Cancel takeoff clearance when passed V1 speed

What do I do if ATC tells me to cancel takeoff clearance but I have already passed V1 (the speed ay which takeoff must be continued)? Do I continue with takeoff or do I leave the game?

1 Like

Continue takeoff.

Controllers shouldn’t be telling you this, though.

Did this happen on expert?


If you have passed V1 (and Vr) than mostly you just take off and then ask for inbound again (like going in pattern) if I am correct… I think that is in real life the case… Most common if there is 1 engine failure you just take off max power and then go inbound again).

This thread should have your answer.

1 Like

Yes, it has happened to me two times on expert.

Ok well you can always message the controller personally.

V1 is the point in which you cannot abort takeoff. At that point, I’d recommend continuing your departure.


But if there is a plane that is going around at the same time then it will cause problems.

Ok… well then what do you want me to say. It seems you know the issue here. We will warn the aircraft above you of traffic and hope nothing happens.


Doesn’t that also depends on the altitude of the aircraft…? If you have a spacing of atleast 500ft, then I wouldn’t say that there is a problem? I think most of the time if an aircraft is doing a G/A the pilot goes max throttle + F/s

I just don’t want to get ghosted for not aborting my takeoff.

When on an approach frequency, spacing minimums are:

1000ft vertical
3nm lateral.

When operating as a tower only airspace, aircraft are automatically VFR. This means VFR separation standards apply. This is:

500ft vertical
1nm lateral.


I would say continue takeoff since that means you don’t have enough room to stop. If it’s a plane on the runway try to climb over.

If it’s a go around above you maintain VFR and stay away from them. If you hear the controller tell them to make left traffic you should turn right or maintain 500’ vertical separation.

Where did you get that VFR separation from?

In the US there is no VFR separation minima with other VFR except for do not create a collision hazard and class B. (7110.65Y 7-9-4 for further reading
VFR is separated from IFR in Class C and TRSA by 500’ vertical standard along with other methods in the 7110.65.

If you have to abort a takeoff because of a possible conflict with a go-around then the ATC may have submitted the go-around instruction a bit too late.

Understand. The good news is that IFATCs are reasonable people and if you present the facts, you find that they will request your Report to be reversed. In case they don’t, then you can request a moderator to be included mij your private message with the IFATC.


You’d never abort a takeoff past V1 IRL for anything except aircraft not flyable (and that’s not even always the rule anymore). Aborting a takeoff past V1 is more dangerous IRL than taking off in (nearly) every case.

In IF there aren’t such speeds defined (without another tool) and I also feel that the brakes are extremely powerful. Hence you should abort the takeoff as long as there’s a possibility to safely stop on the runway.

If you can’t because the remaining runway length isn’t sufficient (in your experience/mindset) then takeoff and if, if, you’re ghosted and you were at a high speed already quite some distance along the runway it most certainly will be revoked just as @azeeuwnl detailed in the post above.

Fly the aircraft first should apply not only IRL but also in IF, hence keep the aircraft save before complying with ATC instructions and communicate afterwards.


It isn’t realistic to abort takeoff clearance when past V1 speed. Even if it is different in IF, I always fly according to real life air traffic rules.

MaxSez… V1 is Decision Speed but in this case one could argue that the 50/70 rule may apply based on aircraft type or an incursion or foul runway was noted by the controller. There is insufficient data provided to draw a definitive conclusion with.only the Pilots Testimonial. “There is no such thing as TRUTH” and definitive commentary without all the facts is illusionary. There are always 2 sides to every Pilots Gripes. .LOL…MaxSends
(Info: @azeeuwnl. @JulianB…EtAl)


That’s basically what I said above as well.

I was just wondering where your V1 is from (and therefore how exact it is/wether there is a significant margin) and if there’s a real risk of a runway excursion not using the number in IF. Nonetheless, if you’re not comfortable aborting (for safety/runway excursions concerns) you definitely should takeoff.

1 Like

2 ways? Three ways I was taught ;-) ; Pilots Version, ATC version and what ACTUALLY happened.

WHilst not fully aware of all the facts in this particular case, it sounds like ATC issued a GA for an aircarft whilst the OP had been given clearance for take off. Just a word of caution to all out there in IF world is that whilst we do have Proffesional and experinced real life pilots and ATC officers, the vast majority are no more than enthusatic ammatures. Some with more skills and experince than others.

If IFATC give you a clearance or instruction, as the “PIC” it is still the pilots responsibility to make sure that it is safe to do so.

Happy landings


@David_Lockwood… MaxSez: “What Sheep you on salaman…
am sure you’ve heard those words and like this Topic there are two sides for sure. “Do Good Work Dave”… Alway sage advise from a font of knowledge.
G’day Salaman… MaxSends

1 Like