Good discussion. And a comment from the peanut gallery of the one-hearts.
A serious challenge arises if the fuel supply to the only motor you have is a problem, hence ... Our first Sluf loss was a peaceful ferry mission with a rare fuel transfer problem and the pilot did not use the emergency fuel transfer feature the plane had. The Navy model did not have a way to correct the problem if the main tank feeding the motor failed, but our new "D' models did. Later, similar feed problems were handled easily using the "alt feed" doofer which shut off the ejector doofers and everything went to gravity feed for the motor. Used that for missions where we encountered heavy AAA and such, but it limited power above 15K or so. The Sluf used fuel pressurized venturi things to move the gas around and if one of the "ejectors" was clogged, the fuel stopped flow from that tank. Hence our new guy's problem, and he ran outta gas from the sump tank before using the new feature.
Someone brought up the windmilling criteria, and that is one thing to consider. One jet I flew was so over powered that we could cruise or loiter on one motor of the two. However, we had to re-start every half hour or so to keep all the shaft bearings lubricated. So unless the motor was on fire when you shut down, you cranked it back up and let the other one windmill.