“If you are leaping a ravine, the moment of takeoff is a bad time to be considering alternatives.” – John Cleese
John Cleese is a comedian (of Monty Python fame) and an actor. I have no idea if he is also a pilot. But this quote illustrates very well that every pilot should carefully consider his or her “alternatives” in the moments prior to pushing the throttle forward and taking the runway – not after.
This is the second article in my series on The Basics of Flying. As I explained in the initial piece posted online in Midwest Flyer Monthly (January 2026), “[t]his should not result in new information being imparted to pilots; instead, it should serve as a refresher course to remind pilots of information they once knew, and can recall again, if prompted.”
I will not be discussing a “Before Takeoff Checklist” as I am confident that all pilots (whether flying for private or for commercial purposes) have been repeatedly taught the importance of using and following written checklists. The Pilots’ Operating Handbook (POH) specific to the make and model of the aircraft you are flying contains all the necessary checklists, including one designated “Before Takeoff Checklist.”
There are, however, items beyond the POH “Before Takeoff Checklist” that general aviation (GA) pilots should be aware of and devote at least a few serious moments to consider prior to committing to a takeoff.
Among the many advantages that commercial airline pilots enjoy over GA pilots (including better and more reliable aircraft, two qualified pilots in the cockpit, and extensive and regularly recurring training sessions), they also greatly benefit from pre-calculated weight and balance and V-speeds for rotation, accelerate-stop distances and, most importantly, they have repeatedly trained for engine-out scenarios on takeoff.
GA pilots, unless they commit to and pay for additional training, rely primarily on the “Before Takeoff Checklist,” their own experience, best judgment in the moment, and good luck.
Takeoff is one of the shortest phases of flight, but it carries some of the highest workload and risk. FAA sources note that approximately 25% of general aviation accidents occur during takeoff and initial climb, often due to pilot error or inadequate preparation. A thoughtful, disciplined “Takeoff Briefing” helps ensure that the aircraft – and the pilot – are ready for the demands ahead.
I have heard it said, a “Takeoff Briefing” is not a checklist – it is a mental contract with yourself. “If X happens, I will do Y.”
From performance calculations to aircraft configuration to emergency planning, here are suggested key considerations every GA pilot should evaluate before rolling onto the runway.
Aircraft Performance and Stopping Distance
Before approaching the airplane, pilots should consult the POH performance charts to determine whether the aircraft can safely take off under the day’s conditions. Density altitude, runway length, surface conditions, and aircraft weight all influence takeoff roll and climb capability.
A critical but sometimes overlooked factor is accelerate‑stop distance, i.e., the runway required to accelerate to a decision speed and then stop safely if the takeoff is rejected. While many light aircraft do not publish formal accelerate‑stop distances, GA pilots should still determine:
- Ground roll distance under current conditions.
- Braking effectiveness on the runway surface.
- Available runway remaining after rotation speed.
An easy way to estimate the distance travelled on the runway is to know ahead of time where the half-way point is. You can use a self-identified “marker” such as the windsock, an intersecting runway, or a stationary object or building as the visual reference for the mid-point.
An often-used rule of thumb (the “70/50 Rule”) is, “If you haven’t reached 70% of your rotation speed by the time you have reached 50% of the length of the runway, you should abort your takeoff.”
If the aircraft cannot stop safely after an aborted takeoff, the pilot must be mentally prepared to roll past the runway end.
Aircraft Configuration and Procedure
Are you about to takeoff on a “Short Field” or a “Soft Field?” Are there any obstacles at the end of the runway you will need to clear? Is your aircraft properly configured per the POH to perform a Soft Field or Short Field takeoff? Have you reviewed the recommended POH procedure, such as flap setting, pitch angle, rotation and climb speeds, and are you proficient in executing the type of takeoff selected?
Identifying the Best Places to Land in an Emergency
A critical piece of information pilots should know (if they have done their homework) prior to takeoff, is what is located at the end of the runway they are about to use. Is there a chain link fence, jet blast wall, an ILS runway lighting array, or tall trees? Are there houses, a highway, commercial buildings, or rising/rough terrain located just beyond the end of the runway? Or, are there relatively flat farm fields or vacant land? All other things being equal (winds, runway length, etc.), it is better to choose a runway for takeoff that offers the fewest obstacles at the departure end and suitable landing sites beyond.
Before advancing the throttle, pilots should visually and mentally identify safe landing options in the event of an engine failure. Including:
- Planned abort point/runway remaining.
- Taxiways or overrun areas.
- Open fields or clearings.
- Roads (only if absolutely necessary and safe).
- Avoidance of obstacles, populated areas, and powerlines.
Foreflight or Google Earth are good for these purposes.
This “mental mapping” should be part of every “Takeoff Briefing,” just like airline crews perform. Knowing what to do and where to go in an emergency reduces reaction time and increases the chances of a survivable landing.
