X:

The majority of the tailstrikes on the B767 are also on landing. Anything above 8.5 DGNU is questionable and flaps less than 30 will highly increase the likely hood. It was the same with the 727 and if you look back I tried to emphasize landing technique is the issue.

I flew the B737-200,300 for thousands of hours in both seats and because of the length of the fuselage tail strike were only for the severely slow and high pitched on landing. The problem is/was if one gets used to "flaring" the airplane on to get a "smooth" landing and then changes to a -900, well let's say old habits are hard to break.

As far as all the auto stuff goes the reason UAL originally chose 80 knots was because it all starts to happen near there. Originally we had pilots calling 90 or 100 knots and some even had the 3000' acceleration check of 90 knots (727) to make sure the airplane was really acceleration normally. So for standardization and letting the designed auto stuff do what it is supposed to 80 knots was chosen as the standard.

Let's say you notice a generator light come on at 85 knots or prior to your 100 knot call and by the time you react and reduce thrust the airplane is over 90 knots, won't the RTO engage with full brakes? The MEL, at least on 757/767, says if rejected takeoff engages RTO the airplane must return and have maintenance inspection.

I think I like the earlier 80 knot call better, but if the "experts" change the SOP I will follow.