Katerina Swanson
If a plane has too much fuel, it may be too heavy to land at its destination. In such cases, the plane may have to dump the excess fuel or circle the airport a few times to use up the fuel and get under the weight limit for landing. Fuel dumping is typically done at a certain altitude, usually between two and a half to five miles above the ground, to allow enough time for the fuel to evaporate.
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What You'll Learn
Fuel dumping or jettisoning
Most transport category aircraft have a maximum allowable takeoff weight that exceeds the corresponding maximum landing weight. Aircraft that do not meet regulatory engine-out climb requirements at maximum takeoff weight or lack structural provisions for "over-weight" landing capability are usually equipped with a fuel dumping system.
The process of fuel dumping is coordinated with air traffic control to ensure the safety of other aircraft. It is generally performed at a minimum altitude of 5,000 to 6,000 feet above ground level, allowing the fuel to evaporate or dissipate before reaching the ground. The average rate of fuel jettison must be at least 1% of the maximum weight per minute, and the total time required to reduce the aircraft's weight from maximum takeoff to maximum landing weight should not be less than 10 minutes.
Fuel dumping is a critical safety feature, but it can also be used for other purposes. For example, during air shows or fireworks displays, aircraft can perform a "dump-and-burn" manoeuvre, creating a spectacular flame combined with high speed. This practice is often referred to as "torching" or "zippos."
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Emergency landing
An emergency landing is a procedure used in exceptional circumstances that require a flight to land as soon as possible. This may be due to a number of reasons, including an aircraft being too heavy due to excess fuel.
In the case of Air Transat Flight 236, the plane lost all engine power over the Atlantic Ocean due to a fuel leak. The pilots were forced to make an emergency landing, gliding the plane to the ground. This was a successful landing, despite the aircraft suffering structural damage and some injuries being reported.
In another incident, Air Canada Flight 143, also known as the "Gimli Glider", the pilots were forced to divert to Winnipeg due to a suspected fuel pump failure. However, both engines failed, and the pilots were forced to land the plane with no engine power. The pilots used a forward slip to increase drag and reduce altitude, and the plane eventually landed safely with no serious injuries.
In the case of a bomb threat on an Air India flight, the plane was forced to make an emergency diversion and landing. The aircraft was over the maximum landing weight, so the crew had to quickly reduce the plane's weight to ensure a safe landing.
To avoid emergency landings due to weight restrictions, planes may dump fuel mid-air. While this may seem counterintuitive, it is a crucial safety measure in aviation.
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Structural damage
If a plane has too much fuel, it may be under its maximum takeoff weight but still too heavy to land at its destination. In such cases, the plane may have to undergo defueling before taking off.
If a plane is too heavy upon landing, it can suffer structural damage or even break apart. This is because the landing systems will be under far more stress than they are designed to withstand.
To avoid this, planes that are too heavy will dump fuel before landing, which reduces their weight and allows them to land safely. Fuel dumping is usually carried out at an altitude of 2.5 to 5 miles, which allows enough time for the fuel to evaporate.
In some cases, planes may also need to circle the airport several times to use up excess fuel before landing. This is only done if fuel dumping is not possible or practical.
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Weight restrictions
The maximum takeoff weight serves as a critical safety threshold, beyond which an aircraft may struggle to achieve and maintain flight. If a plane exceeds this limit, it may face challenges during takeoff and climb, potentially requiring a longer runway or favourable wind conditions to become airborne. In some cases, an aircraft that is too heavy may even be unable to take off at all.
The maximum structural landing weight, on the other hand, determines the heaviest weight at which a pilot is authorised to attempt landing. This limit is typically significantly lower than the maximum takeoff weight, as landing with excessive weight can exert excessive stress on the aircraft's structure and landing systems, potentially resulting in structural damage or even catastrophic failure during touchdown.
When an aircraft is faced with excess fuel, weight restrictions become a critical concern. In such scenarios, the plane may be within its maximum takeoff weight but exceed the maximum landing weight, necessitating actions to reduce weight prior to landing. This situation can arise when a long-haul aircraft is swapped onto a short-haul route, or when an aircraft needs to divert or return to the airport shortly after takeoff.
To address excess fuel and comply with weight restrictions, pilots have several options. One common method is fuel dumping or jettisoning, where fuel is released at a specified altitude, usually over unpopulated areas, to reduce weight rapidly. This technique is often employed in emergency situations when the aircraft needs to land sooner than anticipated. Alternatively, pilots may opt to circle the airport several times to burn off excess fuel before landing, ensuring they meet the weight requirements for a safe touchdown.
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Defuelling delay
Defueling delays occur when an aircraft is too heavy to take off due to having excess fuel on board. This can happen when an aircraft is scheduled and fuelled for a long-haul flight but is then swapped in for a short-haul flight. In such cases, the plane may be under its maximum takeoff weight but will be too heavy to land at its destination.
A defueling delay can also occur when an aircraft swap happens shortly before departure, leaving little time and few resources to defuel. It takes time to find empty trucks, divert them to an overweight aircraft, and reorganise the fuelling schedule for other aircraft. This can result in delays of 30 minutes to 2 hours while waiting for a fuel truck to arrive and defuel the aircraft.
In some cases, pilots may opt to burn off the excess fuel by flying low or sitting on the taxiway before takeoff. However, this may not always be possible, especially if there are curfew restrictions at the destination airport or if the aircraft is already carrying excess passengers and baggage.
The decision to incur a defueling delay or to proceed with the flight despite the weight restrictions depends on various factors and is judged on a case-by-case basis. While defueling delays can be frustrating for passengers, they are necessary to ensure the safe operation of the aircraft and to comply with weight restrictions at takeoff and landing.
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Frequently asked questions
If a plane has too much fuel, it will be too heavy to land and will need to either dump the excess fuel or burn it off by circling the airport a few times.
Landing a plane when it is above the maximum allowable weight is very dangerous, as the landing systems will be under a lot more stress than they are designed to handle. If a plane is too heavy, it risks structural damage or even breaking apart during landing.
Fuel dumping, or jettisoning, is normally done at a high altitude of around two and a half to five miles. At this altitude, the fuel has enough time to evaporate before reaching the ground. Air traffic controllers assign aircraft a bit of airspace in which to dump fuel, typically over unpopulated areas.
If a plane cannot dump fuel, it may have to wait and burn off the fuel, causing a delay. Alternatively, it may be able to burn off enough fuel by circling to land safely.
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