For someone operating a single pilot jet that requires a 5,000 ft ASD from a 10,000 ft runway, there is some logic in deciding to abort on the runway prior to VLOF rather than take flight following an engine failure or some other serious malfunction, especially considering the work load for a single pilot.... however, where do you draw the line, are you willing to do the same on a 9,000 ft runway or even a 7,000 ft runway? In order for you to make a rational decision, you should know what version of FAR 25-109 your aircraft was certified under, the brake condition, and even the calculations methodology used for the AFM.
When you move into the airline world or even the larger corporate world, things change, the aircraft that you fly are designed to operate in the most economical manner possible, you may fly different variants of the same family, (A320/321)(A330/340), there is no possible way that you can know the different characteristics associated with each tail number or runway. But you should be aware if your airline has adopted a Min or Max V1 or optimized V-speeds policy and the reduced thrust policy?
When the people sitting in some dark office decided how these aircraft were going to be operated, they had days or even months to review all of the related facts, to look at in-depth details about the aircraft's performance, the airport, the runway condition and in some cases they have even walked the runway to ensure that the data is correct. For more obscure runways they may have flight tested the departure profiles in a real Flight Simulator, or flown test flights into the airport. The result of all that work is given to the crew on one sheet of paper, it gives a limiting take-off weight at a specific temperature/pressure/wind and it gives V-speeds.
With the aim of reducing high speed rejected takeoff's and enhancing safety. The industry evolved into being more "Go Minded", V1 changed from being a "Decision Speed" into a "Action Speed", a training aid called the Boeing Takeoff Safety guide was released circa 1991 to educate people about RTO's and the correct methods to be used during an RTO. Its worth reading...
Some may ask you to second guess the decision to reject once above V1, but surely if this was the safest option, then in the last 20 years since the formation of the Boeing Takeoff Safety group, then the teaching methods would have changed!
As a final note, As these are anonymous forums the origins of the contributions may be opposite to what may be apparent. In fact the press may use it, or the unscrupulous, or sciolists*, to elicit certain reactions.
Mutt