Narrative:

Approximately XA52 on sep/thu/99, captain called asking where his closeout was. The load agent working the flight informed me that the final cargo numbers were not entered yet, and there was a chance the flight might be over the maximum ramp weight. When the final cargo numbers were finally received by the load agent, she became suspicious as to the figure entered by cargo in eze. Further examination by loads revealed that the final cargo weight entered, 18491 pounds, brought the aircraft to maximum ramp weight, to the pound. As a result the load agent had a load lead investigate the numbers. All this time the aircraft remained on the taxiway, awaiting takeoff. After several 3-WAY satcom calls with the captain, lead load agent and myself it was determined that, based on the closeout numbers provided by eze, the flight was within maximum allowable ramp weight and authority/authorized for takeoff. As a precaution, an off-load audit was set up for the aircraft upon arrival at jfk. Shortly before taxiing out to the departure runway, the first officer informed me via satcom that eze operations had changed the cargo weights for a second time. Being that the aircraft was on an active taxiway the entire time of this incident, neither the captain, load agent, or myself was sure how cargo weights could be changed. Based on this, all parties agreed that aircraft should return to the gate for a closer examination of the closeout numbers. After returning to the gate, it was discovered that a container of cargo, not authority/authorized by the load agent, was loaded. That container was removed and the flight redeparted for jfk.

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Original NASA ASRS Text

Title: CREW HAD SUSPICIOUS WT AND BAL INFO.

Narrative: APPROX XA52 ON SEP/THU/99, CAPT CALLED ASKING WHERE HIS CLOSEOUT WAS. THE LOAD AGENT WORKING THE FLT INFORMED ME THAT THE FINAL CARGO NUMBERS WERE NOT ENTERED YET, AND THERE WAS A CHANCE THE FLT MIGHT BE OVER THE MAX RAMP WT. WHEN THE FINAL CARGO NUMBERS WERE FINALLY RECEIVED BY THE LOAD AGENT, SHE BECAME SUSPICIOUS AS TO THE FIGURE ENTERED BY CARGO IN EZE. FURTHER EXAMINATION BY LOADS REVEALED THAT THE FINAL CARGO WT ENTERED, 18491 LBS, BROUGHT THE ACFT TO MAX RAMP WT, TO THE POUND. AS A RESULT THE LOAD AGENT HAD A LOAD LEAD INVESTIGATE THE NUMBERS. ALL THIS TIME THE ACFT REMAINED ON THE TXWY, AWAITING TKOF. AFTER SEVERAL 3-WAY SATCOM CALLS WITH THE CAPT, LEAD LOAD AGENT AND MYSELF IT WAS DETERMINED THAT, BASED ON THE CLOSEOUT NUMBERS PROVIDED BY EZE, THE FLT WAS WITHIN MAX ALLOWABLE RAMP WT AND AUTH FOR TKOF. AS A PRECAUTION, AN OFF-LOAD AUDIT WAS SET UP FOR THE ACFT UPON ARR AT JFK. SHORTLY BEFORE TAXIING OUT TO THE DEP RWY, THE FO INFORMED ME VIA SATCOM THAT EZE OPS HAD CHANGED THE CARGO WTS FOR A SECOND TIME. BEING THAT THE ACFT WAS ON AN ACTIVE TXWY THE ENTIRE TIME OF THIS INCIDENT, NEITHER THE CAPT, LOAD AGENT, OR MYSELF WAS SURE HOW CARGO WTS COULD BE CHANGED. BASED ON THIS, ALL PARTIES AGREED THAT ACFT SHOULD RETURN TO THE GATE FOR A CLOSER EXAMINATION OF THE CLOSEOUT NUMBERS. AFTER RETURNING TO THE GATE, IT WAS DISCOVERED THAT A CONTAINER OF CARGO, NOT AUTH BY THE LOAD AGENT, WAS LOADED. THAT CONTAINER WAS REMOVED AND THE FLT REDEPARTED FOR JFK.

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.