Let’s consider who SHOULD have their hands on the Thrust Levers during take-off.
First, do you believe that a correctly executed reject will result in the aircraft stopping safely within the EDA? Yes, you must, because otherwise you wouldn’t be flying. Your certificating Authority is happy about this too, as they have granted you an AOC.
Then, which is more dangerous – a late or incorrectly executed reject, or a reject which may have been unnecessary? Clearly, again, the former is likely to result in an accident. An unnecessary reject, but one which was for good cause at the time, will result in a delay for brake cooling, possible schedule disruption, and so forth, but no loss of life. We have to assume too that rejecting is preferable to taking certain problems into the air, such as engine malfunctions, fires, instrument failures and so on.
Now, why might a stop be executed incorrectly or late? One good reason is that, approaching V1, something goes wrong but the reject manoeuvre is not commenced immediately.
Let’s say, for example, one engine starts to run down. The FO is flying and the Captain is the only one with the authority to reject. The FO notices the problem first, and as the SOPs dictate, says something like ‘Engine failure’. He applies increasing amounts of rudder to keep straight, but is heading towards losing control as he is not allowed to react to the requirement to maintain directional control by retarding the thrust levers. This is problem number one. The Captain will respond to the ‘Engine failure’ call by examining the engine instruments, will take a small amount of time to gather the data displayed, and then to assess the data and make a decision to reject. This process will take a couple of seconds, and could take the aircraft past V1. However, the Captain is so occupied with this process, that V1 goes by unnoticed. Result, the reject above V1, and an accident. Even if the failure occurs well before V1, the Captain must then assume control of an aircraft in a highly unstable condition – yawing rapidly towards the edge of the runway – and without any idea of the force being applied by the FO in order to try to keep straight. However, if the FO has the ‘right’ to call ‘Stop’ then the aircraft is brought to a halt in a timely and ordered fashion. Moreover, if the problem is not easily expressed but is safety-critical, the FO must come up with a clear and concise form of words to explain it instantly in the heat of the moment. This is most difficult. If he is not happy, he should simply say ‘Stop’.
Only if you believe your FOs are not competent to stop the aircraft assuming the manoeuvre is commenced before V1 should your SOPs prevent their calling ‘Stop’. If you do believe they are not competent, then you’re training is below par.
After all, there are two pilots in the flight deck for a god reason – they are more able to carry out the task of operating the aircraft than one. To operate with only one authorised to make critical decisions is perhaps worse than operating single crew, because of the communication issues involved.
People often say that more lives are lost in late or incorrect rejects than in circumstances in which the aircraft is flown into the air with a problem. That is correct, but you must understand the emphasis is on ‘late or incorrect’.
How to operate safely in the environment discussed above – advice to Captains: If your company prevents the FO (or FE) calling ‘Stop’, then brief your crew as follows: ‘We will have a completely silent flight deck for take-off, except for the standard calls of… (V1, rotate, etc). Do not speak unless to draw my attention to an issue which affects the safe completion of the takeoff’. Then, the moment a word is spoken outside the standard calls, commence the reject actions immediately and very aggressively, without pausing for thought.
Persuade your flight operations department to reconsider their policy, or go and work for a carrier which uses a safe procedure.
Its worth mentioning that often, manufacturers are in favour of the unsafe procedure discussed. Bear in mind that they build the aircraft. Airlines and pilots operate them, and are better placed to work out safe operating procedures.
Regards again from all at Coconut Airways.