Originally Posted by
alf5071h
RW,
Re “A pilot who has just landed on a waterlogged runway has a better understanding of the runway condition than a pilot waiting to take-off.
The assumption in this is how his perception relates to yours. How can you relate landing performance with pre takeoff assessment; wt, aircraft type, brake and reverser selection and use, tyre condition.
So you're saying that if a PIREP from a pilot at a reputable airline tells you the braking action is POOR, and there is no other source of information on braking action - it is worthless. Really? I'd like to read the accident report if you slid off the RWY after ignoring it.
“… crosswind … has the margin of error in wind reporting been considered; how close is this to being just within a limit. Similarly with braking action; would the safety margin or decision change with a slightly lower braking action.
What is this 'margin of error'. It's not written in my OMA. I've never heard of it. Can you quantify it?
Or should I just assume.....oh, wait.....
The world is not perfect, not without risk, never ‘ideal’; safety is about how these imperfections are managed, the use and application of knowledge.
Yes I've gotten pretty good at it after all these years. Never scratched the paintwork. But now you're backing away from that fundamentalist refusal to even consider a braking action PIREP.
Management’s view of OTD has no value in your defence.
Of course not - so you work with that in mind.
If the airline wants you to provide evidence that braking action was insufficient, will the PIREP from the preceding aircraft do? In that case, PIREPs serve a valuable purpose: arse protection.
Exactly.
Cover your ass. Keep your job. Stay alive.
All three are possible. We do it every day.
By the way - there are numerous references in our OMA to getting and making PIREPS.