|Quoting David L (Reply 68):|
Furthermore, I'm still curious to know (as are others, I'm sure) what that "Caribbean Incident" has to do with FOs taxying the aircraft.
I'm not a pro - I'm just asking.
Since you asked, this is my considered opinion.
Normal line operations demand a certain amount of standarization, for it to be reasonably successful.
Ground operations should, in my opinion, be conducted in that same structured manner.
: the Captain taxis the airplane, the First Officer reads the checklist, copies the ATC clearance (yes, this is still done at many airports, during taxi, contrary to what some might otherwise think) and completes other ancillary duties, prior to takeoff.
Once lined up for takeoff, the airplane can be handed over to the First Officer, if it is his/her turn to fly the airplane.
Ground operations however, can present some unique hazards that would otherwise not be present out near the runway...ground vehicles, tight maneuvering quarters, etc...that I feel necessitates that the Captain always taxis the airplane in these congested areas.
In the BA
Caribbean incident, it would appear that the First Officer was taxiing the airplane, and in so doing, selected the 'wrong' location to enter the runway.
In addition, the selection of an intersection for departure certainly did NOT enhance safety, when turning bays at both ends of the runway were clearly available, so that the airplane could very well have used the full runway length, without restriction.
Furthermore, when the First Officer started to advance the throttles for takeoff, the Captain noticed that the runway appeared 'short' so advised the F/O to apply brakes and run the engines up to near takeoff thrust, instead of using the rolling takeoff technique that would normally otherwise be applied.
There were many abnormalities on this BA
flight, including a hostie on the FD
observers seat, which I also consider improper.
belong in the cabin, not on the FD