Engine‑ Out Procedures and the “Impossible Turn”
An engine failure during takeoff is one of the most demanding emergencies a pilot can face. The FAA emphasizes that thorough knowledge of procedures and proficiency in performance are essential for safe takeoff and departure climbs.
A “Takeoff Briefing” should include a clear, simple plan if the engine fails after takeoff.
Pilots should brief the following:
- Engine failure, i.e., Loss of Takeoff Thrust (LOTOT) or Reduction of Takeoff Thrust (ROTOT), on the runway: Retard the throttle, maintain directional control, apply brakes firmly, and stop on the runway.
- Engine failure, LOTOT or ROTOT, below 1,000 feet AGL: Pitch forward to preserve airspeed and land into the wind straight ahead, i.e., wings level or within a narrow (approx. 30 degree) arc, in a suitable landing area (flaps down, gear up if able).
- Engine failure, LOTOT or ROTOT above 1,000 feet AGL: Maintain best glide speed and consider best and safest options.
A “Turn-back Viable Altitude” above 1,000 feet AGL is highly subjective and dependent on a significant number of variables, including aircraft, weight, wind, configuration, density altitude, and pilot proficiency.
Returning to the runway should only be considered if:
- You have pre‑briefed and are at or above the minimum turn‑back altitude.
- You have repeatedly practiced it with an instructor and are proficient.
- You have sufficient altitude, airspeed, and bank angle discipline.
- You can maintain coordinated flight and avoid a stall/spin.
The “Impossible Turn” remains impossible, and stall/spin accident data clearly demonstrates this.
The best and safest alternative in most circumstances is to land straight ahead with your aircraft’s nose pointed into the wind. Maintain control, land at the slowest possible safe airspeed, and do your best to avoid a sudden impact with the ground or obstacles. You will most likely walk away from a straight-in, off-airport landing.
If you turn your aircraft after engine failure in an “unpracticed” attempt to return to the runway, and if your bank angle is just a few degrees too much or if your airspeed is just a few knots too little, you may stall the aircraft and spin in. No walking away from that.
The laws of physics and the aerodynamics of your aircraft are unforgiving.
Richard McSpadden, AOPA’s Air Safety Institute (ASI) senior vice president, former US Air Force Thunderbird pilot, and a preeminent flight safety expert, lost his life in a Cessna 177 RG attempting to make the “Impossible Turn” during a ROTOT emergency in 2023.
Think about that for a moment.
When the engine quits on takeoff, do not worry about “saving” the airplane – that is now the insurance company’s problem. Make the best and safest decision for you and your passengers. Do not die. Do not become a statistic. Live to fly another day.
Wind Conditions
- Wind affects nearly every aspect of takeoff performance.
- Headwinds shorten takeoff roll and improve climb performance.
- Tailwinds significantly increase takeoff distance and reduce climb rate.
- Crosswinds require proper control inputs and may exceed aircraft limitations.
Prior to takeoff, pilots should review the current wind conditions. Evaluate winds, your proficiency level, and compare winds to the aircraft’s maximum demonstrated crosswind component.
If there is too much crosswind for your airplane’s demonstrated crosswind component or your personal minimums, choose another runway, or put the airplane away and fly when the conditions are better.
If the wind is manageable prior to takeoff, plan control inputs accordingly.
An often-used rule of thumb is, “Gusty conditions require additional margin – adding half the gust factor to rotation speed is a common technique.” For example, “10 knots gusting 20 knots.” Half the gust factor is five knots more added to rotation speed.
A Suggested Takeoff Briefing
- Brief the Short Field or Soft Field takeoff procedure (if applicable).
- Know direction of wind, adjust rotation speed (if applicable), and plan control inputs accordingly.
- Obstacles/Terrain: know what is off the departure end of runway.
- If engine fails before rotation: abort.
- If engine fails below 1,000 feet AGL: land ahead – NO turnback.
- If engine fails above 1,000 feet AGL: consider best and safest options.
- Know your aircraft’s best glide speed.
- Confirm runway and runway approach are clear of conflicting traffic.
- Confirm runway number matches the magnetic compass /Directional Gyro.
Throttle forward. Right rudder (as needed). Be prepared. Go fly. Have fun.
A safe takeoff begins long before the throttle is advanced. By calculating performance, properly configuring the aircraft, identifying landing options, planning for emergencies, understanding wind effects and control inputs, and using a disciplined and consistent “Takeoff Briefing,” general aviation pilots dramatically reduce risks during one of flight’s most critical phases.
Thorough preparation is not just good airmanship – it is a life-saving habit.
DISCLAIMER: Mr. Zakos’s articles should not be used for flight training or misconstrued as instructional material. The articles represent the author’s personal opinions. Readers are urged to always consult with a Certified Flight Instructor and other sources about anything discussed herein.
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