So I haven't heard one word about BFL or TODA in this entire discussion. Couple that with the Boeing data which I believe is ancient (lots of brake technology improvements since the 80's) and we have a new can of worms.
Lets say V1 is 116 and BFL is 4650' but the TODA is 7800'. The PF's PDU goes dark at 90 kts and the bell starts ringing. Would the wise choice be to abort/reject or say "you've got the controls" to the PNF who's attention has been split btwn in/outside?
Happened to me in my last recurrent. Guy passes control a split second before the triple chime, I abort (no problem) and when were stopped he looks at me like WTF?
Point is the 80 kt decision to abort or not is situational and I believe it has become one of those deals where it's taken on a life of it's own.
We typically land at speeds much faster than 80 kts and often faster than V1 and it's rarely a big deal. If there's sufficient runway available I'm keeping it on the ground unless I can instantly determine that it's an insignificant CAS message.
Lets say V1 is 116 and BFL is 4650' but the TODA is 7800'. The PF's PDU goes dark at 90 kts and the bell starts ringing. Would the wise choice be to abort/reject or say "you've got the controls" to the PNF who's attention has been split btwn in/outside?
Happened to me in my last recurrent. Guy passes control a split second before the triple chime, I abort (no problem) and when were stopped he looks at me like WTF?
Point is the 80 kt decision to abort or not is situational and I believe it has become one of those deals where it's taken on a life of it's own.
We typically land at speeds much faster than 80 kts and often faster than V1 and it's rarely a big deal. If there's sufficient runway available I'm keeping it on the ground unless I can instantly determine that it's an insignificant CAS message.