Le Chaud Lapin wrote in
:

On Jun 8, 9:51*am, Clark wrote:
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.

Hmm....I think this sends the wrong signal to aspiring pilots (no pun
intended).

When I was reading the Risk Management section of my Jeppesen book, it
specifically states that one of the major reasons that accidents
happens is that pilots choose to ignore the warning signs.

If you are saying that a high-speed abort would have done more damage
(to the aircraft) than to continue to fly, that's one thing. But if
you are saying that it is ok for $1.4 billion machine to continue to
takeoff simple becase it is more convenient than aborting...???

I am sure that if I were to go to my flight instructor, and tell him
that, from now on, if any warning lights come on in his sub-$400,000
aircraft, I will use my own judgement during an abortable take off to
decide whether the warning is serious enough to abort, he'd shriek.

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.

Blame has to be placed somewhere, or shared, right? If blame is not
placed, it starts to give the impression that no one is at fault, at
least not the pilots.

Let's look at it another way. Let us suppose that no warnings existed
at all in the B-2 Spirit, that everything looked normal right before
ejection. There would be a thorough investigation, meeting rooms
filled with technologists and top brass, and once the cause were
found, someone would suggest...

"How hard is it to add a warning light so that if moisture clogs the
system, the computer at least tells the pilots that something is
wrong? Can you do that?" They engineers would probably say yes.
"Would you pilots find that useful?" Again, the pilots would probably
say yes.

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
Loukopouloshttp://www.amazon.com/Limits-Expertise-Rethinking-Airline-
A
ccidents/d...

Fly Smart

By managing risk better?

One way to look at is...if they had aborted, the plane would still be
here,

Thats the point, you do not know that, fjukkwit.


Bertie