What is the proper procedure for a rejected takeoff (RTO) and how does V1 influence the decision?

• A. Before V1, reject and stop; after V1, continue the takeoff and decelerate with braking; follow QRH instructions.
• B. After V1, continue the takeoff and decelerate with braking; before V1, reject and stop; follow QRH instructions.
• C. Before V1, reject and stop; after V1, continue the takeoff without braking; follow QRH.
• D. V1 influences the decision; RTO is always based on QRH and not speed.

Answer: (B)

V1 sets the line between aborting and continuing a takeoff. If a decision to reject is made before reaching V1, you should reject and stop on the runway using maximum braking and the procedures in the QRH. If the decision comes after V1, you’ve essentially committed to continuing the takeoff because there isn’t enough runway left to safely stop within the accelerate-stop distance; at that point the procedure is to continue the takeoff and bring the airplane to a stop using braking, with the exact steps outlined in the QRH. The QRH provides the detailed actions for power settings, braking, reversers, and any factors specific to the situation, so you must follow those instructions.

That’s why this option is correct: it correctly ties the decision point to V1 and specifies rejecting before V1 and continuing after V1 with braking, all under QRH guidance. The other ideas either misstate when you can or should stop, or oversimplify by dropping the required QRH-based steps or by denying the role of speed in the decision.