80 kt call out

[pilotyip]

My response was directed at someone who appeared (from their wording) to be advocating that either the Captain OR F/O could decide to abort. That just hasn’t been the accepted procedure at the airlines (United, World Airways and now Fedex) that I’ve worked – so perhaps my perspective is limited.


When I got my type ratings at those airlines, one of the requirements on the rating ride was to accomplish a reject from the left seat. The FAA requirements didn’t have me executing an RTO from both seats – just the left seat.

Personally, I think you guys are reading too much into the F/O side of this. It’s not a matter of trusting the F/O to accomplish an RTO. To me, it just makes sense to reduce the variables in such a time critical situation.

With the Captain executing the abort, he only needs to execute one set of RTO duties while the F/O executes his. We have clearly defined RTO duties each pilot must accomplish. Standardization again.

and when the company hears of the abort, do they ever ask "Who was the F/O?" but you can bet they ask "Who was the Captain?" The CA is in charge, it is his responsibility to make command decisions to safely conduct the flight.

 

[caseyd]

>>
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.[/QUOTE]<<

From a previous post>>In any case, you're right, and this aspect of the conversation is a tangent. The original question was aimed at determining what happens, if anything, at different points in a takeoff roll. Which we have established is an equally polarizing subject. I will assert that that if the left-seater is the only one that can initiate an RTO, then it makes even more sense to pare down the list of acceptable reject items at a certain point during the takeoff considering the FAA and manufacturer data regarding high-speed rejects. Because now we are talking about not only an RTO, which the FAA considers to be an emergency maneuver, but also a transfer of controls during this maneuver. To me yet another reason to heavily qualify a high-speed RTO.<<

You sir, make more sense than those who argue with your logic.. Well done...Time to quit... You know that line about wrestling with breakfast....

Now we're gonna get you an office job ;-)

Respectfully,
caseyd

 

[2-o'sinGoose]

Thanks for all of the great insight guys... First post ever that was actually answered.