power, they should not be readjusted after 60 knots. Retarding a thrust lever would only be necessary in case an engine exceeds any limitation, such as ITT, fan, or turbine rpm. 

If sufficient runway length is available, a “rolling” takeoff may be made without stopping at the end of the runway. Using this procedure, as the airplane rolls onto the runway, the thrust levers should be smoothly advanced to the recommended intermediate power setting and the engines allowed to stabilize, and then proceed as in the static takeoff outlined above. Rolling takeoffs can also be made from the end of the runway by advancing the thrust levers from idle as the brakes are released. 

During the takeoff roll, the pilot flying should concentrate on directional control of the airplane. This is made somewhat easier because there is no torque produced yawing in a jet as there is in a propeller-driven airplane. The airplane must be maintained exactly on centerline with the wings level. This automatically aids the pilot when contending with an engine failure. If a crosswind exists, the wings should be kept level by displacing the control wheel into the crosswind. During the takeoff roll, the primary responsibility of the pilot not flying is to closely monitor the aircraft systems and to call out the proper V speeds as directed in the captain’s briefing. 

Slight forward pressure should be held on the control column to keep the nose wheel rolling firmly on the runway. If nose-wheel steering is being utilized, the pilot flying should monitor the nose-wheel steering to about 80 knots (or V$_{MCG}$ for the particular airplane) while the pilot not flying applies the forward pressure. After reaching V$_{MCG}$, the pilot flying should bring his or her left hand up to the control wheel. The pilot’s other hand should be on the thrust levers until at least V$_{1}$ speed is attained. Although the pilot not flying maintains a check on the engine instruments throughout the takeoff roll, the pilot flying (pilot in command) makes the decision to continue or reject a takeoff for any reason. A decision to reject a takeoff requires immediate retarding of thrust levers. 

The pilot not flying should call out V$_{1}$. After passing V$_{1 }$ speed on the takeoff roll, it is no longer mandatory for the pilot flying to keep a hand on the thrust levers. The point for abort has passed, and both hands may be placed on the control wheel. As the airspeed approaches V$_{R}$, the control column should be moved to a neutral position. As the pre-computed V$_{R}$ speed is attained, the pilot not flying should make the appropriate callout, and the pilot flying should smoothly rotate the airplane to the appropriate takeoff pitch attitude. 

## Rejected Takeoff 

Every takeoff could potentially result in a rejected takeoff (RTO) for a variety of reasons: engine failure, fire or smoke, 

unsuspected equipment on the runway, bird strike, blown tires, direct instructions from the governing ATC authority, or recognition of a significant abnormality (split airspeed indications, activation of a warning horn, etc.). 

Ill-advised rejected takeoff decisions by flight crews and improper pilot technique during the execution of a rejected takeoff contribute to a majority of takeoff-related commercial aviation accidents worldwide. Statistically, although only 2 percent of rejected takeoffs are in this category, high-speed aborts above 120 knots account for the vast majority of RTO overrun accidents. Four out of five rejected takeoffs occur at speeds below 80 knots and generally come to a safe and successful conclusion. 

The kinetic energy of any aircraft (and thus the deceleration power required to stop it) increases with aircraft weight and the square of the aircraft speed. Therefore, an increase in weight has a lesser impact on kinetic energy than a proportional increase in groundspeed. A 10 percent increase in takeoff weight produces roughly a 10 percent increase in kinetic energy, while a 10 percent increase in speed results in a 21 percent increase in kinetic energy. Hence, it should be stressed during pilot training that time (delayed decision or reaction) equals higher speed (to the tune of at least 4 knots per second for most jets), and higher speed equals longer stopping distance. A couple of seconds can be the difference between running out of runway and coming to a safe halt. Because weight ceases to be a variable once the doors are closed, the throttles are pushed forward and the airplane is launching down the runway, all focus should be on timely recognition and speed control. 

The decision to abort takeoff should not be attempted beyond the calculated V$_{1}$, unless there is reason to suspect that the airplane’s ability to fly has been impaired or is threatened to cease shortly after takeoff (for example on-board fire, smoke, or identifiable toxic fumes). If a serious failure or malfunction occurs beyond takeoff decision speed (V$_{1}$), but the airplane’s ability to fly is not in question, takeoff must generally continue. 

It is paramount to remember that FAA-approved takeoff data for any aircraft is based on aircraft performance demonstrated in ideal conditions, using a clean, dry runway, and maximum braking (reverse thrust is not used to compute stopping distance). In reality, stopping performance can be further degraded by an array of factors as diversified as: 

• Runway friction (grooved/non-grooved) 

• Mechanical runway contaminants (rubber, oily residue, debris) 

