Engine out accel etc - ITS IN THE FCTM.
As is the 2 engine accel height. Trouble is, unless you think about it before you go around you end up having to do some mental gymnastics working out what it is on the QNH. For example, 1500' AGL at a airport with an elevation of 739' is? How many G/As have you seen where the PF doesn't accelerate at the correct altitude because his workload has put him over the wrong side of the peak on the 'performance vs stimulation' curve?
The non-expected missed approach is statistically one of the most badly flown procedures we have. How do you mitigate against this? It starts with a plan, where you have thought 'what if?' and then told your PM of that plan, and then reviewed it on final approach 'just in case'. Even more so when the missed approach has caveats like 'turn right heading 360 at 1dme or 750', whichever is the later'. How often when this is 'read' off the chart at you have you wondered if the other guy has actually applied any thought to when 1dme or 750' is going to be later? As soon as they press the shambles buttons you see them frantically trying to work it out, and then trying to work out what 1500' AGL is at this 739' elevation airfield!
PP