Brom,
Don't forget that an RTO can be the result of many things going wrong, not just an engine failure. As I said in my original post CDP was treated as a runway length/height point on that particular operation. There always comes a point when there isn't enough tarmac left. The operations manual left a large amount to our discretion should we need to reject, but was very clear that runway length was the final factor. Slight drift, but the 748 pilot who had an uncontained engine burst at Stansted some years ago when already airborne rejected straight ahead onto the runway. He was pilloried by many who had no idea that it was an approved manouvre for the 748. Turned out he was very right due to a very weakened main spar which would not have survived a circuit.
I personally rejected a take off well after TDP due to a very sudden severe eyeball bouncing vibration. 4000' of runway left so no problem IIRC airspeed was about 100 kt when the desicion to re-land was made. MRB delamination was the problem. It could have been much worse had I taken it round the circuit.
VH