I disagree with your comment that complications are added when systems begin to fail. A twin engine aircraft supplies two sources of electrical power, two sources for hydraulics, two sources for pressurization, two sources of bleed air for deicing and secondary systems (such as door seals, hydraulic reservoirs, etc.).
I disagree with your comment that flying on one engine is a task due to asymmetric thrust. When a multiengine aircraft is certified by the FAA, the maximum allowable rudder pressure during single engine operations is 150 pounds. That would only occur during high power, low airspeed situations, like the initial phase of take off. Losing an engine in cruise, descent or landing is a non-event. In fact, it’s not even an “emergency” in the checklists in the later Boeing products.
You can disagree. We arent talking about overseas certified airline pilots here. The statistics I point to are real. For small A/C, as a percentage of failures, fatal crashes in twins are higher than fatal crashes in SE. And it all comes back to pilot experience and not stall/spinning close to the ground or in IMC. My comment about single engine in a twin refers to getting past the critical phase of takeoff or trying to maintain altitude with a loaded A/C. There are many examples of twin beech’s, king airs, and others where the pilot failed to accept that he could not maintain airspeed AND altitude, and the result was a lot of dead bodies.
This was a single engine A/C so which is ‘safer’ doesnt really apply. I have several thousand hours in single engine turboprop aircraft (and about a thousand in twin engine non-centerline thrust jet). The turboprops are very reliable, given good maintenance, which any billionaire can afford. The weather in Milan today is raining with the same forecast for the next few days. Generally the weather in the Med this time of year is cold and rainy. I dont know what it was when he took off, but weather could have disoriented him and led to a crash. Just not enough info here to tell.