an aborted or rejected takeoff (RTO) is when it is decided to abort the takeoff of an airplane. Usually this is due to a suspected or actual technical failure, including, but not limitted to;http://infolio-rg.ru
The following list includes the external factors that might make a pilot abort a take-off
Like with mechanical problems, take-off in these situations would only normally be aborted before V1
A rejected takeoff is only performed at a velocity lower than the take-off decision speed, known as V1, which for larger multi-engined airplanes is a speed that is calculated before each flight. V1 is the speed at which it is calculated that the aircraft will no longer have sufficient runway in which to stop if the take off is aborted. Above the decision speed, the airplane may overshoot the runway if the takeoff is aborted and therefore a rejected takeoff is normally not performed above this speed, unless there is reason to doubt the airplane’s ability to fly, such as a major structural failure or a double engine failure. If a serious failure occurs or is suspected above V1 but the airplane’s ability to fly is not in doubt, the takeoff is continued despite the (suspected) failure and the airplane will attempt to land again as soon as possible.
Single-engine aircraft will obviously reject any takeoff after an engine failure, regardless of speed, as there is no power available to continue the takeoff. Even if the airplane is already airborne, if sufficient runway remains, an attempt to land straight ahead on the runway may be made. This may also apply to some light twin engine airplanes.
This is where the pilot would attempt to return to the airfield during the initial climb….. It is also known as “the impossible turn”.
Serious incidents that cause the aircraft to lose all power shortly after rotation might put the pilot in a position in which he or she might consider turning back to the airport, this is not advised in most cases as the aircraft will not have sufficient height and/or airspeed to safely complete the manouevre without stalling the aircraft. It is sugesting that the safest (or at least, the “LEAST WORST” action should be to select the best place to land infront of the aircraft’s trajectory. Obviously, if you have a mountain in front of you, you might wish to review this action and try to return.
Before the takeoff roll is started, the autobrake system of the aircraft, if available, is set to the RTO mode. The autobrake system will automatically apply maximum brakes if throttle is reduced to idle or reverse thrust during the takeoff roll.
During take-off, the aircraft will normally be heavy as it will be carrying the fuel that it needs to complete its flight. This factor increases the stress that will be put on the brakes, and at higher speeds full “heavy” braking will be required. This can lead to tremendous heat being created by the brakes, which in turn can lead to the tyres bursting and even to fire being created by the brakes themselves which will need the immediate attention of the airport fire crew.
In cases of overheating brakes, the aircraft braking system will need to cool down before the aircraft can taxi, this can take up to 45 minutes to an hour, to reduce the disruption to other traffic, it would be necessary for the aircraft to be towed back to the gate. The runway will only open again after an inspection for debris caused by rubber from the tyre and from other aircraft parts that may have broken during the RTO.