Post V1
Just a few thoughts:
1. I worked on a 767 which RTOed after no engine failure but failed to get airborne after Vr and sitting on the tail skid. Good thing they went for the RTO option as the airline calculated the various V speeds and put the wrong mass in for the take-off. (I seem to remember it was ZFW they put in when it was going off on a 10 hour jaunt but the pilots did fly short sectors at low masses in it too).
2. A 747 where the incorrect flex power was set and failed to get airborne
3. Please remember that more airports have full length 300 metre runway end safety areas than used to and some have delethalised (eugh!) the run off areas (size dependent on runway length)
4. The DC-10 multiple tyre failure scenario was made much worse by the (then) tyre design standard (or should it have been tire?) which only required the other tyres to carry 1.5 times the rated load. With the DC10 beam deflections, the opposite corner used to carry 1.97 x load which then blew it. Then you were in deep trouble, made worse by the wheel rims fracturing and shattering with subsequent spreading of the bits around at high speed (to cut hydraulic lines and penetrate fuel tanks). Then you have nothing for the brakes to bite into as there were no tyres left. Also the DC10 would not reach Vr when this happened so you were in trouble. Oh, and the brake pack wear could be minimum on all wheels so that you did not have enough energy absorbtion available to stop in time. A change in tyre load standards, wheel rim design standards, brake pack wear requirements and trying to get the V1 as close to Vr as possible helped stop the DC10s from falling off the end of the runways as often as they used to.
5. Not sure if the locked wheel non-rotation when taking off on an icy runway scenario still exists that did for the odd DC8 on departure. The wheels slid without rotating and the subsequent extra drag stopped the aircraft from reaching Vr. I seem to remember it was Anchorage, it was full of US Marines or similar so the evacuation was relatively successful based on fit males all willing to listen to commands etc.
6. If you have to stop, think about flaps which are generating lift and consider (coffee break only time, not when it is happening) raising them. The spoilers should kill the lift but I am working on one with no spoiler deployment. You probably don't have time to even think about the action when doing it for real, but it is worth talking through!
7. Remember to press the brake pedals as if you life depends on it. It does. Many pilots used not to press them hard enough. NASA simulator studies (ok, old data here) showed lots of pilots at the 70% pressure level. I hope that this has been trained out in many cases now.
8. If you RTO off the end and the nosegear collapses, many big jets will lose the PA from the cockpit. Makes the evacuate call a bit difficult to hear.
I hope that you never have cause to find any of this falling into "useful practical advice" classifications in your worlds. Unfortunately, I do in mine on a daily basis.