Guest27, let's suppose that you decide to abort the takeoff near V1, as the book states you can.
If your V1 speed is 156 knots with reduced flaps and you clearly see the end of the runway as you are near this speed as you abort the takeoff, there is NO guarantee, even if done perfectly, that your plane will stop on the runway, no matter what book theory claims. Yesterday, our flaps 5, V1 was 156 with a V2 at 166 knots. By the way, a mechanic told us that this airline no longer changes brake shoes when you feel an irritating chatter coming to a stop at low taxi speeds and write it up. They merely bleed air from the lines, somewhere near the anti-skid valves. Thi$ certainly has no effect on the operation.... This is just one component. Some of our mechanics have been told by a supervisor to avoid unnecessary line checks, because they might find a problem. $$
The people who approve and design the FAR$ often have never flown a high-performance aircraft, or not for many years. They are quite safe behind their desks with a view of a busy boulevard in Washington, DC, just as safe as your company Dispatchers.
In the US, an abort assumes that we can Begin the maneuver by V1 and still stop, not finish it by V1. Because of an inherent contradiction in the FARs and the fact that certification test aborts are done by well-trained test pilots in a brand-new plane and on a perfectly dry runway, lots of people might die if you abort at V1.
The engines, whether tail-mounted or wing-, will not normally let a real fire go from the engine into the fuselage or wings.
Do you want to be willing to hurt/kill some children riding in the back
when there could be just a bleed valve etc leaking hot air and the plane will probably rotate and climb at V2+10 with no problem, or after a warning which results when an MEL Dispatch Deviation Guide (DDG) procedure was not done correctly (maybe a computer fault)? How many years have your mechanics been repairing your aircraft?
Maintenance 'out$ourcing'?