In response to the question posed earlier about simultaneous maintenance of engines,it is now standard practice to only carry out maintenance to 'critical' systems,such as disturbing oil or fuel lines,on one engine [for a twin] at a time.Any disturbance,such as gearbox turning cover etc during a borescope insp requires a duplicate inspection.
However,it is acceptable,if needs must,to carry out maintenance to 'critical' systems on both engines at the same time if the individuals reverse their roles ie. who ever does the initial inspection on one engine does the duplicate insp on the other one and vice-versa.

Collateral damage after the failure of a single engine is not to be discounted. From a Contintental DC-10 departing Newark, accident report here: http://www.ntsb.gov/ntsb/brief2.asp?...00FA122&akey=1

After the uncontained failure of #1 at V1, the following was noted, in addition to high vibration levels on the remaining powerplants:

Then there's the Electra over YQT several years ago. Outboard prop abandoned ship, knocking inboard prop overboard as well; one or both ventilated the fuselage. Loss of 2, same side, plus a rapid decompression. :mad:

The gods must have judged the crew as insufficiently challenged, since they also killed a goose on the way down, restricting forward vis. :ugh:

Altho' authorities tend to frown on simultaneous unrelated emergency scenarios in certification and training, might the key word be "unrelated"? - even if some relationships defy imagination :E

- '27 :zzz:

T Shirt,
The offending prop mentioned before was on a Mercer Airlines DC-6, the only DC-6 fitted with Curtis-Electric propellers, and the outcome was not a pretty picture.:sad:
Double engine failures (on one side) in four engine types can also be...crew induced.
SV 747SP departing JED (mid-1980's) had an uncontained failure of number two, which thru bits into number one...and the wing etc.
Number one, altho producing full rated thrust, had an engine fire indication, and the Flight Engineer, acting on his own (mouth closed), pulled the number one fire pull handle.
800agl, at max weight, on two engines. A nasty picture.
Knew the Captain involved, and if it was not for his skill, the aeroplane would have been spread all over the beach, by the creek.
Airmanship counts.

PS: The offending F/E had his exit visa and was on the way out two days later. Lucky (for him) he wasn't arrested.

Multiple failures on a DC-something
 

Once upon a time I experienced 3 engines out as a passenger on a 4-engined piston (DC-6 or DC-7).
Flight from Cusco(Peru) to Lima.(early 80's)
Cusco has an elevation of 9500' and in the afternoon a density altitude of 12000+
Why we even took off is a mystery, we could not get over the tops of the Andes so we flew through the valleys.
After 30 min we lost engine #2(my side ,window).
Spluttered oil and feathered.....
Passengers started praying.......
Little while later #4 sputtered and was feathered.
One hour to go...............:eek:
In the final approach to Lima we flew over "shantytown" at a couple of hundred feet,we could see the squatters look up in amazement.
A few miles out we lost #3..........
Plane hit the runway and took the high speed turn-off before
we were told to evacuate.
We took off running,looking back I saw fuel and oil leaking from the engines and wings.
Quite an adventure for a 12 year old :} :} :}