Because even though the risk is low, the probability of kill if the maneuver is performed poorly is extremely high.

On the 777 yesterday, we had driving rain and crosswinds for takeoff. The software computed a 20% reduction in thrust (TO2) but did not allow for a reduction by the assumed temperature method. My mind started thinking about this thread since we had a significant split between V1 and VR with a stop margin of less than 500 feet. I am glad FDX calculates stop margins.

That is better than previous company. There the only data points we were given for takeoff was power setting, V1, V2, VR and maximum crosswind. Smoke and mirrors to me.