JT
you make some excellent points but remember the OP was specifically referring to approach and landing at MTOW with one engine out and no other failures. I can only speak for the 777, but with that caveat I’d point out that a go around in that scenario would be at F5 which would provide a gradient to acceleration altitude equal or better than any takeoff configuration, given it’s initiated from a point a mile or so back and with no V1/VR gap.
I can’t prove that with graphs and numbers. However pilots do have to trust the company performance technical dept to develop and test generic strategies to cover most situations, and to publish any exceptions (KTM springs to mind). We simply don’t have the resources to create our own.
Having said that, I acknowledge I’m lucky enough to have worked for major well resourced airlines on modern large twins and my experience won’t be everyone’s.
Enjoying the discussion.