Everyone has forgotten the 80 knot call at least once in their career. Most operators would not regard that as a sin, provided either pilot then called at 90 knots and got a response from the other side of the cockpit. Even as someone suggests, a grunt of acknowledgement. At 90 knots in most types, you are already in the "GO" zone for all but major malfunctions or hazards, so that is no time to be playing physician and analysing whether your co-pilot is dead, alive, just having a nap or is in fact distracted by something else going on.
If missing the 80 knot call was a habit, the time to debrief the recalcitrant would be over a few beers at the end of the flight. But most professionals understand why we call 80 knots, so I doubt it is a very common deliberate mistake. Neither is it statistically probable that a pilot will croak between setting thrust and 80 knots.
If your SOP is so truly anal that an automatic RTO or go-around is expected for one missed call, you need to have a deep and meaningful pre-test discussion with your examiner to determine whether common-sense can rule, or whether "one strike and you are out" applies.
If the examiner is insistent that you must assume pilot incapacitation, with this mantra in your head, you now go back to the line and reject a take-off for a missed 80 knot call. Crew invited for tea and bickies with the Chief Pilot next morning.....
I do sometimes wonder at why we train improbable or rare events that would end in a successful outcome regardless of whether option A or option B was taken, yet insist that A is the only correct answer.
Last edited by Mach E Avelli; 6th Nov 2013 at 23:46.