5.rejected-takeoff. Rejected Takeoff (Aborted Takeoff)
A rejected takeoff (RTO), also called an aborted takeoff, is the decision and action to discontinue a takeoff after the takeoff roll has begun but before the airplane has become airborne (or, in some cases, immediately after liftoff while the runway remains usable). The Airplane Flying Handbook stresses that the time to plan a rejected takeoff is before the throttle is advanced, not while the airplane is accelerating down the runway. Every takeoff briefing should include the conditions under which the takeoff will be aborted and the actions the pilot will take.
When to Reject
The pilot should be prepared to abort the takeoff for any indication that the airplane is not performing normally or that conditions for safe flight do not exist. Common reasons include:
- Engine anomalies — partial power loss, rough running, abnormal RPM/MP, or unusual sounds.
- Instrument indications — low oil pressure, low fuel pressure, high CHT/oil temp, or a static airspeed indicator.
- Control problems — a control lock left in place, jammed flight controls, or improper trim setting noticed during roll.
- Configuration errors — incorrect flap setting, doors or baggage compartments unlatched, seat sliding aft.
- Directional control issues — inability to track the centerline due to crosswind, brake drag, or tire failure.
- Runway/environmental hazards — animals, vehicles, another aircraft, or wind shear on the runway.
- Acceleration check failure — the airplane has not reached an expected airspeed by a predetermined point on the runway.
The Acceleration/Stop Concept
For light single-engine airplanes the AFH recommends establishing a rejection point during preflight planning. A common rule of thumb: the airplane should reach approximately 70% of liftoff (rotation) speed by the midpoint of the runway. If it has not, the takeoff should be rejected while sufficient runway remains to stop. This addresses density altitude, soft surfaces, and tailwinds that can subtly degrade acceleration.
The published accelerate-stop distance (when available in the POH) is the total runway length needed to accelerate to liftoff speed and then bring the airplane to a complete stop. Pilots should compare this distance to the runway available before every takeoff, especially at high density altitude or on contaminated surfaces.
Procedure for a Rejected Takeoff
When the decision to abort is made, act decisively and without hesitation:
- Throttle to idle — smoothly but immediately retard the throttle (and prop/mixture as appropriate).
- Maintain directional control — use rudder to keep the airplane tracking straight down the runway. Do not allow a swerve.
- Apply maximum braking — apply firm, steady brake pressure, taking care not to lock the wheels and skid. On retractable-gear aircraft, do not retract the gear to stop the roll — this destroys the airplane and can injure occupants. Aerodynamic braking (holding back pressure on a tricycle gear, or stick neutral on a tailwheel) helps initially.
- Retract flaps — only after the airplane is decelerating and directional control is assured, retracting flaps transfers weight to the wheels and improves braking on long rollouts. Do this only if it does not distract from primary tasks.
- Exit the runway — clear the runway as soon as practical, then stop and assess. Notify ATC or announce on CTAF.
- Inspect the airplane before any subsequent takeoff attempt; if brakes were used hard, allow them to cool to avoid fade or fire.
Decision-Making Considerations
The AFH cautions that indecision is the greatest hazard. A pilot who waits too long to abort, or who tries to reverse an abort decision and continue the takeoff, is far more likely to depart the end of the runway. Once committed to abort, stay committed. Conversely, if the airplane has accelerated past the rejection point and is at or above rotation speed, in most light airplanes it is safer to lift off and deal with the problem in the air — provided the airplane is controllable and producing useful power — rather than overrun the runway at high speed.
Example
A pilot departing a 3,000-ft strip at a high-density-altitude airport plans rotation at 60 KIAS. Using the 70%-by-midfield rule, the airplane should be at roughly 42 KIAS by 1,500 ft. Passing midfield at only 30 KIAS, the pilot smoothly retards the throttle, holds the centerline with rudder, applies firm braking, and stops with runway remaining. After clearing the runway, the pilot recomputes density altitude, leans the mixture for best power, and reconsiders weight or runway choice before another attempt.
Key Takeaways
- Brief the abort criteria before every takeoff.
- Establish a go/no-go point on the runway.
- Act decisively — throttle idle, rudder for control, brakes firm, flaps up after deceleration.
- Never try to undo an abort decision.