UTA_FLYinghigh From Tunisia, joined Oct 2001, 6495 posts, RR: 47
Reply 1, posted (11 years 10 months 3 days 6 hours ago) and read 2150 times:
Dunno about MTW, but it is common procedure in airports with looong taxi/hold times for the crew to order extra fuel that actually places the aircraft over the MTOW (maximum take-off weight).
By the time the aircraft will be lined up and cleared for takeoff, the extra fuel will have been burnt off from the taxying/holding time.
Fly to live, live to fly - Air France/KLM Flying Blue Platinum, BMI Diamond Club Gold, Emirates Skywards
411A From United States of America, joined Nov 2001, 1826 posts, RR: 8
Reply 5, posted (11 years 10 months 3 days 1 hour ago) and read 2085 times:
Recall in the early 1960's, BOAC started B707 ops from LAX nonstop to LHR.
At the time, this was the longest nonstop jet transport route, and the operation was very limiting. 25L/07R had to be the departure runway (longest runway at the time, 12,000 feet) and the departure was at 10pm to be sure the ambient temperature was low.
Several times the aircraft arrived at the runway, only to have to sit there for awhile, burning off excess taxi fuel.
Found out just why some years later when I was flying these same particular 707 (non-fan) models...very long takeoff runs were the norm, and initial climb rate especially low.
AF started nonstop ORY service shortly thereafter, and would be 15+ miles west before reaching 2000msl.
FlightSimFreak From United States of America, joined Oct 2000, 720 posts, RR: 0
Reply 7, posted (11 years 10 months 2 days 22 hours ago) and read 2006 times:
Where did you get that information, BMAbound? I looked in my 172N POH and the only referance to something similar to that came in section 5 saying that the total fuel for start, taxi, and takeoff is 1.1 gallons. I do not see anything that gives maximum taxi weight.
Ben From Switzerland, joined Aug 1999, 1391 posts, RR: 48
Reply 9, posted (11 years 10 months 2 days 19 hours ago) and read 1956 times:
Incidentally, just how much of a difference would those 8 lbs make if one tried to take off at max ramp weight? Is it really that significant?
Probably not.. but that's a whole other can of worms. How big is the design safety margin? nobody but the designers know. Push it at your peril.
I doubt it would cause any problems, but if something did occur, it would invalidate the C of A and the insurance.
Light aircraft frequently operate over weight without any problems. To give you an idea of how 'accepted' it is, on my PPL skill test (we only have one skill test/check ride here, at the end) we were quite a bit over weight but the examiner gave me a symbolic weight to use for him, about half his real weight, just so the W&B calculation would work. So much for setting an example.