My only asymmetric flight instruction has been on heavy jets. On the 4-engined VC10 we used to teach both 3-engined and 2-engined go-arounds, of which only the 2-engined had any engine-out allowance. We would add not less than 200 ft to any 2-e precision approach DH/DA, but had an absolute 350 ft a.g.l. 'Visual Commital Height' below which no go-around would be flown. At VCH, the pilot was required to make a very positive decision; if 'LAND' was called it would be followed by flap selection direction, rudder trim orders and some precise flying. It was practised repeatedly in the simulator and we used to do it for real with new captains on their conversion course under strict weather conditions. Only training captains were otherwise permitted to practise unsupervised double asymmetric flying in the air.
Does the concept of engine-out allowance apply in the MEP world?
Personally I feel that asymmetric training is one of the key flying training areas where certainly the RAF has pretty firm and very sensible rules in place concerning mandatory go-around heights. And that's for folk who have all had extensive aptitude testing....