It doesn't seem the NTSB recognized that the root cause is a choice of V2 and runway length too short to reach V2, try to rotate for 3 seconds, think about the problem (reaction time), and then apply reverse thrust and brake to a standstill while still on the runway.
V1 is the takeoff decision speed. Vr is the rotation speed. V2 is the initial climb speed.
V1 is the speed that’s relevant here and I think the crew decision to abort well past V1 is both completely appropriate and unusual. There often isn’t enough runway to reach a chosen V1 then Vr then try to rotate them realize you’ve got an unflyable airplane then start the abort and still stop on the pavement or EMAS overrun.
Normalizing post-V1 aborts would almost surely cost more lives than it saves. Taking a problem into the air is often the safest course of action.
Aviation speeds are named by their operational purpose. In computing, if I share a password between site A and site B, when I login to site B, I'm still logging in using my site B password.
Start at 5m20s where the definitions are given. V1 is the decision speed. Vr is rotation speed. V2 is climbout speed.
What this crew did was compute based on a given headwind to find a V1, Vr, and V2 and then chose an operational Vr that was the same numeric value as the computed V2. That doesn’t make the speed at which you rotate no longer the Vr, but rather the value of Vr be the value of the previously computed V2.
This is laid out at 6m34s where the presenter says they picked the Vr to be the value of the computed V2.
