The main similarity between both pictures is the disappearance of the nacelle. But it stops there; nobody expects the nacelle to withstand a disk failure, while it should survive a fan blade out event as FBO is a design case for the powerplant system. The Southwest 737NG and that one would tend to indicate Boeing nacelles are weaker as they should be.
It is worth clarifying - in the UAL 328 incident, the fan and fan casing remained largely intact. The inlet is gone, as are the cowls behind the inlet that cover the fan case.
In the AF 66 incident, the fan disc failure largely destroyed the fan case. What remained of the engine was several feet shorter than what a failure equivalent to UAL 328 would have been.
Because engines are usually shown with the entire inlet and all cowlings attached, or with none of them at all attached, I looked up some comparison photos that may help some readers.:UAL 328 side view, after landing
- the tan section to the right is the intact fan case.Engine Alliance GP7000 Ground Display
- a similar tan fan case section is visible in this image. The engine inlet is attached to the left, but the cowlings have been removed.Air France 66 Incident Photo
- Note that the tan section is mostly gone. The green primer coated section that remains is visible behind the fan case in the above GP7000 photo.