How much value do you give Braking Action reports?
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.
“… 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.
The world is not perfect, not without risk, never ‘ideal’; safety is about how these imperfections are managed, the use and application of knowledge.
Management’s view of OTD has no value in your defence.
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.
“… 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.
The world is not perfect, not without risk, never ‘ideal’; safety is about how these imperfections are managed, the use and application of knowledge.
Management’s view of OTD has no value in your defence.
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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.
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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.
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.
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.
Management’s view of OTD has no value in your defence.
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.
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.
The views in #27 increase concerns about the issues raised in #20. Do problems of seeking alternative views stem from individuals or management (SOPs, Ops Man), where the latter can influence the individual.
TA #22, makes an important point about ‘legal’ and safe. I prefer not to associate ‘legal’ with operating requirements; these may not have the same status as national law. Furthermore, there can be rare situations where operating manuals do not provide guidance or have a procedure for the required level of safety, thus it is necessary to deviate from the norm, i.e. not ‘legal’, but appropriate safety action is taken - judgement - a decision.
Re PIREPS; are the recent recommendations for TALPA widely known (only use to downgrade BA).
We should avoid using PIREPS because of their subjectivity, but in the absence of adequate technical alternatives are they being used to replace the need to evaluate the situation.
Has the TALPA information been published / adopted by regulators; are operators aware of these changes.
Is management safety action increasingly dependent on mandates opposed to recommendations, i.e. if not published then no action; thus shifting the responsibility for assessment of subjective or variable information to the flight crew.
For professional reading / info, re winds and braking action.
https://reports.nlr.nl/xmlui/ Search separately for ‘crosswind’ and ‘overrun’.
TA #22, makes an important point about ‘legal’ and safe. I prefer not to associate ‘legal’ with operating requirements; these may not have the same status as national law. Furthermore, there can be rare situations where operating manuals do not provide guidance or have a procedure for the required level of safety, thus it is necessary to deviate from the norm, i.e. not ‘legal’, but appropriate safety action is taken - judgement - a decision.
Re PIREPS; are the recent recommendations for TALPA widely known (only use to downgrade BA).
We should avoid using PIREPS because of their subjectivity, but in the absence of adequate technical alternatives are they being used to replace the need to evaluate the situation.
Has the TALPA information been published / adopted by regulators; are operators aware of these changes.
Is management safety action increasingly dependent on mandates opposed to recommendations, i.e. if not published then no action; thus shifting the responsibility for assessment of subjective or variable information to the flight crew.
For professional reading / info, re winds and braking action.
https://reports.nlr.nl/xmlui/ Search separately for ‘crosswind’ and ‘overrun’.
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Good grief, what a convoluted load of waffle.
Any Air Law student can tell you that the Operations Manual is a Legal Document, approved by the relevant authorities when issuing an AOC. Going against the OMA, (except in an emergency) means you're breaking the Law.
The rest of your post is unintelligible to an english speaker. Sorry.
I prefer not to associate ‘legal’ with operating requirements; these may not have the same status as national law.
The rest of your post is unintelligible to an english speaker. Sorry.
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