Seems like a SIM exercise used as a training tool rather than solely a checking tool - more power to the airline and/or checkie involved.
Without the books in front of me I would suggest this is more a case of Mr Boeings observation (am sure Airbus have similar observation for legal reasons if nothing else) that...."the NNChecklist cannot cover everything, sometimes checklists may have to be combined, sometimes pilot discretion to alter/amend procedures...." or similar.
So as I see the info:
- multiple (not just a single indication) of an engine in trouble;
- retarded thrust lever yet still full thrust as shown by acceleration but more importantly, substantial/excessive yaw as other engine is at idle should have been a clear indication;
- obvious FMC/EEC/Computer breakdown as high thrust with idle thrust lever position.
After quickly discussing/analysing the available info an IMMEDIATE shutdown (with proper cross-checking) is the response.
HOW you shut it down - don't care because it's an engine about to cause a huge amount of problems if you DON'T kill it.
Cheers
