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REJECTED TAKE-OFF
Experience has shown that a rejected take-off can be hazardous, even if correct procedures are followed. Some factors that can detract from a successful rejected take-off are:
. Tyre damage . Worn or defective brakes . Error in gross weight determination . Incorrect performance calculations . Incorrect runway line-up technique . Initial brake temperature . Delay in initiating the stopping procedure . Runway friction coefficient lower than expected
Thorough pre-flight preparation and a conscientious exterior inspection can eliminate the effect of some of these factors.
During taxi-out, review the take-off briefing. During this briefing, confirm that the computed take-off data reflects the actual take-off wind and runway conditions. Any changes to the planned conditions require re-calculation of the take-off data. In this case, do not be pressured into accepting a take-off clearance before being fully ready. Similarly, do not accept an intersection departure until the take-off performance has been re-calculated and checked.
The line-up technique is very important. Use the recommended technique to minimise field length loss and consequently, to maximise the accelerate-stop distance available. FCTM Ch 3 refers.
A rejected take-off is a potentially hazardous manoeuvre and the time for decision making is limited. To minimise the risk of inappropriate decisions to reject a take-off, many ECAM warnings and cautions are inhibited between 80 kt and 1,500 ft. Therefore, any warnings received during this period must be considered as significant.

To assist in the decision making process, the take-off is divided into low and high speed regimes, with 100 kt being chosen as the dividing line. The speed of 100 kt is not critical, but was chosen in order to help the Captain make the decision and to avoid unnecessary stops from high speed. Below 100 kt, the Captain should seriously consider discontinuing the take-off if any ECAM warning is activated. Above 100 kt and approaching V1, the Captain should be “go-minded” and only reject the take-off in the event of a major failure such as a fire warning or severe damage, sudden loss of thrust, any indication that the aircraft will not fly safely, or if an ECAM warning occurs. Examples of ECAM warnings that may occur are ENG or APU FIRE, ENG FAIL, CONFIG, SIDESTICK FAULT, REVERSER UNLOCKED, and L+R ELEV FAULT If a tyre fails within 20 kt of V1, unless debris from the tyre has caused noticeable engine parameter fluctuations, it is advisable to get airborne, reduce the fuel load and land with a full.runway.length.available.
V1 is the maximum speed during the take-off roll at which the pilot must take the first action to stop the aircraft within the accelerate-stop distance. For certification purposes, an engine failure recognition time of 1 second is allowed between the engine failure and V1. Additionally a distance margin, equivalent to 2 seconds at a constant speed equal to V1, is added to the accelerate-stop distance..This.increases.the.safety.margin.
V1 is also the minimum speed in the take-off roll, following a failure of the critical engine at V1, at which the pilot can continue the take-off and achieve the required height above the take-off surface within the take-off distance. The RTO Operational Margins diagrams below, give an indication of the consequences of rejecting.the.take-off.after.V1.and/or.using.improper.procedures.
The decision to reject the take-off is the responsibility of the Captain and must be made prior to V1. If a malfunction occurs before V1, for which the Captain does not intend to reject the take-off, he announces his intention by calling "GO". If the Captain decides to reject the take-off, he calls "STOP". This call both confirms the decision to reject the take-off and also indicates that the Captain now has control. This is the only time that hand-over of control is not accompanied by the phrase."I.have.control".

A330/A340 8.20.3 Operating Techniques
　
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