In my experience, in the highest performance brake application I've ever used, there were no drilled rotors to be seen anywhere. My old F-4 used solid rotors and lots of them.

Stacks of thirteen rotors and brake disks per main landing gear wheel were expected to do the job of hauling a Phantom weighing up to 38,000 lbs to a halt from speeds in the 180mph range. The drag chute was a plus, but it was not a given that you'd have one, so brake capacity was designed to do the job alone.

If drilled rotors would have been capable of doing the job, the ever weight concious aircraft industry would jump all over the drilled brake disk. Not just for old F-4s, but on every aircraft built since that timeframe.

Imagine the weight savings on a 747 if they used drilled disks, what with sixteen brake-equipped with something like at least six rotors per brake stack. Boeing would probably kill to be able to remove one hundred pounds from the dry weight of that aircraft and if drilled rotors were worth an advantage, you can bet your bippy that they'd have them on the latest model aircraft they build.

BTW

Next time you've got the opportunity to check out the underside of an Amtrak passenger car, take a look at the gigantic, vented brake rotor on each axle. Notice any drilled holes? That might be the absolute maximum braking system and they don't cross-drill them puppies, either.

From Baer Brake Systems
What are the benefits to Crossdrilling, Slotting, and Zinc-Washing my rotors?
In years past, crossdrilling and/or Slotting the rotor for racing purposes was beneficial by providing a way to expel the gasses created when the bonding agents employed to manufacture the pads began to break down at extreme temperatures. This condition is often referred to as “green pad fade” or “outgassing”. When it does occur, the driver still has a good firm brake pedal, but simply little or no friction. Since this normally happens only at temperatures witnessed in racing, this can be very exciting!

However, with today’s race pad technology, ‘outgassing’ is no longer much of a concern. When shopping for races pads, or even ultra-high performance road pads, look for the phrases, “dynamic surface treatment”, “race ready”, and/or, “pre-burnished”. When these or similar statements are made by the pad manufacturer, the pad in question will likely have little or no problem with ‘outgassing’. Ironically more pedestrian pads used on most streetcars will still exhibit ‘outgassing’, but only when used at temperatures normally only encountered on the racetrack.

Although crossdrilling and/or slotting will provide a welcome path to expend any gasses when and if they develop, it is primarily a visual enhancement behind today’s often wide-open wheel designs.

Crossdrilling offers the greatest gas relief pathway, but creates potential “stress risers” from which cracks can occur. Baer’s rotors are cast with crossdrilling in mind, from the material specified, to curved vanes, behind which the holes are placed to minimize potential crack migration. Slotted surfaces are what Baer recommends for track only use. Slotted only rotors are offered as an option for any of Baer’s offerings.

From Wilwood
Q: Why are some rotors drilled or slotted?
A: Rotors are drilled to reduce rotating weight, an issue near and dear to racers searching for ways to minimize unsprung weight. Drilling diminishes a rotor's durability and cooling capacity.

Slots or grooves in rotor faces are partly a carryover from the days of asbestos pads. Asbestos and other organic pads were prone to "glazing" and the slots tended to help "scrape or de-glaze" them. Drilling and slotting rotors has become popular in street applications for their pure aesthetic value. Wilwood has a large selection of drilled and slotted rotors for a wide range of applications.