Disagree. I flew under the "ANYONE CAN CALL AN ABORT" procedures for years, and it was treated like a go-around.. Do it now, question it later. If you are PF as CA, and the FO calls out X Y Z broken, (say seeing zero oil pressure, fan spinning down, EGT going to infinity) your audio is trying to understand, then process, then maybe decide to abort.

If we have pre-selected abort criteria, in the case of my fleet, Big 4 plus any Master Warn/Caution below 80 and big 4 above 80, the FOs know what they are and do you want to burn five seconds and 1000 feet of runway with him going "ENGINE FAILURE RIGHT SIDE, (takes 2 seconds to say) and 3 seconds for you to hear/understand/decide, or just have him go ABORT, (fill in why once abort is initiated) and sort it out after.

Also, if I am PF, say at 130 with a 144 V1, by the time the FO goes Engine Failure, I confirm/decide, we are now going probably 143 and we are right at the limits.

I think the way the airlines do aborts is stupid. I follow the published procedures, because that is what I am required to do, but if I was king of Atlanta for a week, I would change that, and if you are concerned about "FOs not getting/understanding" TRAIN THEM BETTER.
I would also go from info is spread over 8 books to maybe 3.
FOM/AM and any other fleet agnostic material, one book.. Maybe called the Airway Operating Manual.
Vol1/2/FCTM all one book. And not contradicting each other.

 

there is a big difference between military training and 121 training. I’m not confident that our new 24 year old 2000hr FO can make a PF reject decision.

military pilots take YEARS to train and the environment is not a pass as a crew fail as a crew environment.

in the military if you vapor lock you are dead. I have flown with 121 pilots that completely freeze. That can’t happen durring a reject.

im not saying that CAs are immune from vapor lock. In fact one of the worst lockups iv ever been a part of was with a CA that I had to take the controls from durring an unstable approach and go around.

also United only has 2 manuals…….so at Delta you don’t brief and have more manuals?

 

Why do we even let FOs fly if they are so bad at it?! I'm sure there is never a case where a captain has less experience than the FO they are flying with

 

Yet at 23 and 140 hours I was making ABORT/SUSPEND/WAVEOFF calls. If the guys are untrustable at ATP mins and a passed ATP/Type ride, another 3000 hours of sitting in the right seat not being trusted isn't going to make them any better.

Years to train? I went first flight to wings in 10 months. And another 7 at the RAG and I was flying combat missions less than 2 years after the first time I touched a Navy airplane.

Again, if the CIV pilots are so much weaker, why aren't they trained better at the air lines/airline? I've had single seat fighter jocks scare me far worse as just off OE F/Os than the 1400 hour RiddleKids who did less than 5 months at a regional and had maybe 200 turbine hours.

 

I had a CA reject at 90kts for a generator failure on a VFR day. Why? Is that really going to affect you ability to fly?

he rejected because he geared himself to reject by briefing exactly what CX500T briefed. Which is below 100kts (low speed regime) we will reject for and master warning or caution. That’s a bad way to brief.

In just about every single situation in Aviation a pilot has time. You don’t have time durring a reject one person needs to make the decision right now there is no time to talk about it. If the FO makes that decision then so be it but the airlines and passengers will deal with the consequences.

I can say Go Around 3-4 times progesivly louder until it becomes a problem but I can’t do that with reject. United trains LCPs how to deal with a new CA that locks up durring a reject. We going to provide that training to all of our CAs?

 

because our training is 28 days. That’s it 28 days and 25 hours of IOE. That doesn’t compare to what you just posted.

 

In your years of instruction, the only times you saw an aircraft RTO in the grass was when the crew transferred control in a critical phase of flight. This is a prime example why the PF role should not be swapped during an abort.

 

We do low to high at 80, and magically, 80 is where the master cautions are inhibited so our master caution below 80 abort criterial has you keep going for any system failures not bad enough for a warning. Which is most anything save a fire or windshear.

Those pilots aren't "never touched an airplane" at day 1 at Airline/Air LIne.

 

You aren't flying with a single pilot that has 2000 hours. If you are, it's MAYBE one guy. 99% of all 121-trained delta pilots here have at least one year flying in another civilian operation. RJ training is substantially more challenging than Delta. The vast majority of those pilots have several years at a regional and the majority of them have been captains.

This whole "non military trained FOs aren't good" is ignorant

 

I've done training on both sides of the fence, first in the civilian route through a Riddle-like program.

Your military training for those 10 (17) months were vastly more rigorous. Your 140 hours were far higher quality.

*Not calling anyone a bad pilot. But the training rigors, standards, and expectations are just too different to make apples to apples comparisons.

**Also, I understand there are outliers in every group. Please just accept my post as general terms, rather than the tiny corners of the bell curve. Dont @ me with an "ackshually."