Clark wrote in
:

Most SOPs I am familiar with for heavy aircraft tell you to keep
flying if a Master Caution illuminates on takeoff AFTER 80-100 knots.
After 80-100 knots, hi speed aborts are done for Fires, Engine
Failures, Windshear and if the PIC believes the airplane will not
fly.
This crew had no idications to warrant an abort. After a certain
threshold they are biased to continue and that is what they did,
similar to Comair 5191. Blaming the pilots does not "un-crash" this
aircraft. There are system issues to be corrected here. I'm glad they
survived.

Exactly, though you're whislting in the wind here trying to explain that to
them.. However, we usually have the proviso attached to all briefs that
we'll still abandon up to V1 for aything that makes the airplane unflyable.
Instrument failure ins't that big a dal if you'r VMC in most airplanes, but
I have no idea how reliant the flight control systems in that thing are on
the sensors. My guess would be that the reliance would be considerable,
though. This is one in which a lot of clear answers wont be forthcoming for
some considerable time, though. I can't imagine the USAF would want any
weaknesses that aircraft has discussed in public. You might see exactly
what happened on the discovery channel in 2058.

For a very good read on time compressed decision making and concurrent
task management, get a copy of "The Limits of Expertise: Rethinking
Pilot Error and the Causes of Airline Accidents" by Dismukes, Berman
and Loukopoulos
http://www.amazon.com/Limits-Experti...-Accidents/dp/
0754649652

Hmmm, thnk i might get that..
Bertie