.I would like to believe that if V1 is hypotheticaly 110 knots, that landing with the same wieght at a legal and specified 125kts...
You'd like to believe that because you don't know what it is you're talking about (which includes the subject of brake energy, to say nothing of rejected takeoffs).
A rejected takeoff places much of the stopping distance behind the airplane. Continuing the takeoff to return and land places it all ahead of the airplane. Rejecting a takeoff means attempting to immediately correct the problem, rather than handling the problem and stabilizing it, then setting up a controlled return to landing at a time of one's choosing. Rejecting takeoffs provides a high probability of an overrun, departure, brake fire, control loss, or other problem. Statistically, continuing the takeoff is nearly always the best course. Brake energy is one small part of the picture. Attempting a high speed rejected takeoff for one airspeed error out of several indications and sources is certainly not worth the risk.
A company safety communique recently addressed the topic. Statistically (per Boeing and the Flight Safety Foundation), one in every three thousand takeoffs is rejected, but one third of those that reject leave the runway. 600 people have died in the last 30 years as a result of rejected takeoffs. According to the FSF, 80% of those overruns could have been avoided with better decisions. Boeing showed that approximately 1/4 of rejected takeoffs are for engine problems, while another quarter are for tire or wheel failures, and about 13% for configuration problems. Boeing and the FSF show that up to 70% of the rejected takeoff mishaps would have continued and landed safely...had they not rejected the takeoff.
Low speed rejected takeoffs don't present nearly the problem that high speed rejected takeoffs do. Whether or not the brakes can handle the event is just part of the picture. However, to suggest that because the aircraft lands faster than it rejects, it should have no problem, ignores the heat and energy already lost in taxi...which can be substantial. Taxi distance can already heat the brakes close to or well beyond what a landing may accomplish, and this before the takeoff ever begins. Compare that to a continued takeoff with an opportunity to cool the brakes with a full runway in front and all the emergency services already staged and prepared...clearly the advantage goes to continuing the takeoff.
We've been through this all before, ssg/glawkshuter. You've had it explained every which way from sunday by a number of experts here, including performance experts who do nothing but deal with this topic. You're not hear with exerience to offer, certification to offer, or anything to share. You're here to argue the same tired, ignorant banter...you're here as a troll.
With that in mind, I'll put you on my ignore list, like your other banned names, and wait for the mods to ban you again like they always do...why don't we save the rational discussion for those who have something better to do with their time than keep reappearing under a different login...until you're banned again? You've been shooting that glock just a little too much without hearing protection, again.