Maximum landing weight explained: how MLW differs from actual landing weight, what limits it, and what pilots do before an overweight landing.
Maximum landing weight (MLW) is the highest aircraft gross weight approved for a normal landing under the aircraft’s structural limitations. In real-world aviation, it is a limit, not a target. Exceeding it can increase landing-gear and airframe loads, approach speed, runway required, brake energy and post-landing inspection requirements.
What does maximum landing weight actually limit?
MLW is primarily a certified structural limit published in the aircraft flight manual or pilot’s operating handbook. Manufacturers may call it maximum structural landing weight or maximum design landing weight.
The limit reflects the loads that the landing gear, its attachment points, wings and fuselage are designed and certified to withstand during landing. Touchdown sink rate and technique still matter: a hard landing below MLW can cause damage, while a gentle overweight landing might not—but a smooth touchdown does not cancel the weight limitation.
| Weight term | What it means | How it is used |
|---|---|---|
| Maximum landing weight | The certified upper structural weight for normal landing | Compared with predicted and actual landing weight |
| Actual landing weight | The aircraft’s gross weight at touchdown, including remaining fuel | Used for approach speed and landing performance |
| Performance-limited landing weight | The highest weight allowed by runway, weather and aircraft performance | May be lower than structural MLW |
| Maximum take-off weight | The certified upper weight for take-off | Often higher than MLW, although not on every aircraft |
Transport aircraft commonly have an MLW below maximum take-off weight because they are expected to burn fuel before landing. Some smaller or short-range aircraft have identical take-off and landing limits.
Why does MLW matter on landing?
A heavier aircraft carries more energy and generally requires a higher approach speed, more runway and greater braking effort.
- Structural loads: More mass increases the forces transmitted through the landing gear and airframe during touchdown.
- Approach speed: Stall speed rises with weight, so VREF or VAPP normally rises as actual landing weight increases. Our explanation of weight-dependent approach speeds and flap decisions covers that relationship in detail.
- Landing distance: Higher weight usually increases touchdown speed and stopping distance, especially with a wet or contaminated runway, tailwind or reduced braking capability.
- Brake and tyre energy: The brakes must absorb more kinetic energy, increasing brake temperature and the risk of exceeding brake-energy limits.
- Go-around performance: Greater weight reduces climb performance, which can matter where terrain, obstacles or a failed system impose additional restrictions.
MLW alone does not guarantee that a runway is suitable. It is possible to be below structural MLW but above the maximum weight permitted by the available landing distance.
How do pilots calculate landing weight?
Predicted landing weight is take-off weight minus the fuel expected to be consumed before touchdown.
Basic planning calculation: predicted landing weight = take-off weight − planned trip fuel burn.
For example, an aircraft taking off at 68,000 kg and expected to burn 5,000 kg would have a predicted landing weight of 63,000 kg. If its MLW were 64,500 kg, the structural margin would be 1,500 kg—subject to runway and other performance limits.
Reserve fuel expected to remain aboard is part of landing weight and must not be subtracted. If the calculation begins with ramp weight rather than take-off weight, taxi fuel must also be accounted for. Our guide to aircraft weight calculations and fuel burn explains the wider calculation.
Can the permitted landing weight be lower than MLW?
Yes—the maximum permitted weight for a particular landing can be lower than the aircraft’s structural MLW.
Crews use the lowest applicable limit after considering:
- runway length, slope and elevation;
- headwind or tailwind;
- temperature and pressure altitude;
- dry, wet or contaminated runway conditions;
- braking, reverse thrust and spoiler availability;
- aircraft configuration or system failures;
- missed-approach climb and obstacle requirements.
This is why landing performance must be calculated for the expected conditions rather than inferred from MLW. The same principle is demonstrated in our guide to calculating A320 landing distance under changing conditions.
What happens if an aircraft must land overweight?
An overweight landing is a risk decision, not an automatic indication that the aircraft will fail.
If there is no immediate danger, the crew may hold to burn fuel, divert to a more suitable runway or jettison fuel when the aircraft is equipped and the procedure is authorised. If delaying the landing presents the greater hazard, the crew may land overweight using the aircraft’s applicable checklist and operating guidance.
Approach speed must be based on the actual weight, not capped at the speed for MLW. The priorities are a stable approach, controlled sink rate, touchdown in the correct zone and braking within approved limits. Afterwards, maintenance personnel may need to inspect the aircraft using recorded touchdown loads, landing severity and the manufacturer’s criteria.
In a simulator, damage and inspections may not be modelled, but the planning logic is the same. A detailed airliner add-on may display an overweight warning or calculate weight-based speeds; our A320 overweight-landing procedure for simulators shows how to handle that case.
Common maximum landing weight mistakes
Most errors come from comparing the wrong weight or treating a structural limit as a complete performance calculation.
- Comparing MLW with zero fuel weight instead of total aircraft gross weight.
- Subtracting all remaining fuel, including reserves that will still be aboard at touchdown.
- Using MLW rather than actual landing weight to calculate approach speed.
- Assuming that being below MLW guarantees enough runway.
- Believing a gentle touchdown makes an overweight landing compliant with normal limitations.
- Assuming every aircraft has an MLW lower than its maximum take-off weight.