Narrative:

As the first officer; I was the pilot not flying on this flight. I began the descent planning for den at about 70 NM from our top of descent. Upon running the data for landing on all the north runways in den; the performance data showed overweight for the weather conditions for landing. We ran several different scenarios; which included flaps 30 and 40. We concluded that we were overweight due to the approach climb limit [single engine go around with engine anti ice on]. The data included engine anti-icing on. When the anti-icing was selected off and the data was not overweight. We communicated this data to dispatch to have them double check and compute the data as well. The captain was handling the FMC messages to dispatch. It was from my understanding with the captain that with anti-icing off for landing; we would be legal and not overweight. During this time; I had asked the captain to get out the fom and I began looking at the performance section about the approach climb limit. I filled in the captain as to the information in the fom about this. I addressed my concerns about having the enroute icing selection highlighted; which showed overweight for the current conditions. He communicated to me that we were legal and it was either we land flaps 15 and have brake cooling issues or we land with the anti-icing off. I agreed that it was not a great idea to be thinking about landing flaps 15 under wet-good conditions. However; I still addressed the concerns that our data was different from what dispatch was telling us. The captain said that dispatch was showing us okay for the conditions. We continued the arrival and approach to runway 35L. We broke out of the clouds at 500 ft at which point I was commanded to select the engine anti-icing off. We landed with no issues and with an auto brake selection of 2. I was concerned about why the data would show overweight with the enroute icing selection highlighted and brought that issue up with the captain after landing. He assured me that we were fine and that we conducted the approach safely and legally with the help of dispatch.I think that there needs to be more attention paid to the type of aircraft being flown into IMC conditions into den with aircraft that are loaded heavily. We were scheduled to have a -700; however; during our ground time; we were notified of obtaining a -300 for the flight. I think there needs to be more attention paid from operations as to how the data is conducted when the release is being constructed.

Related reports:

Google
 

Original NASA ASRS Text

Title: B737-300 First Officer discovers during landing performance calculations that the aircraft is over weight for the approach due to destination altitude and the requirement for engine anti ice during the approach. Consultation with Dispatch convinces the Captain that they are not overweight and the approach is continued to landing with flaps 40.

Narrative: As the First Officer; I was the pilot not flying on this flight. I began the descent planning for DEN at about 70 NM from our Top of Descent. Upon running the data for landing on all the north runways in DEN; the performance data showed overweight for the weather conditions for landing. We ran several different scenarios; which included flaps 30 and 40. We concluded that we were overweight due to the approach climb limit [single engine go around with engine anti ice on]. The data included engine anti-icing on. When the anti-icing was selected off and the data was not overweight. We communicated this data to Dispatch to have them double check and compute the data as well. The Captain was handling the FMC messages to Dispatch. It was from my understanding with the Captain that with anti-icing off for landing; we would be legal and not overweight. During this time; I had asked the Captain to get out the FOM and I began looking at the performance section about the approach climb limit. I filled in the Captain as to the information in the FOM about this. I addressed my concerns about having the enroute icing selection highlighted; which showed overweight for the current conditions. He communicated to me that we were legal and it was either we land flaps 15 and have brake cooling issues or we land with the anti-icing off. I agreed that it was not a great idea to be thinking about landing flaps 15 under wet-good conditions. However; I still addressed the concerns that our data was different from what Dispatch was telling us. The Captain said that Dispatch was showing us okay for the conditions. We continued the arrival and approach to Runway 35L. We broke out of the clouds at 500 FT at which point I was commanded to select the engine anti-icing off. We landed with no issues and with an auto brake selection of 2. I was concerned about why the data would show overweight with the enroute icing selection highlighted and brought that issue up with the Captain after landing. He assured me that we were fine and that we conducted the approach safely and legally with the help of Dispatch.I think that there needs to be more attention paid to the type of aircraft being flown into IMC conditions into DEN with aircraft that are loaded heavily. We were scheduled to have a -700; however; during our ground time; we were notified of obtaining a -300 for the flight. I think there needs to be more attention paid from operations as to how the data is conducted when the Release is being constructed.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.