One probably needs to consider at least the following contributors to handling problems ..
(a) torque due to and in the opposite sense of engine rotation ... I've never really been comfortable with the thesis that this causes a significant problem on the ground .. once the aircraft has lifted off .. different matter
(b) whatever might arise from the action of the prop slipstream on the particular aircraft's surfaces.
(c) gyroscopic precession of the rotating mass as the aircraft pitches .. especially a consideration on a high powered tailwheel machine as the flying attitude is assumed at low speed and high thrust
(d) asymmetric thrust distribution over the prop disk when there is a significant pitch attitude leading to a yawing moment. Possibly a similar effect is contributory to control loss in the event of a significant yaw angle being allowed to develop .. which might cause some pitching moment anxieties ...
(e) normal prop disk force at high pitch attitude and high thrust (especially a problem during missed approach and the usual reason for SAS gear on turboprop conversions). For those who might not be familiar with the concept, it results in a significant nose up pitching moment and a major problem with the pilot's perception of longitudinal stability.
I have no familiarity with the
aircraft concerned .. but the vertical fin and rudder looks not overly big for the aircraft size given the engine's 657 shp rating ...