You're on here enough to know the tightrope that employees have to walk, so I apologize but I don't want to get into the finer details of a specific procedure. Both the FAA and Boeing have put out some good stuff regarding the go/no-go philosophy of takeoff decisions and you can Google them. However, I know that each airline varies somewhat in their definitions of Hi/Lo speed regimes, specific abort criteria, and callouts and because of that, I don't want to get into word for word procedure. You can probably come up with them, though suffice to say, they eliminate a whole host of items that passengers might consider dire threats.

I also don't want to leave the impression that those of us in the cockpit are somehow disdainful of F/A input. Quite the contrary and I always let them know that during the brief. While we are taxiing out, I want to know if any pax are ill or acting up. I want ot know if snow is accumulating on the wing. I want to know if some engine or aircraft system doesn't sound right. These are all things that they are uniquely able to spot. However, once the First Officer makes the PA for departure and they tell me the 'Cabin is ready for takeoff', any information they have after that point (with the exception of the aformentioned raging cabin fire) is not going to influnce the Abort decision in the high speed regime in any way and will only end up confusing the situation. It's just noise during a time that we try to limit any distractions. At Delta, only the Captain is responsible for the abort decision, and if some abnormal happens, there should be only one of two words you should hear spoken very forcefully by the Captain......either CONTINUE! or ABORT!.The thought of having a conversation with an F/A while rolling along or having them scream STOP is either stunning or amusing.... and maybe both. But I will gladly listen to any concerns they have once we are safely airborne.