For my commercial MEL training, most of the time was spent on assymetric thrust handling due to a single powerplant failure. When both are working, or neither a

For my commercial MEL training, most of the time was spent on assymetric thrust handling due to a single powerplant failure. When both are working, or neither are working, the plane handles about the same as a single engine. When one engine fails, while you've lost 50% horsepower, you've lost more like 90% of excess horsepower which is what you need to accelerate and to climb. And assymmetric thrust is dangerous at slow airspeed. You must react exactly correctly and quickly. Failure on takeoff roll means an immediate abort. Failure at takeoff with runway remaining means cutting power and landing on what remains. Failure once airborne and you must quickly identify the failed engine, apply full opposite rudder (toward the good engine), if you don't do this while in a full power low airspeed climb the airplane will absolutely roll over. Many accidents are the result of continuing when they should have aborted, and being anemic or slow with corrective rudder. Turbine powered airplanes are way different, they have a lot more excess thrust available so powerplant failure is not dire. They have so much more power that they will still easily accelerate to a safe single engine takeoff speed and climb away for a circle to land, which is safer than aborting after certain speeds that smaller twins won't get to on takeoff. That's all part of the computation for "balanced field length".