Narrative:

On jul/xx/94 I was operating from den to rap. My position was first officer on an emb-120 brasilia operated by air carrier under a code share. The captain was one of the most senior emb-120 capts at air carrier. He has a reputation for taking short cuts, not using checklists, and failing to follow company procedures. I arrived at the aircraft approximately 20 mins prior to departure time. At approximately 15 mins prior to departure, I advised one of the ramp personnel that we would be weight restr due to temperatures in the low 90 degree F range. Using our tabular form of weight and balance, our restr would be approximately 23 passenger and 30 bags out of the aircraft's maximum capacity of 30 passenger and 50 bags. I then went on to get our flight's IFR clearance to rapid city. The captain showed up approximately 10 mins prior to departure. I advised him of our restr weight to which he responded 'I don't think so.' he then waved a ramper and agent over to the aircraft and told them to fill up the aircraft, there would be no restr . I advised the captain that, under the best circumstances, a full load would place us 2000 pounds over the maximum gross takeoff weight listed in the performance data. He said that he felt it was cooling down and that the temperature was cooler than that listed on the ATIS. I called clearance delivery and asked for the current tower temperature. It was the same as reported by ATIS. The captain asked for several restr weights at temperatures cooler than the present. Temperature provided by ATIS and clearance delivery. I had started to fill out the load manifest when I advised that there was no way we could carry his requested passenger and bag load within the weight limits. He then took the manifest and calculated the weight and balance himself with the admonishment not to say anything. He handed the copy of the manifest to the agent. Start up and taxi were normal followed by further admonishments and a dissertation on how he was helping the company. After completing our climb checks out of 12000 ft, I completed the flight log. The manifest prepared by the captain failed to show the passenger count. The weight corresponded to between 25 and 26 passenger although 30 were on board. The restr weight corresponded to 88 degrees at 24100 pounds although I believe the temperature was 92- 94 degrees F with a weight restr of about 23280 pounds. Weights for approximately 30 bags and only 1600 pounds of fuel were listed. This was 480 pounds of bags and 400 pounds less of fuel than actual. As a result, we were more than 1500 pounds over our maximum gross takeoff weight. Other than an excessive takeoff roll, the flight was fortunately uneventful.

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Original NASA ASRS Text

Title: AN ACR CAPT INSISTED ON AN OVERWT TKOF.

Narrative: ON JUL/XX/94 I WAS OPERATING FROM DEN TO RAP. MY POS WAS FO ON AN EMB-120 BRASILIA OPERATED BY ACR UNDER A CODE SHARE. THE CAPT WAS ONE OF THE MOST SENIOR EMB-120 CAPTS AT ACR. HE HAS A REPUTATION FOR TAKING SHORT CUTS, NOT USING CHKLISTS, AND FAILING TO FOLLOW COMPANY PROCS. I ARRIVED AT THE ACFT APPROX 20 MINS PRIOR TO DEP TIME. AT APPROX 15 MINS PRIOR TO DEP, I ADVISED ONE OF THE RAMP PERSONNEL THAT WE WOULD BE WT RESTR DUE TO TEMPS IN THE LOW 90 DEG F RANGE. USING OUR TABULAR FORM OF WT AND BAL, OUR RESTR WOULD BE APPROX 23 PAX AND 30 BAGS OUT OF THE ACFT'S MAX CAPACITY OF 30 PAX AND 50 BAGS. I THEN WENT ON TO GET OUR FLT'S IFR CLRNC TO RAPID CITY. THE CAPT SHOWED UP APPROX 10 MINS PRIOR TO DEP. I ADVISED HIM OF OUR RESTR WT TO WHICH HE RESPONDED 'I DON'T THINK SO.' HE THEN WAVED A RAMPER AND AGENT OVER TO THE ACFT AND TOLD THEM TO FILL UP THE ACFT, THERE WOULD BE NO RESTR . I ADVISED THE CAPT THAT, UNDER THE BEST CIRCUMSTANCES, A FULL LOAD WOULD PLACE US 2000 LBS OVER THE MAX GROSS TKOF WT LISTED IN THE PERFORMANCE DATA. HE SAID THAT HE FELT IT WAS COOLING DOWN AND THAT THE TEMP WAS COOLER THAN THAT LISTED ON THE ATIS. I CALLED CLRNC DELIVERY AND ASKED FOR THE CURRENT TWR TEMP. IT WAS THE SAME AS RPTED BY ATIS. THE CAPT ASKED FOR SEVERAL RESTR WTS AT TEMPS COOLER THAN THE PRESENT. TEMP PROVIDED BY ATIS AND CLRNC DELIVERY. I HAD STARTED TO FILL OUT THE LOAD MANIFEST WHEN I ADVISED THAT THERE WAS NO WAY WE COULD CARRY HIS REQUESTED PAX AND BAG LOAD WITHIN THE WT LIMITS. HE THEN TOOK THE MANIFEST AND CALCULATED THE WT AND BAL HIMSELF WITH THE ADMONISHMENT NOT TO SAY ANYTHING. HE HANDED THE COPY OF THE MANIFEST TO THE AGENT. START UP AND TAXI WERE NORMAL FOLLOWED BY FURTHER ADMONISHMENTS AND A DISSERTATION ON HOW HE WAS HELPING THE COMPANY. AFTER COMPLETING OUR CLB CHKS OUT OF 12000 FT, I COMPLETED THE FLT LOG. THE MANIFEST PREPARED BY THE CAPT FAILED TO SHOW THE PAX COUNT. THE WT CORRESPONDED TO BTWN 25 AND 26 PAX ALTHOUGH 30 WERE ON BOARD. THE RESTR WT CORRESPONDED TO 88 DEGS AT 24100 LBS ALTHOUGH I BELIEVE THE TEMP WAS 92- 94 DEGS F WITH A WT RESTR OF ABOUT 23280 LBS. WTS FOR APPROX 30 BAGS AND ONLY 1600 LBS OF FUEL WERE LISTED. THIS WAS 480 LBS OF BAGS AND 400 LBS LESS OF FUEL THAN ACTUAL. AS A RESULT, WE WERE MORE THAN 1500 LBS OVER OUR MAX GROSS TKOF WT. OTHER THAN AN EXCESSIVE TKOF ROLL, THE FLT WAS FORTUNATELY UNEVENTFUL.

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.