Aussie,
Yep, I think people should consider the theory. There are many old wives tales out there with no basis in fact, and individual experiences mean nothing.
What you are doing in your pacing out is calibrating a specific airplane for specific conditions. This can be useful because you can determine true braking distance for that runway. So start by brakeing at half way. You WILL stop, measure distance to end, divide by two, and add to half way point of runway. Perform roll again, brake at position determined by previous run. Continue until you calibrate that plane for that runway.
That will give you a better figure of speed and distance along a runway you can brake and still stop. JUST.
Using this method, you will take off when I would not. I will never kill myself, but I will have to face the ridicule of fellow pilots at the airport restaurant for turning back because I want to stay unkilled. I think I can handle that (being the arrogant git I am). I also have NEVER been ridiculed by any pilot in the high country for erring on the side of caution.
If you cannot think of a reason not to teach my method, why not consider it?
It might save somebody when their engine is not performing as it should. We should use ALL means at our disposal to evaluate engine performance at such a crucial phase of flight.
QDM,
You mentioned you flew on backcountry strips in Idaho. Never notice the markings on the side of the runway on some of them, half way along. What do you think they are for? Quick look down, takes fraction of a second, stop or continue with butt clenched
On high altitude strips round here I ALWAYS know where half way down is. This can either be an intersection, or sometimes they have numbers on the side of the runway with distances to the end. White on black background.
Down low where the runways are long, I don't make such an effort. That is wrong of me, I should.
Flying Dutch
Cheers!