Originally Posted by
labbats
Agreed. That would only serve to underline why I question being dispatched to fly and land in it. Several flights a year are and few have the data to leave even if it is only light freezing rain.
Then again we scheduled many MD80 flights in Decmeber to places they are incapable of departing without a fuel stop (or at all) if contaminated.
We also classify fields that are snowing as wet runways.
I'll stop now.
It's legal to land in freezing rain. But the moment you do, you are grounded.
I presume from the discussion that followed your post that Allegiant uses aerodata TLRs.
For takeoff, the dispatcher can select the following-
DRY, WET, STANDING WATER, SLUSH, WET SNOW, DRY SNOW, COMPACTED SNOW, SLIPPERY, PTOW PLUS xxx, PTOW PLUS xxx TAILWIND, PTOW PLUS xxx WINDSHEAR, engine and wing anti-ice.
For landing
DRY, WET, SNOW, SLUSH, STANDING WATER, ICE. Then with or without thrust reverser credit which you compute normally without by reg but contaminated runways apparently it is legal to use thrust reverser credit (one of southwest airlines mishaps) and it seems to be grey area.
Assuming you have acars, you should be able to get these without dispatcher creating the correct TLR, no ??
I believe the definitions for these conditions are standard as well per aerodata I think.
One other thing, I think I recall seeing braking action reports on the TLR but generally you find the landing distance to be the identical number for a wet or snow covered runway depending on FAIR or POOR reported, ie its a guess.