For heavens sake! Would the amateurs who are trying to impress us with their limited knowledge of jet aircraft flying and EFATO handling please go off to the spotters section where their ramblings may be better appreciated by their peers.
Nov71, what is the point you are trying to make? Those of us that do fly these a/c for a living know what to do in these situations. Your limited knowledge that you have exposed in your post above only serves to irritate the rest of us because it is so full of amateurish twaddle!
For the rest of the Microsoft Flight Simulator brigades who are once again ruining these threads with their uninformed rubbish, go and play in the spotters forum. Just before you go, here is what we, the professionals, do for an EFATO:
1: Aviate
2: Navigate
3: Communicate
That's it. In that order. However, I'll elaborate slightly so that you can impress your mates over in Spotters Corner.
As soon as it is noticed that one of the engines has lost some power we apply rudder to maintain directional control and then we apply aileron to keep the wings level. That's the 'Aviate' bit.
Because runway 06L at MAN is pointing towards high ground there will be an emergency turn procedure. If the a/c was on a Listo SID, which turns the a/c to the south, they probably did an emergency turn to the north west. Usually something like at 1.0 DME turn left onto a track of 300 deg until intercepting a radial (084 deg?) into the WAL VOR. That's the 'Navigate' bit.
Once the a/c is in control and navigating away from the ground and any high ground then they can declare a "Mayday". That's the 'Communicate' bit.
Only when we're climbing safely away from the ground do we even do anything about the failed or damaged engine itself. Once the gear has been selected up the PF (Pilot Flying) will ask the PNF (Pilot Not Flying) to restate the failure. The PF will fly the a/c, handle the RT and call for the appropriate checklists.
The PNF will carry out the Boeing 'Engine Fire, Damage or Separation' recall items which are to close the thrust lever, switch off the fuel control switch and pull the appropriate fire handle. If there was a fire indication then the fire handle would be rotated as necessary. At accelleration altitude the a/c will be cleaned up and then leveled off above Minimum Safety Altitude. The QRH checklist will then be actioned and then the after take-off check list. Once all that has been done the crew will assess the situation and make the necessary decisions.
There will be none of this "try to land ahead" or worry about the landing gear collapsing due to an overweight landing. The a/c is designed to land at max take-off weight. All it would need is an overweight landing inspection. Also, with an engine failed on a twin engined a/c they wouldn't consder coing on to Alicante or wherever so why even mention it?
So, please, can we keep it to 'professional opinions' on here and leave the cringy amateur stuff to the amateurs forums. Keeps me and the other grumpy old airline pilots happy.