In the past I have landed overweight with the 737. Reason was uncontrollable hot air coming from both packs (70c/50c) on a hot summer day. I tried to go high first to cool them down unsuccessfully. Was about 8 tons overweight on landing, used the whole (long) runway, no autobrake, flaps 30, full reverse used brakes only to exit.

The heat was so intense I had to open the cockpit door and keep it open while descending. When at low altitude I even turned left pack off. Brake cooling was checked for the landing weight, no issues if brakes applied blo 100 kts.

Of course the fleet chief pilot had to ask why I landed overweight, I replied I could not hold and wait for the first passenger to die or the avionics to fail to declare an emergency. I changed aircraft and continued. The inspection was done, I was flying the same aircraft the next day. Cabin sensor problem.

It really helps if the company supports a "captain's discretion" decision.

My earlier post dumping fuel in the 727 with a radar problem was when our major airline was encouraging landing overweight if it was as safe as dumping fuel. I couldn't see how landing overweight was as safe as dumping so did it. Never got called in on it because I think the FAA would have taken my side. My friend did the opposite in a 757 and landed overweight with the crash trucks out because of company policy. Go figure? If you return to the same airport you took off at you don't need to even bother with go around performance because you had it on takeoff. I know a lot of our Latin American flights with all their carry ons made us over MLW but on paper we weren't. I still think it is no big deal with plenty of runway. In 23,000 hrs of flying I have never come close to going off the end. I don't think any of you guys have either. We all try to stay legal but we aren't out there weighing the freight and baggage.

Falco Charlie
 

Why not go bleeds off under 10K?