Originally Posted by
Propellerhead
I put very light pressure on the back of the thrust levers during the takeoff roll so I don’t inadvertently pull them back (with my fingers lightly wrapped round the front ready to reject, and thumb on the A/T disconnect). You don’t stop for a tyre burst after 80kts. But appreciate a bang and a swing can feel like an engine failure.
However, V1 is still important and accelerating for takeoff isn’t the time for in depth cognitive decision making - it’s rule based for a reason. However I accept that there may be very rare occasions when you have to break the rule - such as your example above.
It is common practice to disconnect the autothrottle before closing the thrust levers in event of a high speed abort. This is a conscious movement to get your thumb on to the A/T disconnect button which is situated in the throttle handle. However, closing the thrust levers first during a high speed abort will instantly negate the requirement to first disconnect the A/T and thus another action is saved. If you fail to hit the disconnect button due stress of the moment then in the second it takes for you to realise the thrust levers have not closed then surely this would invalidate V1?
I can understand the reason why Boeing (for example) mandate disconnecting the A/T before thrust lever closure in order to cover the low speed abort case and thus ensure the one standard procedure for a low or high speed abort. On the other hand, every second delayed on a high speed abort nearing V1 could be vital to the aim of stopping before the end of the runway.
Closing the thrust levers first saves that vital second it takes to press the A/T thumb switch and hoping it disconnects the A/T. .