DFC,
A very good post addressing some very valid concerns. In my line of work, OEI is my major concern at the Takeoff stage, but whilst adequate and safe obstacle clearance during a OEI missed approach DOES bother me, not nearly so much as in the Takeoff case. A bit of rationale is necessary -
A 2.5% Gross gradient with 100 feet obstacle clearance is provided in PANS-OPS missed approach procedures. The worst case Takeoff OEI aircraft (2 engined) requires to achieve 2.4% Gross, slightly less than the PANS-OPS 2.5%. As I've stated elsewhere, I discarded the "Approach Climb" data for the (FAR25) aircraft that I'm responsible for, and substituted 2.5% data instead. That's one way to do it, no accounting for Gross to Nett though.
The 2 major Airlines that I've worked for both recommend that MDA be increased for OEI. Yes, Cat 3 is the worst case, but even so, the screen height for the departure would occur some considerable distance before the end of TODA, thus the overshooting aircraft has a 'head start' in altitude over the aircraft taking off on the same runway. If all of the above fails, abandon the IAL missed approach and use the Takeoff OEI procedure instead. Some may raise concerns regarding lateral displacement from the RWY centreline for this latter argument, but this should clearly NOT be so for a Cat 3 missed approach.
The above holds good if the missed approach Flap setting is the same as that used for Takeoff, if greater, a whole new box of tricks is opened - Poorer climb Gradient / Longer OEI acceleration etc. I have overcome this by mandating a lesser flap setting for OEI approach (with proper certification of course), and using the normal Takeoff Flap setting as that for missed approach.
DFC, if you're amazed that some operators are using quick "home made" OEI procedures, then add me to the list, but edit the amazed to horrified. About all that can be said in their defence is that some attempt is better than none at all.
Regarding your last remark - "No matter how qualified (or not) the designer, it is the Chief Pilot who approves the inclusion of the procedure in the Ops Manual........and of course the National Authority (inspector) also get a copy" - You wish! My experience with a VERY respectable regulatory authority is that I design policy and technique, they approve it (or request amendments), examine a few samples very thoroughly, and then allow all other procedures to be produced autonomously. Of course they check one or two at random during audits. My Chief Pilot's role in all of this is to hand the CD I've prepared with the Special Procedures and RTOWs to the Publications Office to print. I'm confident in my work, but it would be nice for my developing ulcer to have a second opinion.
John_T, sorry, I think there was a bit of simultaneous posting going on. No need to edit as I think we said much the same thing.
Regards,
Smokey