Imagine the frantic mess in the cockpit when the first officer does the take off, calls STOP at high speed because he is allowed to by SOP, leaving the captain open-mouthed in horror and too late to prevent the F/O from taking what may be an irrevocable action.
Swap the terms captain and F/O and you have an equally likely scenario. Perhaps nobody should be allowed to call stop, just to be on the safe side?
The rejected take off decision is the captains responsibility entirely and he should have full control of all the flight deck systems that are required during an abort. That means the brakes, thrust levers, speed brake and reverse thrust levers. He then coordinates his actions on each of the systems to achieve a safe result.
You're starting from the false premise that the RTO decision is the captains responsibility entirely. It's already been made clear that that is most certainly not the case in all airlines, and Boeing have stated they've no technical objection.
Originally Posted by 747JJ
As has been pointed out in this thread before, Captains have gone through simulator training some probably performed 100's of rejects during the course of their career while in the sweat box. Certainly during command training.
Indeed, and yet I still see them mess it up in the simulator more often than not, so what can we conclude from that?