Modern commercial aircraft are certified to be able to land at any weight providing that the runway is long enough. The "overweight landing" QRH procedures for the 734 and A320 are correspondingly quite short, referencing mainly the approach reference and target speeds and adjusting for wet/contaminated surfaces.

This video (which by the way, deserves repeated watching - there is just so much to look at, e.g. the vortexes high above the wings and from the flap outboard trailing edges) unfortunately is clipped from shortly after the emergency response crews arrive until the aircraft vacates under it's own power.

This made me curious as to how the decision to taxi clear is made. Are there QRH/SOPs for this, either the operator or the airport?

My guess is that the fire fighters will check the bogies for any sign of fire and, coupled with the crew checking EICAS and the wheel and tyre temperatures and pressures, make a joint agreement that it is safe to vacate.

Following vacating, would the QRH/SOP be to stop when clear and allow extra time for cooling which could be a long time or, taxi to the stand?

Wouldn't taxying to the stand increase the risk of a fire starting even if there was none after it had stopped on the runway?

And that video, oh, watch it again.

Modern commercial aircraft are certified to be able to land at any weight providing that the runway is long enough. The "overweight landing" QRH procedures for the 734 and A320 are correspondingly quite short, referencing mainly the approach reference and target speeds and adjusting for wet/contaminated surfaces.

This video (which by the way, deserves repeated watching - there is just so much to look at, e.g. the vortexes high above the wings and from the flap outboard trailing edges) unfortunately is clipped from shortly after the emergency response crews arrive until the aircraft vacates under its own power.

This made me curious as to how the decision to taxi clear is made. Are there QRH/SOPs for this, either the operator or the airport?

My guess is that the fire fighters will check the bogies for any sign of fire and, coupled with the crew checking EICAS and the wheel and tyre temperatures and pressures, make a joint agreement that it is safe to vacate.

Following vacating, would the QRH/SOP be to stop when clear and allow extra time for cooling (which could be a long time) or taxi to the stand?

Wouldn't taxiing to the stand increase the risk of a fire starting even if there was none after it had stopped on the runway?

And that video, oh, watch it again.