Question for 757 Pilots
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Join Date: Feb 2005
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Question for 757 Pilots
As an ATCO I was taught that the 757 is designed for landing at max weight and has no facility for dumping fuel.
A situation arose yesterday with a 757 diverting back with engine problems and I was "TOLD" by my manager to ask if it would be an overweight landing.
A heated discussion ensued with my stating categorically, based on my training, that the 757 is designed so that after departure it can land at any weight.
Am I wrong?
A situation arose yesterday with a 757 diverting back with engine problems and I was "TOLD" by my manager to ask if it would be an overweight landing.
A heated discussion ensued with my stating categorically, based on my training, that the 757 is designed so that after departure it can land at any weight.
Am I wrong?
Join Date: Mar 2002
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But it is still considered an overweight landing if landing above the maximum landing mass stated for the aircraft - in my company a mixture of 90T and 95T depending on which aircraft it is. An overweight landing would be undertaken in a circumstance where holding and burning fuel off to MLM would be inappropriate - e.g. you're on fire!
Choice by the designer.
You need a fuel dumping system if, after a MTOW take off, you are not at your max landing weight after 15 minutes flying. You can design a structure/gear so that you can land at max gross, but if you restrict your max ldg weight to something lower, you can save weight to allow more pax/cargo/revenue.
You need a fuel dumping system if, after a MTOW take off, you are not at your max landing weight after 15 minutes flying. You can design a structure/gear so that you can land at max gross, but if you restrict your max ldg weight to something lower, you can save weight to allow more pax/cargo/revenue.
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Is it not the case that ANY twin engined aircraft MUST be able to land at it's maximum take off weight??
Although dumping fuel is certainly an advantage for the heavies (B777, A330), it may still need to land immediately after take off due to fire, without time to dump fuel...
As stated before, companies have a 'maximum landing weight' that is used for everyday planning, and hence payload (revenue) capacity!!
Although dumping fuel is certainly an advantage for the heavies (B777, A330), it may still need to land immediately after take off due to fire, without time to dump fuel...
As stated before, companies have a 'maximum landing weight' that is used for everyday planning, and hence payload (revenue) capacity!!
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We can land both the 757 and 767 at max weight in certain circumstances. The 767 has a max take off of 181400Kg and a max landing weight of 136000Kg. If you dump all of the centre tank fuel (which is the only tank you can dump) you can still be overweight.
The 757 has a max take off weight of 99700Kg (artificially limited, it can be as much as 124000Kg) and a max landing of 90000Kg with no dump capability (this can also vary).
In overweight cases, you have to be of the opinion that a greater emergency will exist if you hang around.
Anything over the max landing weight is considered an overweight landing - more of a problem obviously with a 767 at max weight. It might not necessarily mean anything dramatic, but it could mean a heavier landing, greater risk of an overrun or brake fire.
A overweight landing check is required if you land over max landing weight - although no problems may have occurred.
The 757 has a max take off weight of 99700Kg (artificially limited, it can be as much as 124000Kg) and a max landing of 90000Kg with no dump capability (this can also vary).
In overweight cases, you have to be of the opinion that a greater emergency will exist if you hang around.
Anything over the max landing weight is considered an overweight landing - more of a problem obviously with a 767 at max weight. It might not necessarily mean anything dramatic, but it could mean a heavier landing, greater risk of an overrun or brake fire.
A overweight landing check is required if you land over max landing weight - although no problems may have occurred.
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Does anybody know if ETP's found in performance data are in knowledge of the respective TMA ATCO!
SIMPLY if lost an engine when executing the ETP do the air traffic controllers know what you are doing and where you are going!
SIMPLY if lost an engine when executing the ETP do the air traffic controllers know what you are doing and where you are going!
