Narrative:

The aircraft was a late inbound, so we did a quick turn. The first officer filled out the load manifest and handed it to me (captain) to look over and sign off. During this time there were a lot of distrs going on with trying to get set up, walkaround, checklists, jump seaters, and missing information to fill out the load manifest. Both the first officer and captain overlooked that the takeoff weight was over and not under the maximum takeoff weight requirement. We did the same for the landing weight -- something that should have been caught, but with all the distrs was overlooked. Taxied out and took off with no problems. During flight, I was checking the computer (FMS) and noticed that we would be overweight for landing. Rechked the paperwork and found our error. Slowed the aircraft down and held until the computer showed we were under maximum structural landing weight before we started the approach into rap. Made the softest landing possible and taxied to the gate. Both first officer and captain did a postflt walkaround to make sure there was no structural damage and at the request of maintenance control, a mechanic did the same and signed the aircraft logbook off as being checked and in good condition. Part of our company's fleet has load planners for this reason. Unfortunately, our aircraft does not have load planners. I think that would help greatly reduce incidents like these from happening.

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Original NASA ASRS Text

Title: ACR CREW DEPARTS FROM DEN OVERWT.

Narrative: THE ACFT WAS A LATE INBOUND, SO WE DID A QUICK TURN. THE FO FILLED OUT THE LOAD MANIFEST AND HANDED IT TO ME (CAPT) TO LOOK OVER AND SIGN OFF. DURING THIS TIME THERE WERE A LOT OF DISTRS GOING ON WITH TRYING TO GET SET UP, WALKAROUND, CHKLISTS, JUMP SEATERS, AND MISSING INFO TO FILL OUT THE LOAD MANIFEST. BOTH THE FO AND CAPT OVERLOOKED THAT THE TKOF WT WAS OVER AND NOT UNDER THE MAX TKOF WT REQUIREMENT. WE DID THE SAME FOR THE LNDG WT -- SOMETHING THAT SHOULD HAVE BEEN CAUGHT, BUT WITH ALL THE DISTRS WAS OVERLOOKED. TAXIED OUT AND TOOK OFF WITH NO PROBS. DURING FLT, I WAS CHKING THE COMPUTER (FMS) AND NOTICED THAT WE WOULD BE OVERWT FOR LNDG. RECHKED THE PAPERWORK AND FOUND OUR ERROR. SLOWED THE ACFT DOWN AND HELD UNTIL THE COMPUTER SHOWED WE WERE UNDER MAX STRUCTURAL LNDG WT BEFORE WE STARTED THE APCH INTO RAP. MADE THE SOFTEST LNDG POSSIBLE AND TAXIED TO THE GATE. BOTH FO AND CAPT DID A POSTFLT WALKAROUND TO MAKE SURE THERE WAS NO STRUCTURAL DAMAGE AND AT THE REQUEST OF MAINT CTL, A MECH DID THE SAME AND SIGNED THE ACFT LOGBOOK OFF AS BEING CHKED AND IN GOOD CONDITION. PART OF OUR COMPANY'S FLEET HAS LOAD PLANNERS FOR THIS REASON. UNFORTUNATELY, OUR ACFT DOES NOT HAVE LOAD PLANNERS. I THINK THAT WOULD HELP GREATLY REDUCE INCIDENTS LIKE THESE FROM HAPPENING.

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.