Rejected take of

Content

Objectives

Background

Definitions

Procedure

Summary
 Objectives

• For better understanding the reasons for

rejecting take-of

• To understand the importance to rejected take-

of on the proper time and apply the proper
procedure
 Content

Objectives

Background

Definitions

Procedure

Summary
Most RTOs (approximately 95%) are initiated at speeds below 100 knots and are
executed without incidents. However the potential for an accident or incident
following a high speed RTO remains high. A review of the available data over
the history of western built transport jet operations shows that approximately
one in 3.000 take-offs has been rejected.
Of these RTOs about one in 1.000 was unsuccessful, resulting in an overrun
accident or incident.
That is an accident/incident rate of one per 3.000.000 take-off attempts.
 Background

An RTO is not a very common event.

-The probability of an RTO incident/accident is remote.
-The infrequency of RTO events may lead to an ease off with regard to maintaining
sharp decision-making skills.
In spite of these statistics pilots should be prepared to make the correct go / no go
decision on every take-off.

Historically, rejecting a takeoff near V1 has often resulted in the airplane stopping
beyond the end of the runway. Common causes include initiating the RTO after
V1 and failure to use maximum stopping capability (improper
procedures/techniques)
 Content

Objectives

Background

Definitions

Procedure

Summary
 Definitions

Rejected Take Off is A take-off that is discontinued after take-off

thrust is set and initiation of the take-off roll has begun.
 Definitions

V1 means the maximum speed in the takeoff at which the pilot

must take the first action (e.g., apply brakes, reduce thrust,
deploy speedbrakes) to stop the airplane within the accelerate-
stop distance
 Definitions

It is the latest point in the take-off roll where a stop can be

initiated. If an engine failure is recognized before V1 an abort
can be made within the remaining runway. If an engine failure is
recognized at or after V1, the take-off can be continued within
the remaining take-off distance.

V1 is the end of the go / no go decision process, not the beginning.

 Definitions

TORA- TakeOff Run Available. This is the physical runway limited by obstacle
free requirements
ASDA - Accelerate-Stop Distance Available. This is the distance available
for accelerating to V1 and then stopping. It may include the physical runway
and any stopway available
TODA - TakeOff Distance Available. This is the distance available to achieve
V2 at the appropriate screen height. It may include physical runway, stopway
and clearway

BALANCE FIELD LENGTH- is when One Engine inoperative field lenght to 35ft
Is equal to Accelerate Stop Field Lenght.The objetive of Balance Field Lenght is to
Obtain the highest possible takeoff mass for a given runway length or to obtain the
Minimum runway length for a given takeoff mass.
Definitions
Takeoff Distances

CLEARWAY

RUNWAY STOPWAY

TORA

ASDA

TODA

MAX
1.25%
 Content

Objectives

Background

Definitions

Procedure

Summary
Procedures
Procedures
 Procedures

Rejecting the takeoff after V1 is not recommended unless the captain judges the
airplane incapable of flight. Even if excess runway remains after V1, there is no
assurance that the brakes have the capacity to stop the airplane before the end of
the runway.
Procedures
Procedures
Procedures
 Content

Objectives

Background

Definitions

Procedure

Summary
 Summary

• The Decision to reject a T/O rests solely with

the captain.
• The captain must make the decision, so
stopping action can begin by V1.
• A successful rejected takeof at or near V1 is
dependent upon the captain making timely
decisions and using the proper procedures.