The flight test data show that if the pilot
immediately retards the power and applies
maximum braking, there is enough runway
left to stop from a rejected takeoff at V1.
The most obvious safety requirement for
transport airplanes that any general aviation
pilot can adopt is to build in plenty of margin
for something to go wrong. For example, if
your pilot’s operating handbook (POH) says
you need 1,500 feet of runway to clear a
50-foot obstacle under the weight and atmospheric conditions of the day, doubling that to
3,000 feet gives you lots more options.
In a single-engine airplane, or non-trans-port category twin, the V1 takeoff decision
speed is always going to be less than takeoff
rotation airspeed. Obviously, if you’re still on
the ground and something goes wrong, you
need to stay on the runway and stop.
Before each jet takeoff the pilot goes
through a pre-takeoff briefing. It includes
the clearance of what heading to fly and
The most obvious safety
requirement for transport
airplanes that any general
aviation pilot can adopt is to
build in plenty of margin for
something to go wrong.
what altitude to climb to, but the pilot also
discusses what could go wrong on takeoff
and what he plans to do if that happens.
KNOW WHAT COULD GO WRONG
A key part of the briefing is to list the possi-
ble bad events that would cause the pilot to
abort the takeoff. At the top of the list of rea-
sons to stop on the runway are urgent
problems such as engine fire indication, a
red warning that indicates failure of an
essential system, and, perhaps most impor-
tantly, loss of directional control.
