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Old 1st Jun 2006, 15:41
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Bealzebub
 
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I might be missing something here, but wouldn't you just add the the contingency fuel to your max landing weight figure ( or any other method that suits ) and load fuel accordingly ? I appreciate that on any given day the loadsheet and the reality may well differ to some degree as it concerns the actual fuel burn. The former is obviously based on the planned situation. Clearly if the situation results in a fuel saving such that the max landing weight would be exceeded then that needs to be addressed to rectify the situation en-route.

1.The aircraft hasn't been operated illegally since the initial consideration would be the max take off weight. The fuel burn en-route can only be an estimate and can be modified as necessary to ensure the max landing weight is not exceeded when that landing actually takes place.

2.The loadmaster has falsified an official aviation document how ? The captain is responsible for signing the document and liasing with the dispatcher. If he decides it is acceptable to up the burn and likewise ensures the MLW will not be exceeded what is the problem ?

3. A bit of a nonstarter since the Captain is agreeing to an increased fuel burn the document is not "falsified". So unless this theoretical accident was as a result of actually landing overweight it would hardly seem relevant.

The main reasons for landing at MLW are because the sector length is relatively short or because of a desirabilty to tanker fuel. In the latter case there is little point in tankering to the limit if there is a reasonable chance of then having to burn off any fuel saved. A reduction to the tankered fuel would be sensible and justified in these circumstances. In the case of a MLW restriction that limits payload then that would only be an issue at the planning stage, since arriving with too much fuel would become apparant during the flight and the relevant action taken during the latter part of the cruise or descent.
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