Our System
CM. I would just like to say that your closure on this thread is fine. In our system the Captain is ultimately responsible for his flight and accordingly he his given a flight plan to guide him on his way with relevant weather and notam briefs etc. The person in charge of operations during his shift is aware of his flight,progress and anticipated problems.
As and when problems arise operations make direct communications with the Captain or vice versus and enter into discussions as to what the company would like him to do and the Captain will then follow those requests if at all possible or will overide based on his own initiative.
All companies have their own minima for a given strip except when state minima applies. The normal policy is to make an approach when marginal weather applies and it is perfectly normal to have two attempts before diverting. I have known many times when the whole of the UK is marginal with only Prestwick in Scotland being totally clear. If one creates an environment of not being allowed to make an approach, would, in many cases ground all UK's airlines.
Captains have to be given the discretion to make an approach and if this is taken away from them by regulations or other persons (who cannot see conditions at a particular field) then our little island industry could well collapse.
Take the Channel Islands for instance that can have a cloud base that undulates giving a wave like flow. You get the actual which to all intents and purposes tells you that the weather is out......a good operations man will in the meantime communicate directly with local ATC/Ground Staff and by discussion will recommend to the Captain that they operate the schedule.
The Captain again evaluates the weather and monitors the progress of other aircraft ahead of him as to if they got in or not. There is no risk in such operations because you overshoot when you reach minima.
In regard to comments regarding costly fuel burns and the environment etc
When an aircraft diverts and ends up off location with no slip crew and no replacement aircraft the snow ball delays can continue for many days resulting in stranded pax, crew running out of hours, difficult ground transportation due to fog on the roads etc etc and in some cases causing a night stop. The financial situation becomes critical owing to not being able to clear the backlog and renders some aircraft AOG because company engineers cannot attend to the aircraft that would normally transit via base etc etc
One could argue this issue until the cows come home.......our system is fine
and in general I think our professionalism in using common sense is the better option.....it is not unsafe to operate in such a way as we all work together as a team with a 50/50 contribution.
Hope we can lay this matter to rest now
Peter