PantLoad quote;
..... If so, when was the last time the rubber was cleaned off the runway?
Question: What was the condition of the other end of the runway....
rubber deposits....water depth?
Question: Was the tailwind component (the actual tailwind component) what was reported, or was it greater than reported?
Question: Was the wind gusting? That is to ask, was the touchdown speed higher than Vref?
Question: Did the runway have standard grooving? Non-standard grooving? When was that cleaned?
Question: Did the crew fly the aircraft perfectly? Did they land exactly on speed, exactly at the proper touchdown point?
Question: What was the condition of the tires? Where the treads worn? When was the last tire pressure check?
Question: Did the speed brake auto-deploy correctly? Or, did the crew make a 'greaser' landing on a 'floating' runway, and have to pull the speed brake themselves?
Question: Did the spool up time for the engines into thrust reverse occur promptly? Or, was there a second or two delay, as there sometimes is?
Question: Did the anti-skid system work properly?
Question: Did the aircraft weigh more than the load sheet stated? During Christmas, many times the overhead bins are so full of XXXX, the plane surely weighs at least 1000 lbs more.
Question: According to 'the charts', would the aircraft have enough runway to land considering: contaminated runway, rubber-coated runway ends, higher-than-reported aircraft weight, higher than Vref touchdown speed, etc., etc. (You get the idea.)
Just retired, after 37 years of incident-free, accident-free, violation-free flying....hell, I never realized how incompetent I truly am....
(OK, I'm ready for more insults!!!!)
Fly safe,
PantLoad
Thank you Pantload, those are all the appropriate, pertinent, and looming real-world questions that the Chart and Tables crowd I hope asks themselves and considers when they're poo-pooing landing with a tailwind on a wet runway where there's possible ponding and a more likely chance of hydroplaning even on airspeed due to higher groundspeed at touchdown. No strut compression, WOW, and/or wheel spin-up means no/or delayed spoiler deployment, therefore reduced braking effectiveness, not to mention antiskid probs. Those systems provide the crucial, immediate stopping power for the aircraft, not TRs.
Deriding those concerns by pretending they only apply to "light aircraft because big jet aircraft have charts" is a major sign of inexperience and/or disconnect from the real world where conditions exist that aren't conveniently found in the Performance Section.