Originally Posted by MasterOfPuppets

So I see what the FOs are saying but look at it this way.

first an FOs hands aren’t on the throttles for takeoff making it a Captain reject decision. That is not going to change ever. So what is an FO controlling? Rudders and Ailerons.

I hear you 100% on relinquishing the rudders however the brakes are on the rudders and the CA needs to make decisions about braking durring the reject.

as awkward as it seems to relinquish a boot full of rudder in a high speed situation it would be even more awkward to have me barking commands to you in the fog of war. As we all know the first sense to go with stress is audio. This is why master warnings and cautions go off in the flight deck for 5 minutes durring high stress sim sessions.

so unless every single reject no matter what the situation is going to end with the auto brakes bringing the aircraft to a full stop on the runway then the Captain needs control to make the decisions on the brakes and have access to the tiller.

Example If I get a PWS at 90 knots on a 12 thousand foot runway in DEN when it is 100 degrees I’m going to kick off the Brakes immediately and let the airplane roll to keep my brakes cool so I can go back and try again.

Originally Posted by SideStickMonkey

That’s why whoever the PF is should keep their hands on the throttles. This whole I’m pilot flying but not really because the PM has their hands on the throttles is dumb.

There isn’t a pilot at an airline that doesn’t understand the command ABORT and what it entails.

And even more reason not to transfer controls on the Airbus since both sides have a tiller.

Originally Posted by m3113n1a1

Yeah you guys brief waaaaay more than us. Like an insane amount 😂

Originally Posted by Turbosina

Tell me about it. I had a CA whose briefs were so insane long, I actually timed them. The shortest (!) was eight minutes even. The longest was 10 minutes, 30 seconds. Talk about utterly counterproductive...

Originally Posted by SideStickMonkey

That’s why whoever the PF is should keep their hands on the throttles. This whole I’m pilot flying but not really because the PM has their hands on the throttles is dumb.

There isn’t a pilot at an airline that doesn’t understand the command ABORT and what it entails.

And even more reason not to transfer controls on the Airbus since both sides have a tiller.

Originally Posted by Turbosina

Tell me about it. I had a CA whose briefs were so insane long, I actually timed them. The shortest (!) was eight minutes even. The longest was 10 minutes, 30 seconds. Talk about utterly counterproductive...

Originally Posted by MasterOfPuppets

that’s not true at all i gurantee that unnecessary rejects would skyrocket.

Originally Posted by OneDayCloser

I don’t think they would. Captain can still be the abort authority and call it out, so it shouldn’t change the rate of rejects.

The only thing changing is the PF remains the true PF (including thrust levers / power levers / throttles) vs exchanging controls mid RTO. This is a much more stable operation in my opinion and the way every operation I’ve experienced outside the airlines fly.

The tiller shouldn’t come into play either as we are generally planning to stop straight ahead on the runway. Most modern aircraft have more than enough rudder pedal steering and braking authority to do that. In fact, tiller steering at high speed can and has caused loss of control accidents too. I haven’t flown all of our current aircraft fleets…do any of them require or even suggest tiller steering above taxi speed?

Originally Posted by Smooth at FL450

Why do you all call it an Abort when Boeing ( don’t know about airbus) calls it a Reject? The autobrake mode is RTO…