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In aviation, the balanced field takeoff is the theoretical principle whereby the critical engine failure recognition speed, or V₁, is used as a decision speed at which the pilot elects whether to continue the takeoff. The concept at play is that, by reducing takeoff thrust, all available runway is used in the event of a rejection at or near V₁. This practice has been the subject of increased scrutiny as a result of certain recent accidents in the aviation industry. One example is the crash of MK Airlines Flight 1601 [1], a Boeing 747-244SF cargo aircraft that crashed on takeoff killing all seven crew members. As a result, the Transportation Safety Board of Canada issued a formal recommendation to equip transport category aircraft "with a take-off performance monitoring system that would provide flight crews with an accurate and timely indication of inadequate take-off performance."

To safely complete a takeoff, the aircraft must reach a speed of V₁ prior to any engine failure. However, the probability of engine failure increases with the power setting selected, and it is therefore advantageous to reduce the power setting. Performance charts and flight computers are used to determine a power setting that will allow acceleration to V₁ such that there remains enough runway to stop safely in the event of an engine failure prior to V₁, or to continue flight in the event of an engine failure subsequent to reaching V₁. Landing and Takeoff Performance Monitoring Systems ([[2]], [[3]], ^[1], ^[2], ^[3]) are devices aimed at providing to the pilot information regarding the effectiveness of the balanced field concept, and averting runway overruns that occur in situations not adequately addressed by the balanced field approach.

Using the balanced field takeoff concept, V₁ is the maximum speed in the takeoff at which the pilot must take the first action (e.g. reduce thrust, apply brakes, deploy speed brakes) to stop the airplane within the accelerate-stop distance and the minimum speed at which the takeoff can be continued and achieve the required height above the takeoff surface within the takeoff distance.

1. ^ Pinder, S.D., "Takeoff Performance Monitoring in Far-Northern Regions: An Application of the Global Positioning System," doctoral thesis, University of Saskatchewan, 2002.
2. ^ Srivatsan, R., “Takeoff Performance Monitoring,” doctoral thesis, University of Kansas, 1986.
3. ^ Khatwa, R., “The Development of a Takeoff Performance Monitor,” doctoral thesis, University of Bristol, 1991.

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