What is a rejected takeoff (RTO)?

A rejected takeoff is an intentional decision to abort the takeoff and bring the aircraft to a stop on the runway.

When should a takeoff be rejected?

A takeoff should be rejected for any failure before 80 KT, and between 80 KT and V1 only for critical issues such as engine failure, fire, or configuration warnings.

What is V1 and why is it important in RTO procedures?

V1 is the decision speed; below V1, the takeoff can be safely rejected, but above V1, the takeoff must normally be continued due to insufficient stopping distance.

What happens if a takeoff is rejected after V1?

Rejecting after V1 is extremely hazardous, as there may not be enough runway left to stop safely, increasing the risk of overrun.

How does aircraft mass affect rejected takeoff performance?

Higher mass increases stopping distance, reducing the maximum speed at which a safe rejected takeoff can be performed.

Rejected Takeoff Procedures

Hard4 min readPerformance Aeroplanes

Moderately Examined

Why this matters

Knowing how and when to reject takeoff is critical for pilot safety and effective crew decision-making. Misjudging an RTO can lead to runway overruns or missed opportunities to prevent a more serious incident.

A rejected takeoff (RTO) is the deliberate decision to abort the takeoff roll, usually due to a critical failure or unsafe condition. The RTO procedure is crucial for ensuring that, when necessary, the aircraft can be safely brought to a stop within the available runway. Understanding when and how to reject takeoff is vital for both safety and regulatory compliance, especially in multi-engine transport aircraft.

Quick Check

During a rejected takeoff (RTO), which of the following failures justifies stopping the aircraft between 80 KT and V1?

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Explanation

When to Reject Takeoff

The decision to reject takeoff is governed by specific speed thresholds:

Below 80 kt: Any abnormality justifies stopping, as there is ample runway to safely abort.
Between 80 kt and V1: Only critical failures (engine failure, fire, or configuration warnings) justify an RTO. Non-critical issues are handled after takeoff.
At or above V1: The takeoff must be continued, except for catastrophic failures that make continued flight impossible. Attempting to stop above V1 risks overrunning the runway.

RTO Procedure Explained

Recognize the Failure: Rapidly identify the nature and severity of the issue.
Decide and Announce: The pilot flying calls "Stop!" if an RTO is warranted.
Initiate Stop Actions: Thrust levers to idle, maximum braking, deploy speed brakes, and use reverse thrust where available. Regulations allow a short reaction and deployment time.
Maintain Control: Keep the aircraft on the runway centerline and monitor deceleration.

Hazards and Performance Considerations

High Speed or Mass: Rejecting at high speed or with high takeoff mass significantly increases stopping distance and risk of runway overrun.
Errors in V1 or Rotation: Incorrect V1 or rotation technique can compromise both accelerate-stop and accelerate-go distances, increasing risk.
Runway Conditions: Wet or contaminated runways reduce braking effectiveness, making RTOs more hazardous.

Regulatory and Operational Context

Class A performance rules require that, up to V1, the aircraft can either stop or continue safely after an engine failure. The accelerate-stop distance must not exceed the available runway (ASDA). Proper pre-takeoff briefing and adherence to standard operating procedures are essential for safe RTO decisions.

The essentials

Key Points

RTO is only performed for critical failures between 80 kt and V1; after V1, takeoff is continued.

V1 is the maximum speed for a safe stop within the available runway.

High aircraft mass or speed increases stopping distance and RTO risk.

Proper rotation technique and accurate V1 calculation are essential for safe takeoff performance.

RTO procedure: recognize, decide, announce, idle thrust, max braking, deploy speed brakes, use reverse thrust.

Wet or contaminated runways increase the hazards of RTO due to reduced braking efficiency.

Class A rules ensure the aircraft can stop or go safely up to V1 in case of engine failure.

Watch out

Exam Traps & Typical Mistakes

Assuming any failure after V1 justifies a rejected takeoff—most must be continued.

Believing non-critical warnings justify RTO between 80 kt and V1.

Forgetting that high mass or speed increases stopping distance, risking runway overrun.

Confusing the roles of clearway and stopway in accelerate-go and accelerate-stop calculations.

Misunderstanding that V1 is a hard physical limit; it accounts for reaction and deployment time.

Test yourself

Example Exam Questions

Question 2Easy

If an engine failure is recognized below V1, what is the correct action?

Question 3Medium

What is the primary hazard of attempting a rejected takeoff at high ground speed or high take-off mass?

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