There was obviously a signifcant difference between say a L1011, -1 and a, -500. In the -1 going between PHNL and KLAX or vice versa, you could get into a situation where upon the loss of two engines you had to dump some fuel so as to reduce weight for 2EO performance so as to stay out of the water. This tended to be a very critical stage length for this particular aircraft and on more than one occasion when it was determined your fuel load was falling behind on the score, a crew elected to return to their point of departure. Obviously this did not sit well with the airline (Delta) and they created a work around to prevent this from happening. I'm sure everyone here knows that the 2EO ETP for the L1011 and the DC10's were the norm. The scenario was a catastrophice failure of a wing engine that FOD'd the tail engine combined with a loss of pressurization. Not sure that anyone ever experienced this situation but that's was the logic as I understood it for this ETP construction.
Two engine out approaches were the norm for every PC check that I ever did in the DC10, L1011, MD11.