Originally Posted by
CX500T
Disagree. I flew under the "ANYONE CAN CALL AN ABORT" procedures for years, and it was treated like a go-around.. Do it now, question it later. If you are PF as CA, and the FO calls out X Y Z broken, (say seeing zero oil pressure, fan spinning down, EGT going to infinity) your audio is trying to understand, then process, then maybe decide to abort.
If we have pre-selected abort criteria, in the case of my fleet, Big 4 plus any Master Warn/Caution below 80 and big 4 above 80, the FOs know what they are and do you want to burn five seconds and 1000 feet of runway with him going "ENGINE FAILURE RIGHT SIDE, (takes 2 seconds to say) and 3 seconds for you to hear/understand/decide, or just have him go ABORT, (fill in why once abort is initiated) and sort it out after.
Also, if I am PF, say at 130 with a 144 V1, by the time the FO goes Engine Failure, I confirm/decide, we are now going probably 143 and we are right at the limits.
I think the way the airlines do aborts is stupid. I follow the published procedures, because that is what I am required to do, but if I was king of Atlanta for a week, I would change that, and if you are concerned about "FOs not getting/understanding" TRAIN THEM BETTER.
I would also go from info is spread over 8 books to maybe 3.
FOM/AM and any other fleet agnostic material, one book.. Maybe called the Airway Operating Manual.
Vol1/2/FCTM all one book. And not contradicting each other.
there is a big difference between military training and 121 training. I’m not confident that our new 24 year old 2000hr FO can make a PF reject decision.
military pilots take YEARS to train and the environment is not a pass as a crew fail as a crew environment.
in the military if you vapor lock you are dead. I have flown with 121 pilots that completely freeze. That can’t happen durring a reject.
im not saying that CAs are immune from vapor lock. In fact one of the worst lockups iv ever been a part of was with a CA that I had to take the controls from durring an unstable approach and go around.
also United only has 2 manuals…….so at Delta you don’t brief and have more manuals?