With fear of leading this thread further away from the original subject...
...do you brief intended flightpath in case of failure after the point where normal climbout track diverges from OEI-track? As pointed out previously, there exist no calculations for this scenario...
I must admit to briefing so at certain airports, albeit without any kind of legal back-up or prior calculations that can
prove that this is the right way to go. However, if I have started a turn toward rising terrain on an SID and I suffer a flame-out, I will NOT roll out on a heading taking me toward mountains (SID saying so or not), almost no matter how high above the Vef engine failure track the failure occurs. My intention would be to continue/reverse the turn toward lower terrain or a HP that I could climb in - an I would brief so prior departure.
J.T. - good post as usual! But on a personal note, I wouldn't rely on the 0,8% point 2 eng. gross-net diff. to take me out of any mess that may lurk up ahead, be it ice or terrain.
The manufacturers do everyting legal to keep gross performance as good as possible - it sells airplanes. Recently read an article in a Businnes Jet magazine about the new Cessna 650XLS - where a substantial increase in landing data performance was obtained over the 650, based - not on new brakes, not on new anti-skid system, not on new spoilers - but on
improved certification test procedures 
Ah, now I feel much more happy taking on that 1200 m. runway
Brgds,
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