The result was an " ENG FAIL" amber and the crew actioned the " severe damage" C/L. In fact time spent on diagnosis would have shown N1 and N2, FF, EGT and Oil pressure,
I find this astonishing. I've worked for many different airlines and training depts. True, my own technique was ingrained by the first one, and it's attitudes were excellent. I took them with me in my crew bag to airlines whose training dept's were less developed. Indeed, after a couple of years in the training depts some of my techniques quietly found there way into the evolving SOP's. Engine malfunction analysis was one of these techniques. Don't rush, analyse all data and come to a conclusion, with your mate; then action the correct agreed QRH. There was one airline, but more associated with an RTO, that a STOP for engine failure had to be confirmed by 2 parameters one of which could be the swing/yaw. A single instrument indication was not enough. I couldn't get that passed on, but the very common analysis technique did include all the engine gauges. So how could this shutdown action be taken simply by ONLY an ENG FAIL flag?