B737 Undifferentiated or Other Model
Flight Crew Last 90 Days 180; Flight Crew Total 794; Flight Crew Type 794
Situational Awareness
No Specific Anomaly Occurred All Types
Human Factors; Aircraft
After I spoke with Dispatch about my flight to DEN and upon arriving at the gate; I was informed by all of the gate agents that our flight was weight restricted and they were involuntarily removing 15-20 passengers. I asked who told them we were weight restricted and they told me 'it was Load Planning'. I explained to them that the DEN weather was not forecasting or currently experiencing icing conditions; which I and Dispatch discussed; so therefore we were not in fact weight restricted. I called Dispatch and explained the situation and she agreed with me that weather was not an issue in DEN. Like myself; the dispatcher was not aware of any restriction imposed by Load Planning. Dispatch communicated to Load Planning that there was no reason for the flight to be weight restricted so the restriction was lifted and all booked passengers were allowed to board. Flight was uneventful in VMC conditions. An FAA inspector occupied the jumpseat on this flight and he witnessed this entire episode. My concern is that this inspector may have the idea that I forced Load Planning and Dispatch to lift a required weight restriction; which is not the case. Apparently; Load Planning is taking it upon themselves to weight restrict all 737-900 flights into DEN during the colder months without notifying Dispatch or the Captains of those flights. This policy is creating unwarranted problems and delays for the DEN flights.
Gate agents informed us of an impending weight restriction applied locally by load planning due to a DEN arrival on 900 series aircraft. The consequence for this flight was removing over 15 passengers. At issue: is the go-around performance at high altitude airports specific to the B737-900; should icing conditions exist; this limits the climb capability for single engine operations. The Capt received no notification of this weight restriction from the flight paperwork (other than the departure gate agents). Subsequently; he called dispatch to verify the weight restriction. Generated earlier than departure time; release 1 initially showed possible en route icing but dispatch reviewed updated weather for our flight as well as loading information. After review; the flight dispatcher and the Capt now both noted en route and destination weather was free of icing conditions and the captain briefed me on this updated data. Therefore; the captain and dispatcher mutually concluded it was unnecessary to apply the weight restriction based on real time and forecast data. In doing so; the Capt was able to get all passengers accommodated on our flight. I find this to be an outstanding example coordination across company resources to yield a safe operation - rather than blindly applying a subset of rules. Takeoff and landing data was reviewed with dispatch and load planning and Flt was operated without incident to DEN. We had a FAA jumpseat observer who took keen note of this 900 series icing penalty. Prior to departure; the Capt also briefed the FAA observer concerning the dispatch circumstances used to conduct the flight and the FAA observer appeared satisfied with the explanation. Discussion also included a pending flight manual bulletin that offers an alternate flaps 5 go-around procedure to be utilized at airports like DEN which mitigates the weight restriction - pending because this bulletin is not authorized for use until all crews have been trained with the procedure. Based on the observations of the FAA observer; it is clear the FAA will review the loading parameters of the 737-900. After discussion and review; it is possible regulators could produce an interpretation that the 900 series weight restriction should be applied in all cases regardless of weather input until the alternate flaps 5 procedure is implemented.
B737-900 Flight Crew reported that load planning was routinely applying weight restrictions to 900 series aircraft destined for high altitude airports; without consideration of actual weather icing conditions at the destination. Should icing conditions exist; climb capability for single engine operations would be a consideration.