Originally Posted by safetypee
So what happens if other operational regulations do not agree with EU-OPS (e.g FAR 121).
The more restrictive applies. because the operator must comply both with the operating limitations stated in the AFM
and with the operating rules that apply to his operation.
P.S.
(1) The whole 'damp runway' issue strikes me as somewhat academic. When a runway dries up after a rain shower, it goes through a phase where it is not not really wet, nor quite dry, but could be considered to be 'damp'. Is there a special test before it is declared 'dry'? How often does an airplane have to wait for the runway to be declared dry, because its weight is such that can legally take off from that runway when dry, but not from the same runway when wet?
(2) "the UK CAA state that wet grooved is not ‘effectively dry’" As I read it, the UK CAA state that they do not have have the means that would enable them to certify that the maintenance of a particular runway will ensure that 'effectively dry' runway friction is maintained when wet.
(3) A simple definition of a wet runway: If you sit down on it and it feels wet, then it is wet.