My bus performance course was in Toulouse and I must admit I never understood how they managed to split RTOW chart data from the departure track. I.E. I believe it is not possible.
To me RTOW data applies only for a given ground track over which the terrain clearence is guaranteed. Popay, while I agree with lot of your posting I frankly don't see the point of trying to prove otherwise.
We asked, look, there is no EFP/EOSID for this calculation, does it mean we just keep the runway track? How far is it safe 25, 30, 50NM? Reaching MSA - how do you calculate MSA? Answer: sure, but why would you, just stick to the SID. WHAT???
How do you know what departure will I get? A: doesnt matter, all obstacles are projected onto extended runway track line for worst case sceanrio and performance is validated over these. Q: Now that is hugely ineffective, what for a closed valley airport, where the only departure is to one-side turn for downwind track, you want me to fly straight ahead to the ridge and believe the performance is factorized? How do you project onto extended centerline the obsacles on downwid and on the other side of airport? Q: nou nou, for such a case there would be an EOSID. A: Are not all airfields like this? Well if not, hell how do I tell if I need one, how do the engineerig people know?
So OF COURSE we needed EFP/EOSID for all runways but that was no news.