Three engine airplane with two eng inop
. . *fires my recall of a sim incident many years ago, when, as middle order F/O 727, I was short noticed to do sim support for a Capt being checked by God. In those days the (ex airline) Ansett lifted the Boeing procedures exactly.
We did a number of eng failures, until at the end I asked what we were to do if we had a second, sequential, donk go.
I was imperiously informed that statistically this would not happen, and was not worth considering. This following a recent holiday where I had spoken to a VC-10 crew who had had just that happen two weeks prior, and one week later had talked to an engineer in SYD who described a L-1011 which had thrown a blade which was ingested by #2.
On a tryout, I just followed my basic instincts - @ 700' when it happened I started trading height & cleaning at absolute min retract speed (but I had a rule of thumb giving Vcl+/-1kt for any weight, and stuck to that. It was down 250' before I had the necessary 227kt (as I recall) clean, and started a gentle climb with the good one firewalled.
Longish final from a healthy 1,500', still firewalled but inside 5 mins, holding every gram of energy clean until I had to breath some flap out, FE briefed to drop one main gear mechanically at a time & await further orders, nosewheel locked down a few seconds before it touched. Done.
Just like any glider circuit, really. Energy management.