If you call an abort, and the PF (assuming the Capt) slams on the brakes, you are gonna end up part of the instrument panel. Now, if you end up incapacitated due to slamming your head off the glareshield, you have a first hand lesson on the reason for the seatbelt in the first place.
Quote:
Originally Posted by jtrain609  Fly, and abort, what you brief.
Below 80 knots - abort for red and orange lights in your face.
Above 80 knots - abort for engine fire, failure, loss of directional control or any red lights in your face.
Above V1 we're going flying unless we have a control issue that will prevent us from rotating (citing the CHQ guys in JFK that aborted at like V2+15 when they couldn't rotate).
Ain't no seatbelts in there! |
This about sums it up for me!
My interview answer: "I would continue the takeoff and fasten it at the soonest possible, SAFE time." If asked about breaking the regs, my response would be: "If we aborted the T/O, we would be putting our pax, crew, aircraft, and company at risk both physically and financially. Continuing the T/O is the SAFEST option and the reason we are supposed to wear seatbelts, is to provide protection in the event of unusual circumstances, such as an aborted T/O."
Something along those lines.