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.

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.

What is this 'margin of error'. It's not written in my OMA. I've never heard of it. Can you quantify it?
Or should I just assume.....oh, wait.....

Yes I've gotten pretty good at it after all these years. Never scratched the paintwork. But now you're backing away from that fundamentalist refusal to even consider a braking action PIREP.

Of course not - so you work with that in mind.

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’.

I also apply regional rules - medium in Europe is far better than medium in Russia ;))