Fred.kite
I had not planned to make any further comment but I can't let this statement stand
Therefore, you only stop for malfunctions that make the aircraft unflyable (e.g., total power loss, fire, structural failure), because trying to fly an unflyable aircraft is also a guaranteed crash. You do not stop for any malfunction that can be safely managed in the air.
I have type ratings on 4 transport category airplanes and 2 high performance x Military airplanes. For these airplanes the statement above is absolutely true. It is not true for ab initio training and it has three fundamental failings. First it is the kind of absolute statement that there is only one correct way to do something, yours, that you condemn all the other posters. Secondly it requires a level of cognitive ability to deal with any failure that is not catastrophic in the air which in my experience teaching a lot of low times students, is not reasonable. Third it fails to recognize the advantage low inertia SEP's have for the RTO maneuver. Most runways they will see will be a balanced field for this type of airplane, the ones that are not would be classed as "short fields" and would be the subject of a separate more advanced lesson where the procedure for rejecting the takeoff would be one of several additional considerations
The last for real rejected takeoff I did in a SEP as part of an instructional flight had several learning opportunities. We commenced the takeoff roll and when the student had smoothly applied full power announced "good engine" ( this call means that they have verified RPM, and that all engine gauges are in their normal position. When he announced this I immediately noticed the oil temp gauge was redlined. At this stage we were doing about 20 knots I told him to reject but he froze so I took control and rejected the takeoff , informed tower and vacated the runway. Maintenance told me what I had expected, a bad ground for the gauge, but it was a great lesson for the student. He was looking but not seeing for his good engine check and he was was not mentally prepared for rejecting a takeoff. Not rejecting this takeoff would have been foolish as they oil temp may have been an indication of an impending catastrophic engine failure yet in your absolute statement I should have continued
So to clarify yet again BPF’s assumption that you stop for ANY malfunction is fundamentally incorrect and potentially dangerous
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This is IMO is the dangerous message to send to light airplane pilots, especially low time ones