Xnr,
How many guys out there are flying an approach to a rwy and believe that if the engine fails before LDP that they are going to overshoot and go around......not me ....go around to where.....where we are right now.
That is rather a statement of the obvious - or is it?
There is an assumption made in your post; you refer to LDP but it is only defined in a Category A procedure and is the last point at which a balked landing can be initiated. AC 29.75A actually states
…At the LDP the aircraft becomes committed to landing. A safe landing should be possible in case of an engine failure at any point before or after LDP…
Hence when operating to a runway, your comment is a reflection of the
status quo.
However, what has not been clarified in the rule is that, for offshore approaches where drop down is available (and return to beach fuel is specified), the LDP could be defined by the achievement of the 15ft radial clearance of the deck, the available drop down - taking into account obstacle clearance - and a safe landing. If it had been specified in this way, the LDP could be positioned at the point where the balked landing could still be achieved
and the committal to the landing would minimise the single-engine transit.
Jim