The L1011 had a No. 2 Eng Fail indicating system; a green ARM light would illuminate on the centre annunciator panel (CAWP) when TO power was set, then No. 2 FAIL lights on the glareshield would illuminate following a set loss of rpm while in ground mode (forget which shaft was monitored but think it was N2). There was a performance penalty, probably due to recognition time, if dispatching with the No. 2 Fail system inop.
I seem to recall the DC10 also had an engine failure indicating system which annunciated ANY engine loss of power on TO (not just No. 2).
Another interesting related subject is the affect of No. 2 engine reverse thrust on the DC10/L1011 especially if you configured the cascade vanes incorrectly on the L1011. The DC10 had mechanical/electrical inhibits in the No. 2 reverser controls to either prevent selecting reverse until the nose gear was compressed or to prevent opening No. 2 up in reverse until the nose gear was compressed (former applied to older DC10's, later build standard allowed reverse idle to be selected on all 3 together but No. 2 could not be moved passed the interlock until the nose gear was down).
I have seen L1011's get the nose gear airborne in spite of full stick forward pressure after nose gear touchdown as No. 2 wound up in reverse due to misconfigured cascade vanes