lomapaseo.
"decision making is what pilots are for ”, what a novel and refreshing view.
The time factor in decision making for RTOs is a central issue.
In the low speed zone, there is relatively more time and thus there may be a wider range of situations which can be considered. In this zone, the pilot may be able to use knowledge based thinking – evaluate the situation, options, and risk; where the additional time or any extension of it into the high speed zone should not be hazardous. Thus, operators should maximise human attributes – allow the pilot to think and make decisions. There may be no need for a SOP here, only guidance and information as to hazard, risk, etc.
In the high speed zone, a well constructed SOP should enable a quick and clear assessment leading to ‘rule based thinking’ for the choice of action, perhaps only considering an engine failure or fire, for which performance is optimised for.
Training has to provide practice in assessment (things not to consider, just as much as those which are important). Currently there is over focus on the actions. Both actions and thinking (the assessment) are important, they need to be developed as a skill, or at lest a semi automatic processes. The critical aspect is to prevent the thinking process extending beyond V1 where the risks from ‘late’ actions increase rapidly.
In addition, pilots have to develop the ability to manage surprise and the stress from unexpected symptoms.
Much of modern training is based on the human as a hazard, whereas if we saw humans as the generators of safety (James Reason) and use them in this way, then SOPs might be simpler. The industry depends very much on the human to rescue the rare and surprising event – perhaps as in this thread, the incident involved unique assessment decisions, most probably based on experience, to enable a safe outcome.
”The greatest mistake that a man can ever make is to be afraid of making one”. Elbert Hubbard.