If you recognise an engine failure at V1 and decide to abort, the first action (e.g., apply brakes, reduce thrust, deploy speed brakes) to stop the aeroplane will therefore happen after V1.
The comment is appropriate to a now long-abandoned philosophy.
For the past 30+ years Industry practice has been to adopt the heavy metal OEM philosophy of the go/stop paddocks being fenced by action. That is to say, in respect of V1 and decision making, if we haven't already started stopping .. then we're going. While this may not be the very best decision in all cases, as a general process it will result in the better outcome most of the time.
It is wise to keep in mind that the rules (as in Design Standards) have evolved (ie changed) over the years. In respect of ASD considerations the main change of note was Part 25 A/L 42 (1978) - for the Aussies, this was reflected in CAO 101.6 A/L 62 - which introduced the 2 second delay for new aircraft designs. This change took a lot of the heat out of the last few metres of the stopping process as the end of the runway loomed.
Historically, Australia has had some difficulty in aligning Airworthiness Standards and related Operational Requirements (CAO 20.7.1B) although things have been tidied up somewhat in recent years. Often we used to be driven to distraction by 101.5/6 and 20.7.1B conflict in the wordiology.
JT will be able to give the definitive answer.
That's probably somewhat more flattering than justified. Perhaps we can debate the subject when next enjoying a convivial ?
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So far as flaps are concerned .. and we can talk generally in that it is very difficult to interpret the Design Rules (ie Part 23/25) in isolation. One MUST read them with the ACs, TCDS, and the FAA/OEM deals done during the certification process - the latter not generally being Public Domain. The result is that one really needs to rely on the AFM/POH having the definitive story for the pilot on the line.
Main thing with flaps ... regardless of the nitty gritty of what the limit means and how it should be interpreted for a given Type ... is that the OEM does not intend for the pilot routinely to select or operate at or near the limiting flap speed.
If you do, expect your maintenance folks to scream blue murder as you will needlessly be increasing your maintenance costs as the bits of tin break much earlier than they need to .. I routinely carry on a bit on just this topic as my pilots have a liking for going faster than I think they really need to ..
...and be aware that while you might get away with a flap overspeed, the next pilot may wear the consequences of your stupidity.
Probably a little alarmist.
While the limits are there for good reason and are not to be exceeded, an isolated modest flap overspeed isn't going to cause the flaps to fall off/apart.
However, if you are involved in an exceedance, please do write it up in the MR so that any relevant maintenance inspections can be effected post flight. If the exceedance is somewhat more than modest, there may be some rectification work to be done.