Your examples and reference do not apply to the discussion in the previous thread about engine fires on commercial jets.
The previous discussions had to do with podded multiple engines in a nacelle system with an effective fire suppression system and fire barriers certified under Part25 etc, slipstream effects only come into play if the fire is external to the nacelle and in that case the most effective action is to shut off the fuel. Sure you can shut off the fuel pretty damn quick by pulling a fire handle but the statistical side of haste, in this regard, has combined with pilot error more times than it has helped by stopping the fire bell.
Also in commericial podded engines there are fire barriers (enough metal etc.) between the common sources of engine fires and critical aircraft sytems. These fire barriers are intended to not be affected by slipstream effects and to provide enough time for the crew to aviate first before addressing the fire.