It means I talk too much.

A Co. for whom I worked in the later 1990's, bought some DC10's. During the approval process, it came to the attention of an inspector that, flight plan fuel burns were consistently less than actual burn totals recorded at block in. Further investigation revealed this to be the case for both fleets. As part of their surveillance duties, the certificate management team elected to meet arriving flights on a Saturday night and send all boarded positions (pallets) to scales verified accurate for this purpose. Many came in above the value indicated on the load sheets used for calculating W&B. Two of the outstations were especially prone to these errors. Both of these station managers resigned.

Non-sked freighters often depart with TOGW adjusted immediately before loading to maximize payload for field conditions, packs off. Conflicts can arise when things like runway change, wind shift, rain shower or temperature rise during a delay creep into the equation after closing the doors for push.

Not in this game anymore but my impression, at least for US operators, SMS and improved reporting has really begun to pay off for crews working outside protection of the big contracts.