Must the plane be aborted much above 80 knots for an engine fire light (possibly a bleed air leak or malfunctioning sensor), if the plane could slide off a wet or snowy runway, especially with a strong crosswind or tailwind?
If both engines are putting out takeoff power, a loud fire bell is hard to ignore, but (at higher speeds) and with two good engines, etc, the non-flying pilot can cancel the fire bell, especially if briefed on it. Unless an engine then has another serious problem, the plane will fly and we should probably continue under most conditions, should we not? The EPR gauge is the least reliable, but with normal stable readings on all N1, EGT and N2 gauges, you have full or flex power.
This idea was not common years ago, especially in the military, but nowadays, many very experienced Instructors and Check Airmen suggest only aborting at high speed for an engine (or reversor) thrust problem. Even if you lose i.e. an Emer AC bus (Captain's horizon), you should have the standby AND the FO's horizon. Even a loud bang from a tire should not make the plane uncontrollable, unless you feel it pull to one side (now sure that it is both tires), but if you abort due to a loud bang, with max braking you might blow out some other tires.
