When does it burn fuel to carry fuel?
Join Date: Feb 2005
Location: flyover country USA
Age: 82
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I once heard of a carrier that ordered its 747s with all the structural upgrades for highest MTOW (820k# at the time), but with smaller brakes that capped MTOW at 785k# IIRC.
The strategy was the lesser MTOW would reduce landing fees, because the higher weight was not necessary for their current routes.
But the flexibility for future brake and MTOW upgrade was good to have in the hip pocket.
The strategy was the lesser MTOW would reduce landing fees, because the higher weight was not necessary for their current routes.
But the flexibility for future brake and MTOW upgrade was good to have in the hip pocket.
Join Date: Oct 2005
Location: USA
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I suppose you could do that. We have a few airplanes that are flexible stage II/stage III airplanes for a similiar reason (go Stage II where one can still do it, for the greater weight), and the stage III limits are flap limits for weight and noise. Accordingly, we take the higher speeds and higher brake wear under Stage III with a flap 25 restriction instead of flap 30, in order to meet the noise abatement and carry the greater load...but on some could revert to stage II if legal and able. It's really a paperwork shuffle by the FE.
If the route doesn't require the extra weight...I suppose it would work. I'd rather have the bigger brakes...but then I just drive, and don't pay the bills.
If the route doesn't require the extra weight...I suppose it would work. I'd rather have the bigger brakes...but then I just drive, and don't pay the bills.
