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. 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. 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.). 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. 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.  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 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.  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. 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:  Every takeoff could potentially result in a rejected takeoff  (RTO) for a variety of reasons: engine failure, fire or smoke,  Rejected Takeoff 15-22 • Runway friction (grooved/non-grooved) • Mechanical runway contaminants (rubber, oily  residue, debris)