If you are loaded such that your second segment climb is not restrictive for the SID you are on, would you still fly the escape in the event of a failure? Or would you follow the SID?
If you are SURE you can maintain the gradient in the SID, sure youŽd be able to stay on the SID. Now, how would you know that ? APG doesn`t give you the numbers, still you could look it up in the AFM or if youŽre a Cessna Dude, youŽd be able to use CESNAV. BUT....does ist cater for bank ? and...what gradient do you need ? Off RWY 21, passing 1,0 DME BIG you do almost a 270 with 185 KIAS max, no gradient given.
IŽd say if there is no DP given then the straight ahead thing is even easier than flying the SID, should the engine really quit right after V1. For my A/C sometimes the numbers with the non DP straight ahed thingy are HIGHER than the ones having a DP. For Biggin, APG has a DP for RWY 21 which gives us exactly the same numbers as the non-DP departure. For both flap settings we can choose.
The other question is, what do you do should the engine failure occur way after V1 - IŽd most likely then follow the SID anyhow.