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Have you ever had a rejected takeoff (RTO) or aborted takeoff?

I’ve had a few and they were all because I was too hurried or rushed the taxi that I didn’t control the tempo of the flight and thus failed to complete all the checklists which resulted in an inappropriate takeoff configuration.

If I had completed all the checklists and been organized, it is most likely that I wouldn’t have had to abort the takeoff. But proper checklist protocol is a post for another today. Today it is about rejected or aborted takeoffs.

So what is a “rejected takeoff” or RTO?

Well, at my company, a  ”rejected takeoff” or an “aborted takeoff” is any time you cross the runway hold short line with the intention of departing. So even if the tower says, “<Airline 1234>, taxi into position and hold, runway 22,” then tower asks you to clear the runway, for whatever reason, you have a “aborted takeoff” and in my case, I would have to call someone and write a report.

Alternatively, if you are lined up and was “cleared” for takeoff, and then had to abort the takeoff anywhere prior to V1, you also have a rejected takeoff or aborted takeoff.

As a quick review (or maybe for the first time), V1 is the speed that you must make the decision as to whether or not you try to stop the airplane on the remaining runway or continue with the takeoff. For all V-speeds, click here.

Statistically, in the Bombardier CRJ-200, once you are above 120 kts, then it is safer to continue to V1 and takeoff. I say “statistically” because that may not always be the case.

Most “rejected takeoff runway overrun accidents” occur when the pilot tried to stop the airplane on the remaining runway instead of lifting off.

Prior awareness of airport conditions and essentially having a plan on how you deal with an engine loss at, before, and after V1 will go a long way to successfully executing a rejected takeoff or continuing the takeoff. You have to take into account runway length, weather conditions, engine settings, etc., when you decide.

For instance, in Santa Barbara (KSBA), California, it would be unwise to try to stop the CRJ200 on the remaining runway because it is a short runway, about 6052 feet. In Denver (KDEN), Colorado, though, where you have 12,000 feet of runway, it might be better to try to stop the airplane. Your call!

So you might be wondering, what’s the big deal? Why can’t I stop the airplane after V1? Doesn’t dispatch calculate and I know what the (max) V1 speed is before taking the runway?

The simple answer is “yes,” but reality is different.

For one, dispatch is providing a guide. Something from which you can make a decision from but the rest is based on your experience and your decision making ability.

The other part to the answer is physics.

Here is an example…lets say you are rolling down the runway fairly slowly (less than 80 kts) and you want to stop the CRJ-200. At slow speeds the energy required to stop is proportional to the speed at which you are traveling. In this case, it is easy enough to stop. There is enough available braking power to stop the airplane.

But lets say you are rolling really fast and accelerating, which means you a momentum. In this case, say over 80 kts,  the energy required to stop is still proportional to the speed, meaning that at a high ground speed, you are going to need A LOT more energy to stop the airplane. And in this case, the amount of energy you need to slow the CRJ200 to a stop before the end of the runway may be more than the capability of the brakes to absorb it…hence you run out of runway before you get the airplane stopped.

Saying it another way, the CRJ-200 jet engines have more force (energy) to accelerate the airplane than the brakes (energy) have to decelerate the airplane.

A runway overrun now means the airplane is possibly damaged, the fuse plugs on the tire are blown, and you have a lot of explaining to do. Never a  good thing!

So before you take the runway the next time, here are five things to do before you takeoff:

1. Have a plan, taking everything around you into consideration
2. Tell your co-pilot what your intentions are
3. Know when you are willing to abort the takeoff
4. Know when you are going to continue the takeoff
5. Know what you are going to do after you takeoff

This mental preparation works regardless of whether you are in a Cessna 172 or a Bombardier CRJ200. If you get in the habit and concentrating on what you are going to do if something happens while you are rolling down the runway, you will be able to deal with the situation more quickly and that will result in a safe outcome for all. Eventually it will become a habit and it could be a life-saving habit at that.

Well, I hope that helps!

To Your Flying Success…

Jeffrey

P.S. If you would like more information on the Bombardier CRJ-200 and its systems, download “The CRJ200 Quicknotes Study Guide” here. You could be learning about it in minutes and it will really help you in your new hire class, recurrent ground school or sim, or your captain upgrade class.

Related posts:

• Takeoffs Are Optional, Landings Mandatory
• Taxi and Takeoff Techniques the Pros Use
• CRJ-200 Recurrent Simulator Proficiency Check – Part 1
• CRJ-200 Recurrent Simulator Proficiency Check – Part 2
• Double Check Your FMS and the GPS Waypoints