text: The refusal speed will be a function of take- 
  off performance, stopping performance, and 
  the length of available runway. The ideal 
  situation would be to have a runway length 
  which exceeds the total distance required to 
  accelerate to the takeoff speed then decelerate 
  from 
  this case, the 
  refusal speed would exceed the takeoff speed 
  and there would be little concern for the case 
  of refused takeoff. While 
  this may be the 
  case for some instances, the usual case is that 
  the runway length is less than the “accelerate- 
  stop” distance and the refusal speed is less than 
  the takeoff speed. A graphical representation 
  of the refused takeoff condition is illustrated 
  in figure 6.12 by a plot of velocity versus dis- 
  tance. At the beginning of the runway, the 
  airplane starts accelerating and the variation 
  of velocity and distance is defined by the 
  takeoff acceleration profile. The deceleration 
  profile describes the variation of velocity with 
  distance where the airplane is brought to a 
  stop at the end of the runway. The inter- 
  section of the acceleration and deceleration 
  profiles then defines the refusal speed and the 
  refusal distance along the runway. Of course, 
  an allowance must be made for the time spent 