The Feds go after FOs just as readily as they do CAs these days. Or so I hear, anyhow.
So let's say, in this hypothetical situation.. the FO is a new hire that sits there dumbfounded and offers no input, advice, or assistance. .
ATN_Pilot said:What I would do is simple: call abort, and if he doesn't abort, then slam on the brakes and execute the abort myself. He's not taking me silently to my death. We can talk about the intricacies of captain's authority right after I ensure that he doesn't kill me.
The Feds thing is best case. Worst case, the FO rides silently to his death.........first on scene to it as a matter of fact, along with the Captain, followed shortly thereafter by everybody else onboard....
What I would do is simple: call abort, and if he doesn't abort, then slam on the brakes and execute the abort myself. He's not taking me silently to my death. We can talk about the intricacies of captain's authority right after I ensure that he doesn't kill me.
This.
Common sense guys.
Heat of the moment, you really gonna be that idle log instead of exercising the authority you do hold?
What a passive lot some of us would be as we ride ourselves to our death...silently...
I really hope that beyond the 190hr passive wonders of years ago (with no prior command experience in ANY career) we never see such passive gelatin molds in our craft again.
Wow.
This.
Common sense guys.
Heat of the moment, you really gonna be that idle log instead of exercising the authority you do hold?
What a passive lot some of us would be as we ride ourselves to our death...silently...
I really hope that beyond the 190hr passive wonders of years ago (with no prior command experience in ANY career) we never see such passive gelatin molds in our craft again.
So let's play the devil's advocate here, and examine where you might make logic errors where we might all make a similar mistake.
1) Go-Fever. The ever popular 'mission mentality'.
2) Procedural Adherence. "We don't train to abort after V1."
3) (your ideas here..)
As I hear it, the abort was not an option because there was only 3000 feet remaining.
I'd also like to add something that hasn't been brought up (or I've missed it).
99% of the time on the canadian space shuttle, even if you're taking off from Edwards AFB, V1=Vr.
Point being, in a lot of situations, V1 is an artificial number. You MAY have more room left.
Actually that's one thing I don't like about the performance data we get from the ACARS. When we land, it tells us how much runway we need legally, and how much we will actually use. But when we take off it just says "here are your speeds". I'd much rather know how close to the end of the runway when I'm accelerating through 140 kts vs. how close I am to running off going 3.
Point being, in a lot of situations, V1 is an artificial number. You MAY have more room left.
I mentioned that early on here that with many long runways, the two are often equal. I see that at TUS/DMA every single day, what with the actual runway length available.
I'm guessing you don't actually get a Critical Field Length then? How do you know if you're even legal to take off on a runway then, if you don't have a computed "runway required" number?
Guess this is one of the biggest things between the military and civilian flying... I have an abundance of numbers that I don't even ever use. CFL is definitely one that gets looked at, however.
I mentioned that early on here that with many long runways, the two are often equal. I see that at TUS/DMA every single day, what with the actual runway length available.
The way our system works is its all based on weight. It'll give us a maximum weight for takeoff (assuming you take off, lose an engine, etc) that is often well above our structural takeoff weight. Then it gives us our V speeds.
If the runway isn't long enough (or you have insufficient climb gradient) it will say "runway unavailable" and (if possible) what you can do to be able to go, such as remove 300 lbs.
Gotcha. Reading has never been my strong suit. I'm more of a pictures guy.