Originally Posted by MasterOfPuppets

again…how do you get past the loss of audio under stress or an FO that freezes?

Also. Should I not ever let the FO fly in low visibility? Contamination? Sever weather? Because when they screw it up it’s my ass.

when the plane is airborne there is a lot of time to think, disscuss, screw up. And for the most part there is time to correct and repair just about any situation.

But a reject decision is quite literally the ONLY time when a decision needs to be made by 1 person and needs to be executed RIGHT now with confidence.

Originally Posted by Tinpusher007

Why do you assume this to be the case all the time? How do you get past the loss of audio under stress or a capt that freezes when the FO "calls out what they see" and the capt has a split second to analyze it and make a call? Wouldn't that induce more stress on the captains that we trust to call and execute an abort who is trained to operate the airplane in an almost identical manner to the FO? A type rating is a type rating after all. When I hear rotate, I rotate. If I were to hear abort, Im sure myself and other FO's could successfully abort without freaking out.

I think an argument can definitely be made for treating aborts the same as go arounds. A captain (who is so, firstly because of seniority) isn't inherently more capable of recognizing the need to abort or continue a takeoff roll or to execute it safely. As has been mentioned, the immediate transfer of controls, particularly in the high speed regime seems to complicate things unnecessarily. It could be handled like anormal landing made by the FO where the transfer occurs at a slower speed. And if the plan is to stop straight ahead, I don't see a pressing need to make the transfer at all.

The way we are trained seems to be, like most things in this business and at this air line, because thats just the way it's always been done.