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.