CoolP, what a silly looking airship. A train wreck in slow motion. The placement of the prop must have lost a lot of thrust.

JayG had it right. When something like an engine failure or tire failure on takeoff, there would always be the "Oh Sh#% period." (Actual term we used in the industry) Depending on the alertness of the crew this period could last 4 to 5 seconds. These valuable seconds was the time it took for the crew to recognize the problem and start doing something about it. The reaction to an engine failure before V1 could take all of five seconds - all the while moving at around 200 feet per second. The crew had to be prepared for anything and by doing a pre-departure briefing the crew could heighten their awareness for the unexpected.

For example: The Captain and F/O discuss the takeoff and review what would result in an abort. After the 707 and 727 era planes, the industry redesigned the cockpit so that if all was OK, the cockpit would be "dark" - no warning lights visible. This would make it easier for the pilots to be alerted to something that would need attention. Only critical items would be alerted during this takeoff phase. This made it clearer for the operating crew to make a decision. Also, the briefing reinforced the important items that could cause an abort and shortened the Oh Sh%# period. Instituting the "sterile cockpit" was another big factor in situational awareness. No unnecessary talk below 10,000 feet.

On takeoff, the flying pilot would set the initial thrust and call "trim throttles." As soon as the thrust was trimmed the Captain would place his hands on the top of the thrust levers, poised to close them. The F/O would remove his hands from the throttles. As V1 was approached, the Captain would bring his hands down and hold the throttles from being closed. This moving of the hands was just one more step in avoiding an abort after V1. Little things like that went a long way toward preventing a goof during the Oh Sh%& period.

Lou