Originally Posted by
MasterOfPuppets
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.
First, your argument does not apply because in all of those scenarios, the FO isn't flying then suddenly handing the controls to the captain to accomplish the landing portion of a Cat3. And a FO doesn't ever land or take off in lower than standard visual conditions. It makes sense not to certify them to autoland in lower than standard conditions purely from a training cost perspective.
It does not take additional training (a week, really?) to know the criteria on an RTO. FOs already accomplish 90% of the maneuver. By the time the captain takes control during an RTO, the vast majority of the maneuver is already accomplished. Every FO should already know the abort criteria. I know I do.