antonybradford
Without going into chapter and verse may I suggest you look at your topic under some sub-headings.
There is a world of difference between transport category aircraft and general aviation aircraft (both single and twin engined) when it comes to engine failures. The first has, if the figures have been correctly computed, a guarantee of flight. The second is problematic for both types.
There is a wealth of information contained in crash investigation reports on the dangers of trying to turn back to the airfield after an engine failure in a single engine aircraft. I hope the link below works as it is one such report. There is another contained in the same data base of a Cherokee 6 fully loaded that suffered an engine failure on takeoff from Hamilton Island. All died when the pilot lost control trying to turn back.
http://www.atsb.gov.au/publications/...200601688.aspx
With twin engine GA aircraft the essential thing to flight is maintaining better than the single engine best rate of climb speed or "blue line". For most pilots in that class of aircraft it is the go/no go speed. Engine failure below it then close throttles and stop or land despite the probable consequences of an airstrip overrun. Better that than a loss of control in flight. The blue line speed is for a lot of pilots their gear up speed and if an engine failure occurs you do the PHASE 1 checks and attempt to fly away. Temperature and weight may conspire against that but it can be done.
Your comment about the coupling problem would suggest a VMCA problem and there is no way any pilot should be there in flight but perhaps I misunderstood your comment.
Hope some of this helps.