What is irritating though are comments like the one sf25 posted above. The company sop to execute a go around below 500’ after suffering the failure of one engine is a perfectly sensible one. At typical landing weights 60-65T the average approach speed would be in the order 140kts with flap 40. At 200’ the height sited here the aircraft would be 0.6nm from the runway, on a 3Deg glide path. To land the pilot flying must in 15seconds:
1/ Identify the failed engine and correct with rudder
2/ Increase thrust on the operative engine while maintaining the centreline and glide path
3/ Retract flap to 15 and try to accelerate to Vref +20 (approx V2+20)
4/ Determine the new landing distance required at a performance limited airfield.
Shows you that SOP's can be wrong.In this scenario,GA only if you
seriously lose the profile(ie.GP..if IMC, one dot max..if VMC, eyeball and use your best judgement).Fly the plane and call for GPWS flap inhibit as this would be a big distraction.Nothing else required,no callouts,nothing.Just fly the plane.GA is your worst option...Items 1,2,3 done in seconds by experienced and calm crew.4 is pure bs...you're landing,MAP grad is now an irrelevance.