Originally Posted by
hans brinker
Coming up on 10 years as a 320 Captain. After the levers are in the detent, my hand go on the levers. Absolutely zero reason for the FO to keep his hands there............Having said that. I flew for a company where the PF performed the abort to the full stop, and I vastly preferred that over the handover of controls while there is an emergency. If you trust the guy to fly, and land with the engine broken, you should trust him to be able to stop the plane on the runway. Just MO
Originally Posted by
Rozy1
JH, well said. Sorry, but I have 28 years in the left seat and would be loathe to have a sub 1000 hr newbie be responsible for a high speed reject in real life.
Deciding it, or performing it ?
Any line pilot fully qualified on-type should be able to perform an RTO within their company specified meteorological conditions - (i.e. F/Os are usually limited to lower crosswinds than Captains).
Many companies' SOPs don't allow F/Os to "routinely" perform RTOs. However; they do expect F/Os to perform an RTO if CM1 becomes incapacitated - I had that thrown at me out of the blue as an F/O several times in the SIM. And that is more challenging, because you have to first recognise that CM1 has become unresponsive and incapacitated, and then perform the RTO. (And it could help to have a RHS tiller).
Originally Posted by
sonicbum
I believe Hans was referring to the Airbus FBW types, where both PF/PM have their hand on the sidestick.
Eh ? Did you mean that ? I have never seen or heard of both pilots' hands on their (Airbus) side-sticks simultaneously - and the aircraft will warn against dual inputs.
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