You reminded me of one simulator training session,when we simulated engine failure 4-5 kt before v1.We knew this will happen ,but it was very dificult to actually see it ,think and made the call before v1.
In real life is even harder.If you have a master caution on,you react faster.But I think,as a nonflying pilot ,you'll look not only in the cockpit.
At start ,for eg. I have a flow,like check oil pressure-N1-vib-EGT-speed,then one glance out,then again EGt,speed,etc.
There are many things to check in a short time,and I think it's possible to overlook some subtle failure.For eg oil pressure decreasing.Untill you'll get a master caution,or you'll see it,you can be well over v1.
' During takeoff,if EGT exceeds limits,after 80kt,do not retard thrus lever,untill 400'AGT '( FCTM-boeing)
Take-off config warning it's possible to appear later on take off (actually did- speed brakes lever moved slightly up due to vibrations)
indeed ' these problems are indicated quite subtly and sometimes lead us the wrong way.'sometimes your reflexes can give you wrong messages.On one simulator session we forgot to check the atis before take-off (after 3 hrs of ldg,goaround,ldg.....)
So the instructor gave us a crosswind of 40 kts right at liftoff.
We flew the plane,no problem,but our first reaction was
ngine failure ! what..ah....no!For few seconds we were sure we had an engine failure,despite no indications on the instruments.The CRM saved our
So,yes,I think failure indications is something to talk about.