What is a rejected takeoff (RTO)?

A rejected takeoff is the deliberate abandonment of the takeoff roll due to a malfunction or unsafe condition before the aircraft becomes airborne.

When should a takeoff be rejected?

A takeoff should be rejected for critical failures, such as engine failure, fire, or loss of directional control, especially if they occur before V1.

What is the significance of V1 in the RTO procedure?

V1 is the maximum speed at which a rejected takeoff can be initiated and the aircraft can stop safely within the remaining runway.

What actions are taken during a rejected takeoff?

The actions include reducing thrust to idle, applying maximum braking, deploying spoilers, and using reverse thrust as required.

Are there situations where noise abatement procedures should not be followed during takeoff?

Yes, noise abatement procedures should be disregarded if conditions such as a contaminated runway, poor visibility, or strong crosswinds exist, prioritizing safety over noise reduction.

Rejected Takeoff Procedures

Hard4 min readOperational Procedures

Moderately Examined

Why this matters

Understanding rejected takeoff procedures is essential for pilot safety and effective decision-making during one of the most critical phases of flight, where rapid, correct actions can prevent accidents and save lives.

A rejected takeoff (RTO) is the decision to abort the takeoff roll before liftoff, typically due to a critical malfunction, warning, or unsafe condition. The RTO procedure is a high-stress, time-critical action that requires clear understanding of when and how to safely stop the aircraft, especially in relation to V1—the takeoff decision speed.

Quick Check

During the takeoff roll, which of the following is the most critical speed for deciding whether to perform a rejected takeoff (RTO)?

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Explanation

When to Abort Takeoff

The key to rejected takeoff procedures is knowing when to abort. The captain must be prepared to reject for serious issues before V1, such as engine failure, fire, loss of directional control, or critical system warnings. After V1, the aircraft is committed to takeoff except in cases where the aircraft is no longer controllable.

V1 Decision and Actions

V1 is the maximum speed at which a takeoff can be safely rejected. Below V1, the crew initiates maximum braking, applies reverse thrust as per the aircraft's procedures, and follows the rejected takeoff checklist. After V1, the takeoff should only be rejected if the aircraft cannot fly safely. The decision must be immediate and decisive.

RTO Procedure Steps

Thrust levers to idle
Maximum braking applied
Deploy speed brakes/spoilers
Apply reverse thrust as available
Maintain directional control
Communicate with ATC as soon as practical
Complete the rejected takeoff checklist

Special Considerations

Runway conditions (wet, contaminated) increase stopping distance and may affect the RTO decision.
Noise abatement or reduced power procedures must be disregarded during an RTO—safety is the priority.
The pre-takeoff check ensures critical surfaces are clear of contamination, reducing the risk of RTO due to performance loss.

Training and Crew Coordination

Operators must train crews in RTO procedures, emphasizing clear roles and rapid, coordinated actions. The captain is responsible for the reject decision and command, while the first officer assists with aircraft control and checklist execution.

The essentials

Key Points

A rejected takeoff is usually only initiated before V1 for critical safety reasons.

V1 is the takeoff decision speed—after this, the aircraft is generally committed to takeoff.

Maximum braking and reverse thrust are used during an RTO as per aircraft procedures.

Noise abatement and reduced power procedures do not apply during an RTO; safety overrides all.

Runway contamination increases stopping distance and affects RTO planning.

Clear crew coordination and checklist use are vital for a successful RTO.

Pre-takeoff checks for contamination help prevent the need for an RTO due to performance issues.

Watch out

Exam Traps & Typical Mistakes

Believing an RTO can be safely performed after V1 for non-critical issues.

Thinking noise abatement or reduced power procedures must still be followed during an RTO.

Forgetting that runway contamination significantly affects stopping distance and RTO feasibility.

Assuming the first officer makes the reject decision instead of the captain.

Overlooking the need for immediate, decisive action—hesitation can lead to runway overrun.

Test yourself

Example Exam Questions

Question 2Easy

Which of the following is a valid reason to initiate a rejected takeoff before V1?

Question 3Medium

After initiating a rejected takeoff, what is the correct sequence of actions?

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