Narrative:

Flight diverted to mci for a passenger experiencing chest pain. An emergency was declared and a landing was made at 121000 pounds. This weight happens to correspond to the maximum landing weight for the medium large transport. We were flying an medium large transport X with a maximum landing weight of 114000 pounds. Since I am relatively new to this aircraft type and the bulk of my flying has been in the type Y, it did not hit me at the time that the landing weight was a problem. The workload during the turnaround was very heavy. I had to arrange for an ambulance, off line handling, new dispatch release, fuel, manual weight and balance, and other phone calls and paper work associated with the medical emergency. In addition to that I had to insure that the emergency medical kit still had the minimum supplies required and that we had the minimum number of portable oxygen bottles for dispatch. All of this was done between XA00 and XB00 after flying from las vegas. It wasn't until I was en route to pit that I realized that an over weight landing had been made and an inspection was required. The aircraft was written up in pit and an inspection was performed with no problems found. While I predominantly blame myself as PIC for this oversight, I feel the support structure of a part 121 operation failed as well, i.e., first officer, dispatcher, moc. Supplemental information from acn 237362: after ill passenger was deplaned, captain told me to supervise fuel loading for rest of trip. He was finally able to gain entry to company operations and talk with the dispatcher. My only concern at the time was to direct and oversee fuel loading per his instructions. Upon fuel loading the captain returned and we departed to pit. Once airborne and at cruise we discussed reports and notifications. I asked him what the dispatcher said and he made reference to the over weight landing. He stated he thought landing weight was 121000 pounds (which it is for an medium large transport series Y). I should have said something while on the ground in mci. To be perfectly honest, it did not occur to me. Next time this situation happens I will speak up. I've been an first officer for 2 jet carriers in my career and this is the first time I have declared an emergency for anything. It was a real experience. But the dispatcher should have been more aware in referencing the over weight landing and the captain should remember the type aircraft, and I need to speak up!

Related reports:

Google
 

Original NASA ASRS Text

Title: FLC OF MLG ACR ACFT MADE AN OVER WT LNDG DUE TO A SICK PAX AND SUBSEQUENT TKOF WITHOUT HAVING THE ACFT INSPECTED AND SIGNED OFF BY MAINT.

Narrative: FLT DIVERTED TO MCI FOR A PAX EXPERIENCING CHEST PAIN. AN EMER WAS DECLARED AND A LNDG WAS MADE AT 121000 LBS. THIS WT HAPPENS TO CORRESPOND TO THE MAX LNDG WT FOR THE MLG. WE WERE FLYING AN MLG X WITH A MAX LNDG WT OF 114000 LBS. SINCE I AM RELATIVELY NEW TO THIS ACFT TYPE AND THE BULK OF MY FLYING HAS BEEN IN THE TYPE Y, IT DID NOT HIT ME AT THE TIME THAT THE LNDG WT WAS A PROB. THE WORKLOAD DURING THE TURNAROUND WAS VERY HVY. I HAD TO ARRANGE FOR AN AMBULANCE, OFF LINE HANDLING, NEW DISPATCH RELEASE, FUEL, MANUAL WT AND BAL, AND OTHER PHONE CALLS AND PAPER WORK ASSOCIATED WITH THE MEDICAL EMER. IN ADDITION TO THAT I HAD TO INSURE THAT THE EMER MEDICAL KIT STILL HAD THE MINIMUM SUPPLIES REQUIRED AND THAT WE HAD THE MINIMUM NUMBER OF PORTABLE OXYGEN BOTTLES FOR DISPATCH. ALL OF THIS WAS DONE BTWN XA00 AND XB00 AFTER FLYING FROM LAS VEGAS. IT WASN'T UNTIL I WAS ENRTE TO PIT THAT I REALIZED THAT AN OVER WT LNDG HAD BEEN MADE AND AN INSPECTION WAS REQUIRED. THE ACFT WAS WRITTEN UP IN PIT AND AN INSPECTION WAS PERFORMED WITH NO PROBS FOUND. WHILE I PREDOMINANTLY BLAME MYSELF AS PIC FOR THIS OVERSIGHT, I FEEL THE SUPPORT STRUCTURE OF A PART 121 OP FAILED AS WELL, I.E., FO, DISPATCHER, MOC. SUPPLEMENTAL INFO FROM ACN 237362: AFTER ILL PAX WAS DEPLANED, CAPT TOLD ME TO SUPERVISE FUEL LOADING FOR REST OF TRIP. HE WAS FINALLY ABLE TO GAIN ENTRY TO COMPANY OPS AND TALK WITH THE DISPATCHER. MY ONLY CONCERN AT THE TIME WAS TO DIRECT AND OVERSEE FUEL LOADING PER HIS INSTRUCTIONS. UPON FUEL LOADING THE CAPT RETURNED AND WE DEPARTED TO PIT. ONCE AIRBORNE AND AT CRUISE WE DISCUSSED RPTS AND NOTIFICATIONS. I ASKED HIM WHAT THE DISPATCHER SAID AND HE MADE REF TO THE OVER WT LNDG. HE STATED HE THOUGHT LNDG WT WAS 121000 LBS (WHICH IT IS FOR AN MLG SERIES Y). I SHOULD HAVE SAID SOMETHING WHILE ON THE GND IN MCI. TO BE PERFECTLY HONEST, IT DID NOT OCCUR TO ME. NEXT TIME THIS SIT HAPPENS I WILL SPEAK UP. I'VE BEEN AN FO FOR 2 JET CARRIERS IN MY CAREER AND THIS IS THE FIRST TIME I HAVE DECLARED AN EMER FOR ANYTHING. IT WAS A REAL EXPERIENCE. BUT THE DISPATCHER SHOULD HAVE BEEN MORE AWARE IN REFING THE OVER WT LNDG AND THE CAPT SHOULD REMEMBER THE TYPE ACFT, AND I NEED TO SPEAK UP!

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.