At the risk of taking this too far afield, I'll add the following about the AA DC-10.
I remember following the NTSB proceedings following the accident. A lot of discussion was on forklift leakdown rates. I don't know if it was discussed, as I learned elsewhere that the engine was suspended by the forklift, still attached to the wing at the rear point, when the lunch bell rang. The forklift ran out of gas while they were on break. They heard it crack, like a gunshot.
All DC-10 were delivered with dual stall warning computers, but only one was required for dispatch. Upon delivery of a new DC-10, AA pulled the #2 (right) and put it in stores. That's why there was no stall warning; it was unpowered.
AA engine-out procedure called for the Capt to take over flying, and to fly at two engine centering speed. The FO already had it above that speed, and just may have made it around the circuit.