svcta
"Kids these days"-AAflyer
- Joined
- Nov 14, 2004
- Posts
- 1,767
My experience with the 80 kt call was in line with most of what has been written here, until about a yr ago, which is when I left the corporate world to return to a major airline.
The whole abort decision is and has been a bit of a hot button system wide at this carrier and I have been in the sim and seen my training partner initiate an abort at approx 100 kts for 2 of 6 efis tubes going black. I would have done the same thing. Well, that was not satisfactory, and it was not consistent with the abort breifing taught there.
The debrief for this sim basically went like this: "It is the policy of flight operations management of this airline that you will abort for these _______ items only. If you abort for other items, you will have no support from the management of this airline for that action. The consequences of that action, if you are lucky enough to live through the action, may include intense legal scrutiny of you personally in front of an administrative law judge, a criminal court, and possibly a civil court. If you do not die and others die or are injured, you will be in some deep doo-doo. Even if nobody gets hurt, and you clear the runway fine, flight operations management does not appreciate you trashing the brakes, creating international misconnects, and causing us to have to put 200 pax in hotels for the night, unless it is necessary in the interest of safety. The interest of safety requires an abort above 80 knots for these XXXX items only. Now lets try that again."
At this carrier, there is no secret captains list of abort items above 80. There is a very specific list. They are very serious about it due to some past occurences that have cost some big $, but not a hull loss AFAIK.
I had been throught 6 type rating courses, in airline and corporate positions, and had never seen this hammered home in this way. Good training, I guess. But honestly, if I was flying a GLEX with a BFL of 4300 and taking off on 12000', I dont see the harm, as long as you dont F it up, FWIW.
I guess that's kind of my point. There is an industry out there with far more collective experience than any one captain, or crew combined. And there are people that go out there and compile all this and probably enter a piece of paper with a bunch of holes punched in it in to a giant box with blinking lights and bloop-bleep noises coming out of it ...the lights dim and a small puff of smoke comes out and the guy in the lab coat and the pilot hat looks at a clip board and says: "once you cross a certain point there are only a few things that are worth risking an RTO over. These are those things."
I never argue with people holding clip boards. I mean, I don't really know what happens to the airplane I fly currently when it stalls at 45000'. I have an idea, but don't need to find out. The same way I don't need to find out what a RTO looks like on a 4500' runway from V1 minus 6 because of a door message.
Horse, I agree about Bizjets on long runways, but I always try to resist the temptation to allow a "soft V1" because of varying runway lengths. It just seems like a bad habit to get in to, though I'm not sure I posses the strength......to........resist.
Sorry I've been so on top of this thread, just haven't seen a really good discussion about a good topic in a while, I guess.
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