How are you going to cancel the autobrakes by applying "more pressure", when in RTO setting the brakes are already delivering maximum performance? Turning the autobrake selector to "off" is, to my knowledge, the only way of cancelling RTO. But I don't know what the QF
SOP says about these situations, and it's been too long to remember what the book I flew to used to say.
As for not stopping for hydraulic failures above 80, while generally speaking true, very much depends. If the skipper finds a particular failure may compromise the ability to fly he can always call "stop". In really serious cases even after V1. Again, I don't know what the QF
procedures are; perhaps they do stop for certain hydraulic failure scenarios on the A380 all the way up to V1. Then again, in this particular situation they could still have been below 80. Unless you were on the flight deck, spoke to the crew or has access to the FQMS there's no way of knowing.
But, above all, why is something as mundane (relatively speaking, I know it's rather stressful for the passengers and comes with some extra work for flight and ground crews) as an RTO even deemed to be newsworthy? Surely, with 4 years of airline operations under its' belt, the A380 no longer ought to command a thread every time it throws a minor operational wobbly. It's hardly as if it decided it was too fat and discharged spare parts down on terra firma, now is it?
[Edited 2012-12-10 12:50:44]
From receips and radials over straight pipes to big fans - been there, done that, got the hearing defects to prove