Originally Posted by
JH870
I dont necessarily think stopping it on the runway is the issue as such. As captain your capacity to gauge what is a genuine stop issue vs when it might be better to continue (ie. Tyre burst at v1 -5 kts) is likely greater. Certainly at airlines where a vast number of FOs have <1000 hours and a couple of sims under their belts. I think the split second decision process is more critical than the action of stopping the aircraft.
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.
There are many factors to consider when rolling down the runway and the risk increases when you give the reject decision to an inexperienced pilot. One example would be startle factor with a Master Caution like probe heat, door light, equip, etc. Over the years, I’ve seen things like that. Let the FO see them from the right seat first. Get seasoned as we say.
Originally Posted by
T54A
I’m always amazed at how pilots (and some companies) can reinvent the wheel over simple things.
JUST DO WHAT THE FCOM SAYS
1st
”Once the thrust levers are set to the FLX or TOGA detent, the Captain maintains the hand on the thrust levers until the aircraft reaches V1”
There is no ambiguity here.
8 lines of FCOM later
”Thrust Set……….Announce.
Airbus does not connect these two events. Neither should you. You and your company are not cleverer than the people who designed the aircraft.
So, with your 28 years in the left seat, would you wrestle controls from the FO on an engine failure after V1? And take controls anytime an emergency happens, effectively preventing you from keeping the big picture because you are now busy keeping the blue side up? I have upgraded in 5 different turbine types, never failed a checkride, and anytime I had a mechanical my first call is "you have control". Most can be trained to fly, Being a captain is much more than that. If you don't thrust your FOs to be able to handle the aircraft there is either something wrong wrong the training in your company or you.
The decision to abort can be the captain, either pilot should be capable of handling.