Double asymmetric on the K was a problem owing to the outboard nature of the thrustlines coupled with the fact that the props all rotated in the same direction with No1 engine being the most critical (port outer). You only ever got to see 'Practice Asymmetric' on the OCU at altitude (ie 2 engines actually shut down), otherwise it was simulated asymmetric (ie 2 engines throttled back to zero torque). Even then it was a handful and affected things like flap and gear selection sequences. For eg you'd take approach flap before the gear (so the u/c warning horn fuse would be pulled by the Flt Eng.
You may recall the Albert that landed gear up at Brize a few years ago - that was off a simulated double asymmetric approach.
I never flew the J, but on the K, if you were flying from the RHS it could be problematic to reach the 'T Handles' (electrical engine shutdown handles that also pre-route the fire extinguishant) since, unlike the 'Condition Levers' (mechanical engine sutdown levers) which were mounted next to the throttle quadrant, the T Handles were mounted on the eyebrow panel in front of the LHS. I certainly know of one K Series Co-pilot who was restreamed because he couldn't reach the T Handles.
WRT T&B's Q. Double asymmetric on the ground wasn't a problem per sé save for the fact that you could not select reverse. An a/c came very close to going off the end at Gib after a double engine failure on T/O.
Last edited by ExAscoteer2; 19th Mar 2023 at 20:04.