If one runs with the un-contained catastrophic engine failure causing a high and increasing TOT.....what would you expect the N1/NG to be?
Would moving the ECL to Idle have any effect?
Compressor stall would probably show fluctuations in both TOT and N1/Ng rather than just an increase in TOT (which I take the Pilot was describing....TOT going one direction....up, hot, and staying hot.)
Is compressor stall more commonly a problem during power increases or very high power demand and relatively rare in steady state flight?
Are some of you assuming the account by the pilot in the Preliminary Report a full detailed account of this actions which it most likely is not?
In time we shall be able to compare the Final Report to the Preliminary Report and confirm what the Pilot actions actually were.
One can apply Text Book reactions to Text Book events but if One is encountering a non-textbook failure you might just be making a mistake.
If this was an un-contained compressor failure and there was "shrapnel" damage to fuel lines/feul valves/ fire suppression system or the control systems for them.....it very well was not a text book situation.
That is was anything but textbook is a possiblilty that cannot be discounted.
One thing we can all agree is this was a very unusual occurrence partly because we have both video recordings of the event from "witnesses" and the Pilot who can offer very useful and pertinent information.
Querying the pilot's actions based upon the preliminary report is fair but should consider that it might not be the full accounting of all of his actions.
One explanation of why the Fire. Suppression system may not. have functioned based upon the failed Engine's N1/Ng makes good sense and asking what position the ECL should have been in is also a fair question.