Originally Posted by
tennisguru
So, for us Air Line pilots, what should the standard reject be? I'm assuming on every fleet the CA performs the RTO regardless of PF, the FO calls spoilers up, 80 kts, and informs the tower.
Non standard items that change with who the CA is:
1. Under what scenarios to "roll the trucks"
2. On the 717 - who retracts the spoilers and sets flaps 25. No idea if other fleets do something similar
3. Who makes the PA when stopped
4. Who checks in with the FA's when stopped
5. Anything else???
Beyond those items you end up really going into the weeds depending on why you aborted and at what speed, so briefing much past that point isn't going to accomplish anything. Those items above capture the gist of getting the plane stopped and set for any post-RTO checklists or emergency procdures so are the main ones that could use some standardization.
at United the brief stops at “accomplish the Rejected Takeoff QRC”.
below 100 KTS call out what you see I will either say Reject I have the aircraft or continue.
if I say reject I have the aircraft I will disc the A/T pull to idle deploy the speedbrakes (or verify) then deploy the Reversers and let AB bring us to a stop and make a decision whether to clear the runway or stay on the runway.
Above 100 KTS there are 4 things we will reject for. Any fire, Eng failure, Windshear or unsafe unable to fly.
if we reject in the high speed regime we will stay on the runway and call for crash fire rescue.
after any rejected takeoff we will accomplish the rejected takeoff QRC together.
that is the United briefing that all of use more or less and is what is looked for by LCPs and in CQ.