Where "pre V1" would it be okay?

Where is it okay for ATC to issue such urgent instructions during takeoff roll?

It doesn't compute for me.

There is
Many ATC have experience 😜

I was told to stop by ATC at BIKF years ago, after we started the TO. Fortunately this was only at about 75 kts.

My first concern was that they had screwed up and launched someone off the cross runway as well, but in fact it had come to light that we had a bag on board whose passenger wasn't .

Further to my earlier post, between 80 knots and V1, "anything that would make the aircraft unable to fly". If ATC have knowledge of such a thing, and I'm not talking about smoke from a tyre, but more likely a runway incursion, then yes, "Stop" is valid.

Expanding my previous:
"Basair 13, aircraft on the go-around right above you - stop!" If below V1 I'd stop; if over, I'd continue, keep it low and turn away.
"Basair 13, stop!" Depending upon speed I'd probably continue.

Most runway incursions would be clear to you anyway.

Your call, but as I said, it could be because of something you can't see, or which you are not aware of. I have no argument with the fact that the final decision is yours of course. Just hope it's the right one.

MP,

That wasn't remotely close to being a good reason to tell you to stop.


Controllers should only transmit such a request with an aircraft at high speed if
there is an immediate threat to the aircraft, a runway incursion being one
of the few good reasons.


If they notice something wrong with your aircraft they should call out the problem
clearly, the reject / continue decision always belongs with the Captain.

...and that's exactly why I would not rule out any 'non-standard' screw-up from ATC. :bored:

If a responsible person (I assume ATC controllers qualify) starts yelling ABORTABORTABORT!, why wouldn't you? It's not likely they're having their little joke.

Here is a similar case, from AvHerald

Would you go around ?

Surely an ATCO is exactly that an ATCo whether on ground or in the air a pilot would be taking an immense legal risk by ignoring what that say since it is an instruction.
I know TCAS is in the picture now but not for light aircraft so would some of the people here who say well i wouldn't listen to the ATCo ignore a call of ABC 123 immediate right turn to XXX degrees traffic just say -well I can't see anyone so Ill just carry on.

As has been proven many times flight deck windows do not give the greatest view in the world and on take off I imagine one set of eyes are focussed inside and the others s very much straight down the runway ahead and have nothing like the view from the tower of potential hazards just outside the pilots field of vision.
I kow RTOs are tricky at high speed but as a view from the back I would prefer to stop with smoking brakes even evacuation than have the pilot press on into

Animals running onto runway
vehicles on runway
helicopters wandering off an orbit near the flight path
erring light aircraft
flocks of big birds
drone incursions
etc etc

The cancellation of a take-off clearance after an aircraft has commenced its take-off roll should only occur when the aircraft will be in serious and imminent danger should it continue. Controllers should be aware of the potential for an aircraft to overrun the end of the runway if the take-off is abandoned at a late stage; this is particularly so with large aircraft or those operating close to their performance limit, such as at maximum take-off mass, in high ambient temperatures or when the runway braking action may be adversely affected. Because of this risk, even if a take-off clearance is cancelled, the commander of the aircraft may consider it safer to continue the take- off than to attempt to stop the aircraft.

As the aircraft accelerates, the risks associated with abandoning the take-off increase significantly. For modern jet aircraft, at speeds above 80kt flight deck procedures balance the seriousness of a failure with the increased risk associated with rejecting the takeoff. For example, many system warnings and cautions on the flight deck may be inhibited during the take-off roll, and between 80kt and V1 most aircraft operators define a limited number of emergency conditions in which the take-off will be rejected. Consequently, at speeds above 80kt, the take-off clearance should normally only be cancelled if there is a serious risk of collision should the aircraft continue its take-off, or if substantial debris is observed or reported on the runway in a location likely to result in damage to the aircraft.
The critical speed will be dependent on the aircraft type and configuration, environmental conditions and a range of other factors but, as a general rule, for modern jet aircraft, it will be in the region of 80kt airspeed.

The typical distance at which a jet aircraft reaches 80kt is approximately 300m from the point at which the take-off roll is commenced. The unit MATS Part 2 shall contain further guidance on the likely position on the runway at which those aircraft types commonly using the aerodrome typically reach 80kt.

16.5 Controllers should also be aware of the possibility that an aircraft that abandons its take- off may suffer overheated brakes or another abnormal situation and should be prepared to declare the appropriate category of emergency or to provide other suitable assistance.

Apologies for the cut and paste in an attempt to clear muddied waters

The crew might not even know that call was for them.

The controller would use the aircraft call sign. However, it could of course be clipped or stepped on. Always lots of if this and if that in any scenario.

depending on the runway, I would, since I would not know WHY ATC wanted the stop. no doubt. unless I was in a dc 9 -30 on a hot day in memphis.

on those hot days, in that underpowered 9, the closer we got to lift-off, the more I felt the fragility of life. kudos to pratt and whitney.

in the heavier than dc-10 class: there always seemed plenty of get up and go. AS I think it over, one time just b4 the onset of dawn in Natchez Mississippi, we rotated just over a deer that stood frozen on the runway and I was told someone once did the same over a person out for a pre dawn stroll...in a WW2 class Martin 404. one never when knew when THOSE old Pratt and whitneys would give out (in the late 60's. everyone knew they were never far from it).

In my experience the DC-10 was a bloody good goer but not such a good stopper.

The similarities aren't immediately obvious.

At a busy airport, go-arounds happen regularly. RTOs most certainly don't.

You mean as opposed to ignoring a controller's GA instruction and landing regardless ?

I understood it that way, they had a NLG steering fault but decided to land without the brigade.

The tower though didn't like it and wanted the brigade on standby before they land. Therefore instructed to go around...

Maybe I should alter my question to: Do you think it was appropiate to order a go around ?

that makes me have visions of all aircraft on the frequency hitting the brakes

Agree. Huge difference. A go-around is typically a routine procedure. An RTO, especially above 80-100 knots, is an emergency procedure.

The analogy of an ATC instruction to go-around to a takeoff would be, "Acme 123, cancel takeoff clearance, remain in position (or taxi clear of the runway at taxiway Alpha.)"