Rejected takeoff after the takeoff decision speed 'V ', Boeing B737 ...

Training Aid” training program is designed to facilitate flight crews in reaching and maintaining
proficiency in:
• Recognising and understanding situations and factors that make high speed rejected takeoff
decisions critical.
• Making appropriate Go/No Go decisions.
• Executing rejected takeoff procedures and employing techniques that maximises the stopping
capability of the airplane should a high speed rejected takeoff be necessary.
• Continuing the takeoff safely should that be deemed the most appropriate course of action.
In this safety training aid, data and background information on rejected takeoffs from 1959 up
to 1990 is presented. It is reported that 76% of all rejected takeoffs are initiated at speeds of 80
knots or less. The rejected takeoffs at low speed almost never result in an accident. About 2% of
the rejected takeoffs are initiated at speeds above 120 knots. Statistically more than half of the
runway overruns or excursions have occurred when the rejected takeoffs were initiated at high
speeds (greater than V 1
).
80%
76%
percent of total rejected takeoff
60%
40%
20%
18%
0%
80 knots or less 80 to 100 knots 100 to 120 knots above 120 knots
4%
2%
Figure 10: Distribution of rejected takeoff initiation speeds. Source: Takeoff Safety Training Aid –
U.S. Department of Transportation - Federal Aviation Administration.
According to the Takeoff Safety Training Aid in the event the airspeed is beyond V 1
a “go decision” is
less hazardous and the takeoff should therefore not be rejected. The reasoning is that the problem
faced by the flight crew may be handled more safely as an in-flight problem than a high speed
rejected takeoff. The reasons for rejecting a takeoff vary from an indicator/light to wheel or tire
failure. Engine failure make up 24% of the reasons to reject a takeoff.
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