A problem with following an instrument procedure in reverse is that the design gradient may be as high as 6.5% (600fpm at 100kts) in the final segment and 8% (800fpm at 100kts) in the initial. And this is more likely the case if significant obstacles are located nearby. Few light twins and even some bigger ones would struggle to climb at this rate following an engine failure.
Also the approach path may not follow the lowest terrain as it has to account for obstacles in both the approach and missed approach path, this will be more the case if the approach has been runway aligned.
As stated earlier the missed approach path only guarantees 100ft clearance at 2.5% if the missed approach is commenced from the MAPt at MDA.
If you are departing into IMC from an airport with significant surrounding terrain work out suitable departure/escape routes. Regular operators to such places would have generated a company departure procedure to be used both in normal and preformance loss situations. If no suitable paths exists then just climb in the circling area and depart once clear of critical obstacles.