Cargo Boy,
the guys did exactly what they are told on TOM opc/lpc, whith regards to ATC comms.
After the airplane is under control (it was) and it is not going to hit anything (it wasn't), transmit a mayday call. If there is no emergency turn, tell them your are going straight ahead (ie. not following the sid). If there is an emergency turn, just give atc a rough idea of what you are going to do. Keep it brief. Thats exactly what they did. If you have any further objections to that, take it with the Tfly training department.
The 45 minutes in the air that some of you find too much, were not to reduce the aircraft weight. In the old days, having an engine failure on take off and landing within 9 minutes, was an indication of job very well done. In the CRM era we live, the pilots must be more methodical and don't rush. After all, these airplanes are certified to fly on one engine for 3 hours! I am not suggesting un-necessary delayed landing. But what is necessary, is to perform all the normal and non-normal checklists methodically. That includes the QRH, the after take-off checklist, the diversion checklist, the overweight landing checklist, the approach checklist etc. Also you need to decide where you are going to go, your landing performance and to brief the cabin crew and to speak/reassure the punters. That's what we are taught and we are checked to meet that. Obviously, if the situation involves uncontrolled fire, smoke etc, is a different ball game.
The only comment about this star performance would be the way the fire crews approached the aircraft. They seemed happy to walk slowly past the sides of the tires (danger area). Their job was to check possible tire/brake overheat or any other smoke source. It seems their curiosity to see what went wrong overwelmed them and they had to have a good look inside the engine as well.
Regards, Gonso