The energy absorption in a RTO is, at least, twice that of a normal landing in a B747 class plane. RTOW for a long-range plane will be on the order of 75% greater than landing weight, the Vref will be, on the order of, 25-35 knots less than Vr. The energy absorption is huge, on the order of 33 million ft/lbs per brake. I don't know the specifics on the 744, but on the C-5 taxi-out will raise the brakes by 100-150C, depending on turns, weight and length of taxi. A heavy jet transport is streets away from your Citation. A RTO at heavy weights will raise the temps to the fuse plug blow-out temps.
You continue to express opinions on subjects you have no training and no relevant experience and tell those with the training and experience that they are wrong, or worse, dangerous. Please spend time learning about FAR 121 operations and the relevant certification background. Reduced power take-offs and "on condition" maintenance appear to be special bugaboos, both common procedures, even on several FAR 25 certified business jets and regional jets using the same engines.
Airlines are not the safest form on transportation because they do stupid things, have incompetents at the helms.
GF