Cat Driver:
First let me say I am not an instructor, but the guy who did my multi training is very experienced (also trains instructors) and I have great confidence in him.
I have gone back and read my notes written after each training session. In my earlier post my failing memory has probably caused me to exagerate the height at which we recovered. The go around was started at our agreed commital height, 400 ft agl, so I should think the lowest height reached was 200 ft agl.
As soon as the stall warner started, the instructor lowered the nose and the aircraft accelerated. I do not remember he or I applying full power on the 'failed' engine. It was not feathered, but was set to produce zero thrust, so it was available immediately, if required.
The C310 has good engine-out performance and will climb at nearly 500 fpm at sea level at max weight when flown correctly. We were light, so once blue-line speed was achieved, even at 200 ft agl, there was no problem.
Concerning your paragraph 'I just cannot imagine why anyone would go around on one engine in a light twin at such a low altitude.' Engine-out go arounds are in the training syllabus -- see R D Campbell's 'Flying Training Multi engine rating' book page 179 where he describes the excercise of going around on the approach starting at or above commital height. Clearly the whole excercise would have been carried out at a greater height if we had been flying something like a twin Commanche at near max weight.
Was it dangerous? No, I don't think so. Did I learn a lesson? Yes, definitely. Was there anything more to learn? Yes, need to fully understand the procedure - in this case, the need to retract flaps to only 15 degrees in the first instance. I don't think I will never ever make that mistake again.
Hope this helps.. .Regards