Originally Posted by
Centaurus
It always amused me to watch some captains during the takeoff roll, put their hands over the top of the thrust levers in an unnatural claw-like grip as if to emphasis how ready they were to rip the thrust levers back to idle up to V1. There is no need for that nonsense. For example, a tyre burst 10-15 knots below V1 on a limiting length runway would run the chance of an over-run due to lack of maximum braking availability. V1 is not the sacred cow of all possible takeoff go/stop situations.
Centaurus, a lot has changed since you flew the Dakota and the Lincoln, including auto brake, carbon brakes, two wheels per leg, spoilers and thrust reversers and most importantly the realisation that the only thing dangerous on an aircraft is the pilot! I can assure you that my Airbus stops very well! A few years back a 319 landed at LBA with the parking brake on and took all the wheels and tyres out, it stopped well too!
The other big change is on my take off briefing when as PF I can state how much runway I will have left from a V1 stop after my unnatural claw like grip closes the thrust levers. Hand on the thrust lever to V1 and then off prevents getting trigger happy after V1. Nonsense comes in many flavours but standard operating practice only comes in one.
By the way, my colleague, who has recently died, flew the Lincoln that is in the UK RAF Cosford museum!