Hmmm,
One of the few circumstances in which a very rapid assessment and action is essential, is near rotation speed on take-off.
I hesitate to criticise any action with a safe outcome, but fundamentally, the decision to reject - above - was wrong.
Yes, reject for an engine malfunction, of course. But this was not an engine malfunction, it was an engine control malfunction, leaving the engine running at takeoff power. There are too many takeoff accidents, often involving an unnecessary high speed reject. This was very nearly another one.
Chuck's fundamental message is very valid. A highly respected TRE of my acquaintance has a favourite question about emergencies in general. He uses it to introduce a discussion on decision-making...
"What should you do when something goes wrong?"
He then allows the gathered trainees to hold forth with their opinions, before stating the correct response:
"Absolutely nothing at all, for very much longer than you might think".
He goes on to discuss gathering the required information, and confirming the correct course of action, before acting. Crucially, he also talks about the circumstances in which this is not relevant, namely, during takeoff at high speed, during approach near the ground, and anytime you have a TCAS, windshear, or GPWS warning (there are others, but these are the principal ones).
Well done to Chuck for not crashing, but I hope others would have taken the problem where it belonged: in the air.