Narrative:

Arrived yyz gate and got paperwork. Plane full and preliminary takeoff weight arrived aircraft at yyz. Snowed all morning. Preliminary takeoff weight 145700 pounds. Checked airport report, ATIS, and ground control. Field conditions reported james brake indicator (jbi) of .31 and .41 with 1 inch of snow on runway. Quick check showed that I needed correction to takeoff data. Called dispatch and they agreed. Tried to stop fueling, but it was done. New takeoff performance system showed 129000 pounds weight and they decided to defuel and go to bna or cmh. Gate manager came up and stated that landing aircraft said braking good. I stated that jbi of .41 on runway 24R with snow of 1 inch was reported. The latest quote field report. Gate manager said it showed good braking action reported by airport authority/authorized. I told copilot to check with ground as I read the report. It again showed .41 on the report. It was jbi, not mumeter (mu). .40 mu is good, .41 jbi is poor. I said that I could not takeoff with .41 jbi, this difference needs to be addressed. Jbi is average braking on whole runway. If braking is good on landing roll, then the departure end would be very bad to get a jbi average of .41. I then went out to runway and checked it with the airport authority/authorized. By now runway 24R was brushed clean. Braking good. Refueled, and departed to dfw. Confusion by the gate manager on difference of jbi and mu should be looked into. Jbi average needs to be explained to all that low jbi average with good braking on landing could mean very poor braking on rest of runway. Also, aircraft difference should be explained to gate manager and staff of all airports. Also need to explain that takeoff penalties are for stopping safely and successfully, not taking off.

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Original NASA ASRS Text

Title: THERE WAS CONFUSION INTERPRETING THE VARIOUS BRAKING ACTION MEASURING DEVICES AS TO WHETHER THE BRAKING ACTION WAS GOOD OR POOR.

Narrative: ARRIVED YYZ GATE AND GOT PAPERWORK. PLANE FULL AND PRELIMINARY TKOF WT ARRIVED ACFT AT YYZ. SNOWED ALL MORNING. PRELIMINARY TKOF WT 145700 LBS. CHKED ARPT RPT, ATIS, AND GND CTL. FIELD CONDITIONS RPTED JAMES BRAKE INDICATOR (JBI) OF .31 AND .41 WITH 1 INCH OF SNOW ON RWY. QUICK CHK SHOWED THAT I NEEDED CORRECTION TO TKOF DATA. CALLED DISPATCH AND THEY AGREED. TRIED TO STOP FUELING, BUT IT WAS DONE. NEW TKOF PERFORMANCE SYS SHOWED 129000 LBS WT AND THEY DECIDED TO DEFUEL AND GO TO BNA OR CMH. GATE MGR CAME UP AND STATED THAT LNDG ACFT SAID BRAKING GOOD. I STATED THAT JBI OF .41 ON RWY 24R WITH SNOW OF 1 INCH WAS RPTED. THE LATEST QUOTE FIELD RPT. GATE MGR SAID IT SHOWED GOOD BRAKING ACTION RPTED BY ARPT AUTH. I TOLD COPLT TO CHK WITH GND AS I READ THE RPT. IT AGAIN SHOWED .41 ON THE RPT. IT WAS JBI, NOT MUMETER (MU). .40 MU IS GOOD, .41 JBI IS POOR. I SAID THAT I COULD NOT TKOF WITH .41 JBI, THIS DIFFERENCE NEEDS TO BE ADDRESSED. JBI IS AVERAGE BRAKING ON WHOLE RWY. IF BRAKING IS GOOD ON LNDG ROLL, THEN THE DEP END WOULD BE VERY BAD TO GET A JBI AVERAGE OF .41. I THEN WENT OUT TO RWY AND CHKED IT WITH THE ARPT AUTH. BY NOW RWY 24R WAS BRUSHED CLEAN. BRAKING GOOD. REFUELED, AND DEPARTED TO DFW. CONFUSION BY THE GATE MGR ON DIFFERENCE OF JBI AND MU SHOULD BE LOOKED INTO. JBI AVERAGE NEEDS TO BE EXPLAINED TO ALL THAT LOW JBI AVERAGE WITH GOOD BRAKING ON LNDG COULD MEAN VERY POOR BRAKING ON REST OF RWY. ALSO, ACFT DIFFERENCE SHOULD BE EXPLAINED TO GATE MGR AND STAFF OF ALL ARPTS. ALSO NEED TO EXPLAIN THAT TKOF PENALTIES ARE FOR STOPPING SAFELY AND SUCCESSFULLY, NOT TAKING OFF.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.