Crashondeck......did they get an engine chip warning or merely have a catastrophic failure followed by an uncontained turbine failure and subsequent fire with an associated fire warning?
Blind obedience to a checklist will kill you....ask some 212 TRE's that "died" in a simulator a while back. The failure occurred prior to TDP/CDP on takeoff from a runway at a large airport. As the nose rotated downwards to initiate the takeoff...the main rotor overspeeded. The Flying Pilot (the senior of the two)...per his brief and company policy...elected to abort the takeoff and land back. Alas, it was a high side governor failure that did not respond to throttle....and while the two sat there trying to digest what was going on....the sim growing tired of Nr in excess of Warp speed....for what seemed like an intermiable time....provided them with a catastrophic main rotor failure as punishment for failing to reduce the Main Rotor Nr to within tolerable limits.
The more effective approach to that problem would be to load the main rotor by means of collective, roll the throttle back on the affected engine, upon discerning no reaction, the solution would be to continue the takeoff, climb to a safe altitude, maintain Nr within a safe range, and upon reaching a safe altitude, select governor to emergency, and regain control of the engine. If the selection of emergency governor fails to cure the problem, then shutting the engine down by means of the throttle release or either pulling the T-handle or shutting the fuel valve would be necessary....followed by OEI flight to a safe landing area.
But all that is not in the RFM...and as Nick Lappos will tell you....you cannot list every conceivable emergency procedure in the manual. That is why Pilots should be encouraged to think while confronting abnormal or emergency conditions in an aircraft.