"...This is a good place to discuss accelerate-stop distance for single-engine aircraft. That's the distance it takes to get up to flying speed, decide that you've had a change of heart, and abort the takeoff with maximum braking. That's a great option to have if the takeoff isn't working. It's standard procedure for multiengine equipment, but you don't hear much about it with singles. It's not a number that you'll see in the single-engine aircraft's operating manual or pilot's operating handbook (POH), but we'd sure like to see the manufacturers start publishing it.
Here's how to make an approximate calculation: Take the takeoff ground roll under ambient conditions and add it to the ground roll for landing. It's a good idea to add in some recognition and reaction time as well, unless you're really good at split-second decisions. Consider three seconds as a minimum. That's not very much and at typical rotation speeds for a light fixed-gear single, that adds another 300 feet. Here are some hypothetical ambient conditions: sea level, dry paved runway, no wind, and a temperature of 20 degrees Celsius. For an older-model Cessna 172, this works out to 835 feet for runup to rotation speed, 300 feet for decision time to reject, and another 530 feet to smoke the brakes and bring it to a stop. That's 1,665 feet and with an additional 10-percent margin allowing for older engines and brakes, not to mention pilot technique, it works out to about 1,800 feet. ..."