|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0001 To 0600|
|Locale Reference||airport : ord.airport|
|Altitude||msl single value : 35000|
|Controlling Facilities||artcc : zau.artcc|
|Operator||common carrier : air carrier|
|Make Model Name||A320|
|Operating Under FAR Part||Part 121|
|Flight Phase||cruise : level|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Experience||flight time last 90 days : 100|
flight time total : 4500
flight time type : 400
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Anomaly||non adherence : published procedure|
non adherence : far
non adherence : company policies
|Independent Detector||other other : 3|
|Resolutory Action||none taken : detected after the fact|
We were taxiing out and received our final numbers which indicated a zero fuel weight of 116;850 pounds. We plugged the numbers into the FMGC and were ok for a reduced thrust take off at a reduced temperature of 61 degrees. Our take off gross weight was 143;200 pounds which was under our allowable take off weight of 143;600 pounds. After leveling off at cruise; we received another final weight manifest; the zero fuel weight had gone up to 118;400 pounds. This made our actual take off gross weight 144;800 pounds. The reason for the weight going up was an addition in passenger count of 4. We had the flight attendants count the passenger on board and the second weight manifest which we received at cruise was accurate. We took off with reduced thrust but if we had known our actual weight before take off; obviously we would not have taken off reduced thrust. In this case; we did follow normal operating procedures with the information we had. Seems like; load planning dropped the ball as we received the secondary final weights after reaching cruise altitude. There is nothing we could have done differently. In my 5 plus years we have never received weights after reaching cruise. Normally; if there are updated weights we receive them while taxiing. Again; I don't know what happened; maybe the ACARS was delayed or maybe load planning dropped the ball. Either way I believe we followed standard operating procedures.
Original NASA ASRS Text
Title: AN A320 CREW RECEIVED REVISED WT AND BAL INFO IN FLT INDICATING THE ACFT WAS 1200 LBS TOO HEAVY FOR A REDUCED THRUST TKOF CONDUCTED EARLIER.
Narrative: WE WERE TAXIING OUT AND RECEIVED OUR FINAL NUMBERS WHICH INDICATED A ZERO FUEL WT OF 116;850 LBS. WE PLUGGED THE NUMBERS INTO THE FMGC AND WERE OK FOR A REDUCED THRUST TAKE OFF AT A REDUCED TEMP OF 61 DEGS. OUR TAKE OFF GROSS WT WAS 143;200 LBS WHICH WAS UNDER OUR ALLOWABLE TAKE OFF WEIGHT OF 143;600 LBS. AFTER LEVELING OFF AT CRUISE; WE RECEIVED ANOTHER FINAL WT MANIFEST; THE ZERO FUEL WEIGHT HAD GONE UP TO 118;400 LBS. THIS MADE OUR ACTUAL TAKE OFF GROSS WEIGHT 144;800 LBS. THE REASON FOR THE WT GOING UP WAS AN ADDITION IN PAX COUNT OF 4. WE HAD THE FLIGHT ATTENDANTS COUNT THE PAX ON BOARD AND THE SECOND WT MANIFEST WHICH WE RECEIVED AT CRUISE WAS ACCURATE. WE TOOK OFF WITH REDUCED THRUST BUT IF WE HAD KNOWN OUR ACTUAL WT BEFORE TAKE OFF; OBVIOUSLY WE WOULD NOT HAVE TAKEN OFF REDUCED THRUST. IN THIS CASE; WE DID FOLLOW NORMAL OPERATING PROCS WITH THE INFORMATION WE HAD. SEEMS LIKE; LOAD PLANNING DROPPED THE BALL AS WE RECEIVED THE SECONDARY FINAL WTS AFTER REACHING CRUISE ALT. THERE IS NOTHING WE COULD HAVE DONE DIFFERENTLY. IN MY 5 PLUS YEARS WE HAVE NEVER RECEIVED WTS AFTER REACHING CRUISE. NORMALLY; IF THERE ARE UPDATED WTS WE RECEIVE THEM WHILE TAXIING. AGAIN; I DON'T KNOW WHAT HAPPENED; MAYBE THE ACARS WAS DELAYED OR MAYBE LOAD PLANNING DROPPED THE BALL. EITHER WAY I BELIEVE WE FOLLOWED STANDARD OPERATING PROCS.
Data retrieved from NASA's ASRS site as of January 2009 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.