Originally Posted by
Meme In Command
And I'd argue the FO as PF already has their feet on the pedals, and maintaining centerline is just as important. I would even argue transfer of pedals is more of a risk than transfer of who has the thrust levers.
Also, how is an RTO is any different than a balked landing or a very low altitude go around? Both maneuvers require quick decision making and action in an area of high vulnerability. Yet, the FO is perfectly capable of calling and performing both maneuvers.
it’s not about the maneuver I have 100% confidence an FO could safely reject. I have seen it hundreds of times in the SIM on FO/FO training pairings.
it’s about the decision and the execution. I have a go mindset. If you say generator failure to me we are going airborne because it is safer. However if an Amber caution illuminates and the FO rejects before I have the opportunity to say continue I can no longer stop him. And I gurantee you CAs will try to stop their FOs which is extremely dangerous.
or as I mentioned previously I as the Captain call reject and the FO either doesn’t hear me because Audio is gone or hearing issues without an intercom or doesn’t react now I have to TAKE the airplane which is much different than a positive transfer of controls.
if the Captain has undisputed reject or continue authority (which is different than actually saying Reject by the FO when there is a perceivedsafety issue) then the Captain needs to perform the maneuver for safety