S7pilot, "The flight crew should ensure that there is sufficient runway remaining to stop the aircraft,."
The crew can only know with certainty that there is sufficient runway for the situation as planned. In any other situations, e.g. stop after V1, then the statement (as a procedure) is meaningless because the crew cannot be sure.
In wind-shear / turbulent conditions the crew do not know how much distance has already been used ~ how much runway remains. The GS may not relate to IAS, thus the pre-takeoff performance calculations cannot be assured..
Re H Peacock's scenario; few pilots would know the actual takeoff ground roll given the range of possible scenarios - WAT, and additionally the effect of wind-shear.
Even fewer pilots know the landing distance required at max takeoff wt (and variability in wind-shear); thus there is no easy way to determine the distances required.
'You have to know your perf and understand exactly what and why it is telling you!'
Yes, but if the understanding is based on false assumptions then the performance is meaningless, and also the belief that you have a choice of options, or that the aircraft will stop on the runway.
Whilst lomapaseo's points are valid, the scenario should be considered (reframed) as independent situations.
The GO option in wind-shear, an extremely rare event, even more so with failure, it is a procedurally trained-for situation - with or without wind-shear.
An RTO before V1 is also a trained-for event which should result in a 'reasonably safe' outcome (very little margin).
However, a stop decision after V1 is not the same as a 'trained for' RTO. It may use similar procedures, but involves high risks, where procedures may not give a safe outcome. Actions must be considered as mitigations to reduce the magnitude of the accident. This is a significantly different viewpoint (frame of reference) which crews may overlook.
chx230, ask your management to explain this difficult situation.
A gentle reminder for them, that V1 is the speed at which the first stop action is taken - the decision has already been made.
QARs, (automatic analysis, etc) are based on recorded speeds and the outcome of action, e.g. brakes applied, but neither the recorders or analysis cannot know when you made the decision to stop (or go).
In any scenario, achieving V1 is a GO situation, there are no further decisions or alternative procedures for takeoff.
I sense that your management might not be ready for this type of discussion.