDED TO LOWER ALT AND EXTENDED FLAPS AND GEAR EARLY TO BURN OFF ADDITIONAL FUEL. LANDED BELOW MAX DRY LNDG WT. HOWEVER, I HAD SIGNED DISPATCH RELEASE WITH WT LIMIT THAT WAS TOO HIGH. OUR COMPANY HAS NO FLT PLANNING AREA AT CLT. PLANNING IS DONE AT CHK IN GATE. AGENT WAS BUSY AND THERE WERE MANY DISTRS AND PAX INTERRUPTIONS. WX DOCUMENT FOR CLT-STL SEGMENT WAS FURNISHED BUT 1 FOR STL-CID WAS NOT. COMPUTER TERMINAL WAS AVAILABLE AFTER REQUEST TO AGENT. DISPATCH RELEASE WAS THROUGH STL TO CID. BECAUSE OF TIME LIMITS DISTRS, ETC, I DID NOT THOROUGHLY REVIEW STL-CID SEGMENT DATA AT CLT AND DID NOT REALIZE PRIMARY RWY WOULD BE CLOSED AT TIME OF ARR. I DID THOROUGHLY REVIEW DATA DURING STOP AT STL BUT INCORRECTLY INTERPRETED TIME ON NOTAM TO BE IN LCL RATHER THAN ZULU TIME. ACCORDINGLY, THE RELEASE WT I ACCEPTED WAS IN EXCESS OF THAT WHICH WOULD ALLOW LNDG WITH NORMAL FUEL BURN BELOW MAX DRY WT FOR SHORT RWY 13-31. WHEN I BECAME AWARE OF ERROR, IN ADDITION TO BURNING ADDITIONAL FUEL, I NOTIFIED DISPATCH FOR THEIR INFO. SUGGEST THAT ALL NOTAMS, INCLUDING COMPANY NOTAMS, ALWAYS BE IN ZULU TIME TO ELIMINATE CONFUSION. ALSO, RECOMMEND A DEPICTED FLT PLANNING AREA BE AVAILABLE TO MINIMIZE DISTRS. ALSO SUGGEST THAT FO'S BE ACTIVELY INVOLVED IN PLANNING PROCESS AS A XCHK. THE FO ON THIS TRIP DID NOT CAREFULLY REVIEW SUCH DATA EVEN THOUGH I HAD REQUESTED HE DO SO, BOTH FLT PLANNING AND FLYING SHOULD BE A TEAM ACT.

Data retrieved from NASA's ASRS site as of July 2007 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.