There is an allowable tolerance on the difference between expected refuel and actual refuel figure, on a -400 at some airlines that difference can be as much as 2 tonnes.
Yes there is. But it does NOT make it legal if that difference takes you over the MTOW. That M stand for MAXIMUM, and there is no way you can legally depart if the information at hand indicates you exceed it.
Well, I work for a European LCC. Six sector days and 20min turn-arounds. And if the load sheet ZFW+ the fuel on the gauges exceeds either the performance limited TOW or the structural, we don't go. period. It was the same in Ansett and has been in every operation I have been aware of.
So if this guy was a T**T for burning off 400kg, just how much over MTOW do YOU deem acceptable?
Do you know of any case where any regulator has thrown the book at the Captain for this sort of thing?
Read the report on the DC3 that went into Sydney Harbour. They nailed the Captain to the wall even though he was following company approved procedures.
the crew of QF1 (fore) kept their jobs didn't they, and they appear to have done everything wrong.
So your ethos is "Well, I'll probably get away with it, so to hell with the rules!!"??
Honestly, Messiah, you have a mis-conception as to how seriously most professtional pilots take adherence to the rules, and for one very good reason. Cover your A**E!!
Have you noticed the lack of any replys which agree with your take on things?