Generally the brief is conducted along the lines of "We will consider rejecting the takeoff for any problem under 80 knots. Between 80 knots and V1 we will reject only for engine fire, failure, or loss of directional control, an outward opening door, or anything which brings the ability of the airplane to fly into question."
Is the take-off roll at 75 Knots the place to be "considering" what to do?
Most places in my experience say "We will stop for anything up to 80Kt".
Then they say that between 80Kt and V1 they will stop for a very short list of critical items.
Most people posting here seem to think that there is some timme for considering what is happening and making a considered decision as to stop or continue.
There isn't. That is why the list of items for which the aircraft will be stopped between 80Kt and V1 is very clear.
Let's think about the following - The Captain is pilot flying anbd at V1-10 the FO shouts "Engine" or perhaps "Engine problem" or perhaps "High EGT".
Does it really matter what they shout? Who is going to stop lookoing outside to check the engine indications?
I am sure that 80% would safely continue to look out side and stop the aircraft on the runway. The next 15% would get airbourne (or try to) with an engine failure well prior to V1 and the last 5% would look inside the "consider" what is happening and run off the side of the runway while accelerating!!
Think of it - you are flying the aircraft. You have a colleague who is qualified to be there on your right and who you have clearly brief what will cause the aircraft to be stopped between 80Kt and V1. provided that they shout loudly about a failure are you ever going to do anything other than stop (unless it isunsafe to do so)? and if so then would it be any different if they used "stop" rather than some possible list of words that you may not hear correctly?
This topic comes up again and again here and it is well worth reading other related topics here and elsewhere eg the one about Captains refusing to let the FO be PF on the required legs. If one does then one will see that there are quite a few people who clearly prefer to operate as single crew even when they type is required to operate multi crew.
Finally, I have to say that referring to a qualified and rated pilot as "a cadet" is simply going to cause problems again and again because people like that tend to be the ones that find;
1 The FO let's them sink before stepping in to save the day
2 The refueler always seems to take a bit longer when they see who the Captain is
3. The handling agent / dispatcher always takes some extra time before releasing the flight
4. The cabin crew leave the row zero passengers to starve and dehydrate
