[calcapt]

Just for information sake, the stopping distance required after a V1 reject does not take into account using reverse thrust, at least not at Continental. Having both engines operating and using reverse would certainly cushion your stop distance should that ever be a consideration. I am generally a "Go Mode" captain which I brief that way. Even at slower speeds I like to press on unless there is a compelling reason not to. An amber warning light is not overly compelling to me and like an old captain once told me " If Boeing thought it was that important they would of made it a red light." I agree with most here and can't imagine aborting a takeoff after V1 unless I felt there was no other option.