FAR 91.175 states you will not continue below minimums unless certain conditions are met.
"But your honor, we called the miss right at DA and we sunk 50' low as a natural result of the delay in communication. It's not OUR fault that we hit that cell tower."
VIOLATION at the very least!
As for the call prior to V1 - Matt you said it yourself, you begin the call 5-10 kts prior so you finish the call at V1. Next time say what you mean. You said "I call V1 at V1. Not Before."
The FAA Guidelines in Sect. 8400 are kind of hard to sift through, but I will do it when I get back to a high speed connection and find the paragraphs that refer to DA and V1. I will post them here.
DE727 - nope "Tenney said" will not work too well on a check ride! I've tried it - didn't work
Let me paraphrase the 8400 from memory if I can:
V1 is now called Takeoff Safety Speed. It is a complicated definition but basically it is a COMMITMENT to continue the takeoff when reaching this speed. Any aborts must be initiated BEFORE the V1 call is initiated (yes BEFORE 5-10 kts prior.) Anytime after the "vuv" for V1 is leaving your lips the words "abort" on the CVR will be convicting.
FAA Inspectors and Analysts are focusing on many key areas lately, and high speed aborts is in there with runway incursions, CFIT, accidents with instructors on board, accidents with two instructors on board, and CRM issues to name but a few.
I know that in "real life" dropping a little below mins or doing an abort a knot or two past V1 will not cause a problem most of the time. I'm talking about critical situations, like check rides for example. If you have an FAA Inspector on board giving you a line check would you do an abort 5 kts past V1? Dip below mins to "have a look?" I kind of doubt it.