Here's a little peek at what a touch-and-go looks like in a large, multi-engine turbine airplane.
https://www.youtube.com/watch?v=F62fjmLGH8A
Here's the general flow of how it goes...
Once the Pilot Flying touches down and lowers the nose to the runway, he/she bumps all four throttles up about an inch or two to keep them from decaying into ground idle.
The Pilot Monitoring will then reset the flaps to 20* from the landing setting of 40* or 50* (sometimes 30*, if we're practicing a partial-flap landing). At the same time, the PM will run the trim for a few seconds in the nose-down direction. The PM will also check to make sure none of the engines decelerated into ground idle, and if they are all above ground idle, they will tell the PF to push them up. The PF will push the power up to no more than the max T&G N1 setting that was calculated before the approach. We typically use 75% N1 as a ballpark figure. At approach reference speed, the PM will tell the PF to "Rotate" and it's a normal takeoff from there.
Our abort decision is typically once we push the power up to the T&G setting, we commit ourselves to the takeoff.
We don't have asymmetric flap protection in the KC-135, except for us eyeballing the gauge.
Another side note, since large airplanes typically have more than one set of flaps (inboard and outboard) what everyone here calls "split flaps," would be considered "asymmetric flaps" in larger airplanes, meaning the flaps on one wing are different than the other, causing a rolling motion. What we call split flaps is where one set of flaps are different than the other set of flaps on the wing.
Inboard flaps (left and right wing) at 20* and outboard flaps (left and right wing) at 40*. No rolling tendency, since the flaps are still symmetric, just not at the right setting.
