EOSID when to follow?

[popay]

Guys thanks for the respond.
First of all I’m not against the idea of following the EOSID. As I mentioned before and according to the company DOC. If in doubt follow it. However I am trying to understand the concept and more the reason “why on one side to evaluate whether to follow the EOSID or published missed, based on aircraft performance (and that’s the official procedure) during the go around, which might occur immediately after take off, if you come back for landing, as you well know. I have mentioned it in my previous posts and not to do it for take off? If anyone could just answer me that question, that might clear it. Please just answer that question without big polemic.

john_tullamarine, yeap i agree it’s different for various aircraft types. I haven’t considered that one. I thought it would be polled for the particular fleet.

Dehavillanddriver, I have to disappoint you a bit, according to the company manual, as posted by cavelino rampante above
''In VMC conditions provided terrain clearance is not in doubt, and airplane mass and climb performance are adequate the pilot may

-Accept radar vectoring by ATC or
-Follow the departure route or
-Remain visually in the vicinity of the airfield

If unable to insure the above conditions, the published EOSID or special EOSID should be adpoted'' in VMC you have the option to fly visually actually assessing whether you can make it? Quite a risky business though, I agree. Whether the pilot is able to do so or not, it’s another question.
AS, I told you departing from home base VMC, where you have 1 building, well known, and having engine fire, one for sure wont follow the EOSID, but maintain Flap 1 and come back and land. That’s what we brief as well. However it a very simplified scenario. Have you ever operated parallel RWY operation or took of from uncontrolled airdrome? Well, if you take off from Minneapolis in the States or Chicago O’Hare, you will receive the clearance e.g. “having the United 777, taking of parallel on your left, in sight, you are cleared for take off” Which means, you fly absolutely parallel to the departing a/c with min. lateral distance required, of course, guess what is your only option, in case of engine failure? Well, if your EOSID says turn left and so on, bad luck I guess, you actually will have to avoid the obstacles by visual means, initially at least.
If you have clicked on the previous link, there are departures in the USA, requiring pilot to asses his climb performance based on 40/1 rule.
Example “Climb in visual conditions so as to cross X airport northbound at or above 7000 ft, then proceed to …..” Aren’t you going to depart? That’s all reality.
FlexibleResponse, not for some reason, but for a concrete reason, in particular I spoke to ATC in FRA and they have no clue about it. ATC said, well do you know how many airlines are flying to FRA? Do you expect us to know every and each EOSID from each operator? DO you know how many airlines we serve per day?
Well, than what you going to do, if you hear airline x following EOSID? We will, of course, give him priority and try to arrange the traffic flow and thanks god there is still min. separation between departing and arriving traffic applicable.
What about, if you start parallel RWY operation? Hmm, he smiled and siped the coffee. Well I don’t doubt the good work of our engineering department, but I just have a reasonable portion of healthy scepticism in how the whole system really works.