tut-tut: Ah, the sound of me feeling guilty
Yet it seems that Airbus limits the field for it's products to 9,81 ms-2 scenarios. This way they never will sell a nut to Virgin Galactic.
NoD: Puzzling, is it not? I operate comparative A319, certified with multiple MTOW. Provided by manufacturer, page in the bible, section limitations, gives multiple mass variants for max taxi and TOW. MZFW, minimum W and FLW remain unchanged for each of the MTOWs. A note reads:
Multiple MTOW are certified. A placard fitted on the aircraft must reflect the current MTOW.
If I understand correctly, you provide services to a very cost savvy operator. All companies attempt to save any €-cent, but only few extend the efforts beyond
"industry's best practice" such as fitting an extra pair of owerwing exits. The cockpit placard from last-year aircraft gives only MTOM, this year's (msn 3043&3094) have also MZFW and MLW included. Until today I presumed it was introduced for pilots to have all data at one spot, however now it seems that it may have been done on purpouse as probably some charges could be tied to MLW/MZFW.
To keep thread on track to it's final station, the Airbus Bible - section Limitations also reads:
"In exceptional circumstances (inflight turnback or diversion), an immediate landing at weight above maximum landing weight is permitted, provided the pilot follows the overweight landing procedure."
Even if it did not, there's another base-rule we all surely do have coded in our DNA: ICAO Annex 2 to THE Convention:
2.4 AUTHORITY OF PILOT-IN-COMMAND OF AN AIRCRAFT: The pilot-in-command shall have final authority as to the disposition of the aircraft while in command.
FD
(the un-real)