Originally Posted by
Meme In Command
The audio argument I'm not a huge fan of because these are issues that could easily affect both. What if the FO calls out something that's within the normal abort criteria and the captain does nothing? "Oh well I'm not allowed to abort so f#$k me I guess"
Like I said, if abort criteria and maneuver was something that was standard and periodically trained by both pilots just like go arounds and V1 cuts, it would be a non-issue (and I don't mean the physical maneuver alone, I mean the identification and execution through proper decision making). This is my first flying job where the authority to abort is strictly the Captain's.
I would even argue that starting to train FO's to properly identify and execute better prepares them for when they upgrade. Then it doesn't become some new, added responsibility.
And what if the captain is the solely responsible? Who's going to get in trouble for backing their FO after an abort? This line of thought would have more teeth of FOs were aborting for erroneous indications and putting aircraft in unsafe conditions. That's not happening anywhere.
I would have no problem with the FOs being trained to properly identify. Make a decision and execute a Reject.
so let’s go further why not let the FO conduct an autoland to CAT3/Land3 mins? Why not let the FO takeoff at 300/500 RVR? Why not let FOs land at special airports when less than 100 hours? Why not let FOs fly into CA only airports?
the answer is above my pay grade whether it’s insurance, FAA requirements or simply money for proper training.
if the company came out tomorrow and said we are going to add a week to training so the FOs can do all of this then I would have no problem with it.