8che, et al, "
More flap ?? on the take off roll in wind shear ?"
Precautions on take off are discussed on page 38-39 of the FAA reference #14.
Re flap, '
more flap provided greater performance for WS encounters on the runway, but lesser flap settings provided better performance for in-the-air WS encounters'.
An aircraft and situation dependent compromise - resolved by delaying departure.
Re
"…so do what you feel is the best you can on the day", this is a judgement based on knowledge, experience, training, guidance, etc, which must be balanced with a healthy respect of 'fear'.
This can be described as airmanship or common sense, neither of which has universal meaning, interpretation, or application. The best on the day is safe, again delay departure.
AerocatS2A,
Culture, etc. A reoccurring issue; in a perfect world we would not be fired, or if imperfect, we continue working for the wrong company - needs must.
Thus in the real world, pilots' require the judgement of Solomon and the skills of a 'Nelsonian eye'.
With an intolerant operator, for wind-shear conditions, protracted start and taxi procedures, or if pressured at the runway - a 'fictitious', intermittent, cargo door warning (the sort that an officious P2 doesn't see.)
Return to stand, have the door checked - by P2, outside in the wind, rain, and thunder.
Then seek views on wether the runway might be flooded - s/he would have to go outside agin for a 'puddle stomp test', or place 2 cents on the ground to judge water depth.
Wind-shear conditions and a flooded, limited distance, runway; a most likely combination for cb activity.
Thats 2 cents of experience; two people making sense of the situation.