What a dilemma!!!!!!
It would be of interest to read Airbus' "Getting to Grips with Aircraft Performance'. In it is explained the evolution of the certification
standards for "V1". Interestingly, depending on when/how/under what FAR/JAR your aircraft was certified, the definition of V1 is different.
Things all started in March of 1978 with "Amendment 42". This FAA
certification amendment allowed the decision to be 2 seconds beyond
V1. The Airbus A-320 was the first and the last aircraft to be
certified under "Amendment 42".
Then, in March of 1992, the issue was revisited. As a result, now, we
have "Post Amendment 42". The two-second rule was re-adopted, but
was changed to the 'equivalent distance of two seconds'. There were
other certification changes, such as: the brakes can be worn to the
certification limits at the start of the takeoff roll (and you still must
be able to stop), dry/wet accelerate/stop certification definition and
requirements, etc. You can read it for yourself. This Airbus
publication is available on-line to anyone.
As per the Airbus FCOM, the criteria for rejecting or continuing the
takeoff are pretty explicit. Boeing uses 80 knots as a dividing line.
Airbus uses 100 knots. As per Airbus, below 100 knots, it is
'reasonable' to reject for just about any Master Caution. But,
above 100 knots, a rejected takeoff should be performed only for
a Master Warning or four Master Cautions (Sidestick, Engine Failure,
Reverser Fault, Reverser Unlocked), any fire warning or severe damage,
sudden loss of engine thrust, or an unambiguous indication that the aircraft cannot fly safely.
It should be noted that Airbus cautions against rejecting in this 'high speed regime' for reasons such as high EGT, wheel/tire vibration, etc.
Interestingly, Airbus is also explicit with regard to the issue of a
tire burst during takeoff. When within 20 knots of your V1, should
a tire burst occur, assuming there is no collateral damage to engines,
the takeoff should be continued. I used to brief, should this occur,
we'll continue the takeoff (sans serious engine damage), but we'll
keep the gear down after takeoff. The purpose of this is to preclude
jamming hot/burning/damaged gear up in the wheel wells. The
problems associated in retracting the gear in this instance are obvious.
Of course, as always, your company's SOP is the bible. However, any
issues/problems you see with the SOP can and should be brought to the
attention of your company's training department.
Fly safe,
PantLoad