Why sometimes both pilots have their hands on the thrust levers

In past jobs flying older jets the non flying pilot would keep a hand behind the throttles to make adjustments when the pilot flying pushed them up for takeoff. With non fadec engines, or throttles without any detents, it’s vital to make sure you reach your static takeoff power setting for the day usually prior to 50-60 kts, otherwise the increased airspeed will alter your power settings and you might not make rated power. This took a little tweaking in a 4 engine jet with 20 engine gauges to look at, not as bad with a 2 engine. That is the only reason we had an extra hand behind the throttles. Also at V1 all hands off the throttles.

It also seems that the captain only being able to call or perform an abort is mainly an airline thing. Good thing I don’t work for one, because even as an SIC pilot flying if I see a reason for an abort I’m calling it and doing it immediately. Sitting and waiting for the other pilot to catch up and see what I’m seeing and then abort in not acceptable to me. Also if he doesn’t see what I’m seeing and continues is a worse problem. One thing to consider with this is the amount of time involved. Even small biz jets accelerate and liftoff in MUCH less time than a typical airliner, so our decision window is super small and there’s no time to waver on a decision or transfer controls back and forth. I’ve timed this many times, by the time a typical 757, 737 or 320 etc. goes from power up to rotating, my plane would already have climbed through a few thousand feet, and we still have to make all the same decisions. We know that the pilot flying will perform an abort, and either pilot can call for it. There are many views on this, but I’ve yet to see a department in this side of the business that only allows the PIC to call an abort.