hello hang-er,
it is indeed a complex matter, but forget regulations for a moment & think fysics.
your aeroplane on take off is just a big mass gathering kinetic energy according to the simple formula: kinetic energy(Ek)(joules)= mass(m)(kg) x 1/2 x velocity square. now for every speed(called V1) you choose, there will be a corresponding stopping distance, if you elect to abort, & a corresponding go distance to reach the 35feet screen height, if you elect to continue take off, assuming a critical engine fail at Vengine fail =(V1 - 1 second). furthermore , if engine fails before attainig V1, you must stop & likewise, if engine fails after V1 you must continue the take off. lower limit for V1 is vmcg & highest limit is the lower of Vr,Vmbe & Vtire limit speed. aborting at low speed(low V1), will yield a short stop distance but will need a much longer go distance, as you now accelerate on one engine. on the other hand, aborting at high speed(high V1) will require a max braking effort & a long stop distance & is considered one of the most hazardeous maneuvers in aviation. the go distance in this latter case will be much reduced as you already are at high speed close to Vr.
now, in case of wet &/or contaminated rwy's, the general rule is to reduce your max take off weight & also reduce V1 & by doing so, reducing the required stop distance & at the same time increasing the required go distance. a last word, why make a difference between wet & contaminated rwy's? firstly, occurrence of wet rwy's is more frequent than contaminated rwy's & for wet rwy's, acceleration is not a problem, only decelerating on a wet surface is. for contaminated rwy's, BOTH, accelerating due to rwy clutter & decelerating is a problem. there is much more to this, but hope this explanation helps a little bit. remember : reducing V1, reduces
stop distance & increases go-distance & vice versa.
kind regards,
bm