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: 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  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  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. 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. 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. Initial Climb Rotation and Lift-Off • 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.  15-24