Suspect T/R deployed would comfortably fit the last, of course more than happy for the techies to provide how successfully an aircraft will take-off and climb (or not) with a T/R deployed.
Have you looked at the procedure for inadvertant reverse thrust in flight?
A T/R light isn't a suspected T/R deployed. Not without secondary indications such as directional control issues, buffeting, vibration, etc. Further, if you're comparing the 767 to your 737, especially the 767 prior to introduction of the T/R AD's, then you're making an inappropriate comparison.
The criteria in my company's manuals:
- engine fail
- engine fire
- predictive windshear
- if the aircraft is insafe, or unable, to fly.
Is a T/R unlock light an engine failure? No.
Is a T/R unlock light an engine fire? No.
Is a T/R unlock light a predictive windshear warning? No.
Is a T/R unlock light an unsafe condition that makes the airplane unable to fly? Not according to Boeing.
By applying your own spin or interpretation, rather than the manufacturer, you risk making a high speed rejected takeoff and putting the flight in certain danger, rather than a perceived danger which does not exist...in other words, you're putting the flight in harms way...not avoiding a dangerous situation. When you see that light and it's not accompanied by movement of the thrust lever or by secondary (and obvious) indications that the T/R really is deployed, then you're creating a dangerous condition when one doesn't yet exist...in other words, there isn't a problem until you elect to make one by rejecting the takeoff unnecessarily.