BEagle,
Yes it all seems a bit rushed, but you have to remember that SOP change from airline to airline slightly, but I have to admit less so these days.
Concorde always took off at full power including Reheat, but it did have an emergency power setting called " Contingency Power " which increased each engines power by 5 % . Contingency power would be automatically selected at T/OFF power as long reheat selected and the CTY button pressed ( part of the T/OFF checks ) if an engine lost power. CTY power could also be manually selected by the F/E by making an additional selection on th Reheat switches.
Now in BA the calls would have gone something like
Engine Failure------F/E
Select CTY-----------Operating pilot
CTY selected--------F/E ( just to confirm what shoul have
Happened )
Cancel fire bell -----F/E but no call
all normal calls now until Gear selected up
Engine failure/ fire No** eng---F/E
Fire Drill No** eng----------------Operating pilot
Now whether that was A/F proceedure I don't know
Just to touch on another bit of this story it would not have made too much difference about the F/E shutting down the engine so early to the initial perfomance as when tyre comes adrift on Concorde, a large proportion of it is injested by at least the inboard engine on that side and sometimes by both engines on that side. Now the engines eat this debri quite well but until they spit it out the rear they do suffer a severe power loss, like about 50%. Although the engines are severly damaged by this debris, they normally recover to give almost full power, so this could have made a difference to the power available in the latter few secs of the flight.
Sorry it is so long Brit 312