TO perf

[ppppilot]

Dear Vsplat.
Long time ago, I was in Montreal getting the CRJ200 type rate at CAE. It was the paradise for a pilot. Asking questions directly to the engineers designers of the plane, and studying with the best material and instructors. Nice place Canada, modern and open minded. A little bit freezing to what I am used.
Regarding to your post. You have described where I wanted to arrive, better than me.
I quote:
The subject of all engine climb has not been covered all that well by manufacturers, regulators, or operators. We tend to focus on the engine out case because it is a certification requirement and our regulators demand it. There is a long standing belief that climbing safely away on one is a guarantee of SID compliance. Not true.
And from another thread:
http://www.pprune.org/forums/showthread.php?t=317024
There is a common belief that analysing a departure for the one engine inoperative case guarantees SID climb gradient compliance. Not actually true.

The rest of my words, are only the modest opinion of a simple pilot not derived from your posts.
Resuming my feelings. The payload for normal take offs, should be better controlled. In my modest opinion, actually it is neither well determined nor measured.
What I am trying to learn here from all of our colleges is, if we are aware enough on that and if we could be accepting SIDs that doesn’t comply with performance certifications, as Vsplat said, because of a lack of information.
I have three doubts on the question.
First place. Where do an AEO TO ends? It is not at the moment having achieved speed and configuration to climb to cruise FL? It could be as high as 18000ft. Like those Rocca2N, Rocca2P and Rocca2Q for rwy05 at LSGG, requiring a 5,4% gradient up to that altitude. But usually. It is 250knots to maintain up to 10000ft… or whatever other speed calculated for the FMS after that last restriction?
Second place, I would like to know which are the maximum climb gradients for the A346, B744, B777, A380 and A330 at MTOW AEO up to that final segment of the TO. Any information on that? Any link? Mutt, you must know a lot on it. Please help.
Third place, I would like to know if those gradients are charted in the OM, as the one that I have described for the A343 OM and if there is any operational procedure in the main companies to check that, on every TO.
Thanks to all again.