Narrative:

I was the first officer on a scheduled airport 135 commuter flight from sps to dfw. We were advised by the company that we would have approximately 7 passengers for the flight. Based on that we had the airplane fueled to 1850 pounds. After passenger boarding, the agent handed us the load manifest. We were surprised to see that we had 12 passengers, which is more than we can carry with 1850 pounds of fuel. I determined that it was necessary to remove 1 passenger and 3 bags to bring the aircraft down to maximum gross weight. This was complied with and we subsequently completed the flight without incident. After landing at dfw, I looked at the weight and balance form again and found that I had made a mistake. In determining how much weight must be removed, I only considered the maximum takeoff weight and not the maximum landing weight. As a result our landing at dfw was considerably overweight, even though the takeoff was legal. Contributing factors: we were running behind schedule and I was under stress to quickly complete the weight and balance. Because I was rushed, I completely forgot to check for compliance with the maximum landing weight. Solution: in the future I will not allow schedules to interfere with proper and careful completion of all paperwork. It is just as important to comply with the FARS when behind schedule as it is when you are on time.

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Original NASA ASRS Text

Title: COMMUTER SMT MADE AN OVERWT LNDG AT DFW.

Narrative: I WAS THE FO ON A SCHEDULED ARPT 135 COMMUTER FLT FROM SPS TO DFW. WE WERE ADVISED BY THE COMPANY THAT WE WOULD HAVE APPROX 7 PAXS FOR THE FLT. BASED ON THAT WE HAD THE AIRPLANE FUELED TO 1850 POUNDS. AFTER PAX BOARDING, THE AGENT HANDED US THE LOAD MANIFEST. WE WERE SURPRISED TO SEE THAT WE HAD 12 PAXS, WHICH IS MORE THAN WE CAN CARRY WITH 1850 POUNDS OF FUEL. I DETERMINED THAT IT WAS NECESSARY TO REMOVE 1 PAX AND 3 BAGS TO BRING THE ACFT DOWN TO MAX GROSS WT. THIS WAS COMPLIED WITH AND WE SUBSEQUENTLY COMPLETED THE FLT WITHOUT INCIDENT. AFTER LNDG AT DFW, I LOOKED AT THE WT AND BAL FORM AGAIN AND FOUND THAT I HAD MADE A MISTAKE. IN DETERMINING HOW MUCH WT MUST BE REMOVED, I ONLY CONSIDERED THE MAX TKOF WT AND NOT THE MAX LNDG WT. AS A RESULT OUR LNDG AT DFW WAS CONSIDERABLY OVERWT, EVEN THOUGH THE TKOF WAS LEGAL. CONTRIBUTING FACTORS: WE WERE RUNNING BEHIND SCHEDULE AND I WAS UNDER STRESS TO QUICKLY COMPLETE THE WT AND BAL. BECAUSE I WAS RUSHED, I COMPLETELY FORGOT TO CHK FOR COMPLIANCE WITH THE MAX LNDG WT. SOLUTION: IN THE FUTURE I WILL NOT ALLOW SCHEDULES TO INTERFERE WITH PROPER AND CAREFUL COMPLETION OF ALL PAPERWORK. IT IS JUST AS IMPORTANT TO COMPLY WITH THE FARS WHEN BEHIND SCHEDULE AS IT IS WHEN YOU ARE ON TIME.

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.