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Boeing 767 Overweight Landing Questions  
User currently offlineRyDawg82 From United States of America, joined Sep 2001, 873 posts, RR: 7
Posted (6 years 10 months 2 weeks 4 days 3 hours ago) and read 7404 times:


Just curious what all is involved after a aircraft, in this case a B767-300, makes a overweight landing. For example, making a air return shortly after takeoff with a medical emergency.

I know that a overweight landing inspection is required, but what all is inspected. Also can these checks be performed while loaded with cargo and pax? Given that in this case there was not a mechanical issue causing the turnback, is it required to download the aircraft first?

Additionally, how do landing speeds vary for the full load. Any examples of a 767-300 at typical landing speeds versus say full cargo/pax + 8 hours fuel?

Thanks for the information,

You can take the pup out of Alaska, but you can't take the Alaska out of the pup.
3 replies: All unread, jump to last
User currently offlineOly720man From United Kingdom, joined May 2004, 7154 posts, RR: 11
Reply 1, posted (6 years 10 months 2 weeks 2 days 19 hours ago) and read 7248 times:

Some discussion here


It would seem that the severity of the landing would determine whether the inspection is visual (soft landing) or rather more involved (landing above a certain g loading).

Otherwise the circumstances would dictate any procedures followed after landing.

As for speeds, the fuel is around 30-40% of the take-off weight. The pilots here will say whether the landing is faster and/or the flare is to a higher pitch angle.

wheat and dairy can screw up your brain
User currently offlineLongHauler From Canada, joined Mar 2004, 6059 posts, RR: 43
Reply 2, posted (6 years 10 months 2 weeks 2 days 15 hours ago) and read 7210 times:

As stated above, it works in stages.

The AME's check out the FMS to see the vertical speed/Gforce on landing, if it is below a certain point, the check ends.

If not, they go further, opening some panels in succession. Again, if no evidence of damage is found, it ends.

If evidence of some stress is found, then usually the passengers and cargo/baggage are deplaned and the aircraft is grounded pending further inspection.

Every overweight landing I have performed has ended after stage one of the maintenance inspection. The landing was smooth, they are happy, we continue.

As Vspeeds are predicated on aircraft weight, usually the speeds are higher than one would normally see in normal operation. Technique would dictate that the nose attitude is a little lower, as with the higher speeds, combined with the fine Boeing wing of the B767-300 the aircraft has a tendency to "balloon" and normally runway length is a consideration with the heavier weights.

Just as an aside, most of our B767-300s are equipped with fuel dump capability, and when time is not limiting, we will dump fuel for lower speed and shorter runway requirements. So far, I have only performed this task in the simulator!  Smile

Just because I stopped arguing, doesn't mean I think you are right. It just means I gave up!
User currently offlineDispatchguy From United States of America, joined Jan 2006, 1281 posts, RR: 2
Reply 3, posted (6 years 10 months 2 weeks 2 days 14 hours ago) and read 7183 times:

Keep in mind that most aircraft have a stipulation that if the vertical speed is less than 360 fpm at touchdown, no overweight inspection is required.

Still write the overweight landing up, but in the write up include the actual landing weight and vert speed at touchdown.

Nobody screws you better than an airline job!
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