Narrative:

At XA30 local time, we had an aircraft swap with a crew that was ending their shift at mco airport. Scheduled departure time was XB55 for our flight. I was given a briefing by the captain and 1 MEL was noted. It was covering an open line in the florida system which is not my normal route system. As I did not have navigational charts for this area of the country and was unfamiliar, I had to rely on the first officer's charts and review our clearance and route. After completing this, I started the load manifest as the passenger were boarded. At the completion of the manifest, it was noted that we were 125 pounds over maximum ramp weight with a center of gravity too far aft. I instructed the ramp agents to off load the appropriate amount of baggage and made the correction on the manifest. A supervisor sent word to the rampers to off load 2 non-revenue passenger rather than off load baggage. Again, I made the correction to the manifest. The outside temperature was in the mid 90's and it was humid. This particular aircraft has no APU and the passenger were getting uncomfortable and agitated. I hastily finished the paperwork, started the engines, and proceeded with the flight. We completed four more legs with 15 min turns between flts. During this time I was not given any information, nor did I discover, most likely due to a high workload in a short period of time and under stress, that a repetitive inspection for a propeller electrical lead shorting would be due while the aircraft was in my possession. As a consequence, we overflew the inspection by 2 hours 42 mins.

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Original NASA ASRS Text

Title: FLC OF A BEECH 1900 AIRLINER, BE02, OVERSHOT REPETITIVE INSPECTION REQUIREMENT, COVERED BY AN MEL, DISCREPANCY ITEM AT THE START OF THEIR SCHEDULED FLTS. THE CAPT BELIEVES THAT IT WAS CAUSED BY THE SHORT TURN AROUND TIME WHEN TAKING OVER THE ACFT FROM ANOTHER CREW AND NOT PROPERLY EXAMINING THE ACFT LOGBOOK OR GIVEN AN ALERT BY ANYONE.

Narrative: AT XA30 LCL TIME, WE HAD AN ACFT SWAP WITH A CREW THAT WAS ENDING THEIR SHIFT AT MCO ARPT. SCHEDULED DEP TIME WAS XB55 FOR OUR FLT. I WAS GIVEN A BRIEFING BY THE CAPT AND 1 MEL WAS NOTED. IT WAS COVERING AN OPEN LINE IN THE FLORIDA SYS WHICH IS NOT MY NORMAL RTE SYS. AS I DID NOT HAVE NAVIGATIONAL CHARTS FOR THIS AREA OF THE COUNTRY AND WAS UNFAMILIAR, I HAD TO RELY ON THE FO'S CHARTS AND REVIEW OUR CLRNC AND RTE. AFTER COMPLETING THIS, I STARTED THE LOAD MANIFEST AS THE PAX WERE BOARDED. AT THE COMPLETION OF THE MANIFEST, IT WAS NOTED THAT WE WERE 125 LBS OVER MAX RAMP WT WITH A CTR OF GRAVITY TOO FAR AFT. I INSTRUCTED THE RAMP AGENTS TO OFF LOAD THE APPROPRIATE AMOUNT OF BAGGAGE AND MADE THE CORRECTION ON THE MANIFEST. A SUPVR SENT WORD TO THE RAMPERS TO OFF LOAD 2 NON-REVENUE PAX RATHER THAN OFF LOAD BAGGAGE. AGAIN, I MADE THE CORRECTION TO THE MANIFEST. THE OUTSIDE TEMP WAS IN THE MID 90'S AND IT WAS HUMID. THIS PARTICULAR ACFT HAS NO APU AND THE PAX WERE GETTING UNCOMFORTABLE AND AGITATED. I HASTILY FINISHED THE PAPERWORK, STARTED THE ENGS, AND PROCEEDED WITH THE FLT. WE COMPLETED FOUR MORE LEGS WITH 15 MIN TURNS BTWN FLTS. DURING THIS TIME I WAS NOT GIVEN ANY INFO, NOR DID I DISCOVER, MOST LIKELY DUE TO A HIGH WORKLOAD IN A SHORT PERIOD OF TIME AND UNDER STRESS, THAT A REPETITIVE INSPECTION FOR A PROP ELECTRICAL LEAD SHORTING WOULD BE DUE WHILE THE ACFT WAS IN MY POSSESSION. AS A CONSEQUENCE, WE OVERFLEW THE INSPECTION BY 2 HRS 42 MINS.

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.