Originally Posted by
70 Mustang
If one cannot stop ANY large aircraft at 100 kts, then the rwy was most likely too short to start with.
rules are one thing in a simulator. Answers in an interview are one thing. Common sense is something else in the real world.
depends upon the situation, the speed, the environment, etc. If lots of rwy, and or stopway, dry, why not stop? If short, wet, contaminated, then go. “PIC” must still have some real meaning left in it.
is the screen failure really the ONLY failure there was?
a rigid mindset is not always a good thing. The B2 bomber that crashed after TO after a master caution, that cleared itself, implies that each situation must be considered carefully.
look how confused pilots can get with airspeed disagree during a TO. Consider how difficult it can be to fly with an airspeed disagree with all the warnings going off.
each TO is unique in many ways. When we start operating like robots, then the most useful tool is diminished.
this will most likely be deleted by the moderators and if not, I await the expected condemnations.
no one can really answer these difficult questions for you.
you must answer them yourself.
On a very, very light A330 take-off at night/rain (the usual) the FO called 100 kts - I had about 75/80...... I said something like, call the speed again ..... he was totally confused (nobody trains for this) and couldn't respond before we went through VI/Vr - didn't matter as my airspeed hadn't increased much - I rotated to 15 up on the standby and selected TOGA. Biggest problem, due to the time available at that stage is that you don't know what data is correct (you are looking at a display with multiple display warnings that you have never seen before). Trying to ignore the bad data i.e. everything on my PFD, particularly the speed was really difficult. The brain is funny - when you have been looking at something like a PFD for thousands and thousands of hours and it has always been correct it wants to believe what is displayed even when you know it's wrong - somehow you need to removed the erroneous data. Used to be the same with map shifts - back in the day
I think we were through about 3/4,000 feet before the PM/PNF got his brain in gear (not surprised).
In my opinion the Airbus 100 kt call on a light aircraft is not fit for purpose - preferred the Boeing 80kt call.
Found this and the loss of all screens on a 744 at rotate to be, by far, the most difficult emergencies that I ever had to deal with in 40+ years.
Best