@BoilerUP[/USER] can stand up for himself and defend his statement if he wants. However, what I said was that the process is not that simple, which it is not, and using his definition would get you fired by me before you killed yourself and passengers and destroyed my airplane!
I have no idea what you are talking about, and given how you haven't expounded on exactly what you think I said wrong, I believe you are taking a humorous poke on a balanced field length and V1 determination sidebar on a gun forum a wee bit too literally/seriously. Genesis of my comment: when I flew for a regional there was a joke about a common oral question. "Tell me what Exemption 3585 means." "It means you're fucking going!"
At my airline, in the low speed regime prior to 80kt you stop for any master caution, master warning, predictive windshear or the aircraft is unsafe or unable to fly, ie. pretty much any damn thing. In the high speed regime above 80kt, you stop only for engine fire, engine failure, or aircraft is unsafe or unable to fly. After V1 you take the aircraft airborne, fly the EFP, and deal with whatever the issue is there.
My airline has experienced a reject above V1 where the aircraft would never have accelerated to VR on the runway surface, so this topic is pounded on during Upgrade as part of discussions of PIC decisionmaking.
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