primary deceleration force during a RTO maneuver, when every second counts, could be costly in terms of required stopping distance. Instead of braking after the throttles are retarded and the spoilers are deployed (normal landing), pilots must apply maximum braking immediately while simultaneously retarding the throttles, with spoilers extension and thrust reversers deployment following in short sequence. Differential braking applied to maintain directional control also diminishes the effectiveness of the brakes. And finally, not only does a blown tire eliminate any kind of braking action on that particular tire, but it could also lead to the failure of adjacent tires, and thus further impairing the airplane’s ability to stop. 

In order to better assist flight crews in making a split second Go/No Go decision during a high speed takeoff run, and subsequently avoid an otherwise unnecessary but risky high speed RTO, some commercial aircraft manufacturers have gone as far as inhibiting aural or visual malfunction warnings of non-critical equipment beyond a preset speed. The purpose is to prevent an overreaction by the crew and a tendency to select a risky high-speed RTO maneuver over a safer takeoff with a non-critical malfunction. Indeed, the successful outcome of a rejected takeoff, one that concludes without damage or injury, does not necessarily point to the best decision-making by the flight crew. 

In summary, a rejected takeoff should be perceived as an emergency. RTO safety could be vastly improved by: 

• Developing SOPs aiming to advance the expanded FAA definitions of takeoff decision speed and their practical application, including the use of progressive callouts to identify transition from low-to high-speed regime. 

• Promoting situational awareness and better recognition of emergency versus abnormal situations through enhanced CRM training. 

• Encouraging crews to carefully consider variables that may seriously affect or even compromise available aircraft performance data. 

• Expanding practical training in the proper use of brakes, throttles, spoilers, and reverse thrust during RTO demonstrations. 

• Encouraging aircraft manufacturers to eliminate non- critical malfunction warnings during the takeoff roll at preset speeds. 

## Rotation and Lift-Off 

Rotation and lift-off in a jet airplane should be considered a maneuver unto itself. It requires planning, precision, and a fine control touch. The objective is to initiate the rotation 

to takeoff pitch attitude exactly at V$_{R}$ so that the airplane accelerates through V$_{LOF}$ and attains V$_{2}$ speed at 35 feet AGL. Rotation to the proper takeoff attitude too soon may extend the takeoff roll or cause an early lift-off, which results in a lower rate of climb and the predicted flightpath will not be followed. A late rotation, on the other hand, results in a longer takeoff roll, exceeding V$_{2}$ speed, and a takeoff and climb path below the predicted path. 

Each airplane has its own specific takeoff pitch attitude that remains constant regardless of weight. The takeoff pitch attitude in a jet airplane is normally between 10° and 15° nose up. The rotation to takeoff pitch attitude should be made smoothly but deliberately and at a constant rate. Depending on the particular airplane, the pilot should plan on a rate of pitch attitude increase of approximately 2.5° to 3° per second. 

In training, it is common for the pilot to overshoot V$_{R}$ and then overshoot V$_{2}$ because the pilot not flying calls for rotation at or just past V$_{R}$. The reaction of the pilot flying is to visually verify V$_{R}$ and then rotate. The airplane then leaves the ground at or above V$_{2}$. The excess airspeed may be of little concern on a normal takeoff, but a delayed rotation can be critical when runway length or obstacle clearance is limited. It should be remembered that on some airplanes, the all-engine takeoff can be more limiting than the engine-out takeoff in terms of obstacle clearance in the initial part of the climb-out. This is because of the rapidly increasing airspeed causing the achieved flightpath to fall below the engine out scheduled flightpath unless care is taken to fly the correct speeds. The transitioning pilot should remember that rotation at the right speed and rate to the right attitude gets the airplane off the ground at the right speed and within the right distance. 

## Initial Climb 

Once the proper pitch attitude is attained, it must be maintained. The initial climb after lift-off is done at this constant pitch attitude. Takeoff power is maintained and the airspeed allowed to accelerate. Landing gear retraction should be accomplished after a positive rate of climb has been established and confirmed. Remember that in some airplanes gear retraction may temporarily increase the airplane drag while landing gear doors open. Premature gear retraction may cause the airplane to settle back towards the runway surface. Remember also that because of ground effect, the vertical speed indicator and the altimeter may not show a positive climb until the airplane is 35 to 50 feet above the runway. 

The climb pitch attitude should continue to be held and the airplane allowed to accelerate to flap retraction speed. However, the flaps should not be retracted until obstruction clearance altitude or 400 feet AGL has been passed. Ground effect and landing gear drag reduction results in rapid 

