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.
5) when to call tower, some wanted right away, some wanted to wait until we came to a stop
6) what determines when the CA has the aircraft. “stay on it with me til you feel me come up on the controls” vs just “I have the aircraft” means that they do in fact have the aircraft.
the 737 does the spoilers down, flaps 40 as a technique/best practice, but it’s not procedure.