Gents, it helps just to concentrate on the subject itself. The points brought up here are valid in both ways: on one hand we're talking about aircraft's certification requirements, which must be kept within some reasonable boundaries (e.g dual engine flame out on a twin during takeoff is not part of certification whereas dual flame out in cruise is), on the other hand there's legal requirements bounding the operator regardless of a/c's certification requirements to ensure safe operation as we saw in the relevant EU OPS 1.510
The bottom line here is aircraft's certification doesn't mean automatically safe operation, does it? All the rule says is that one must comply with the gradient, doesn't it? Regardless of the timing of EO the requirement is still very much valid. EO might occur at any time in real life, there's no guaranties. It's up to the operator how safe the operation runs. On the other hand there's always money at stake. The ruling allows the operator safe operation using alternative methods (using the EOSID for GA) in order to retain max payload. It's far simpler in reality as we try to picture it. A serious operator takes care of GA performance for each and every RWY it operates and makes it accessible to the crew. All the pilot has to do is simply have a look at the GA performance layout and decide what to do when it comes to that. No brainer at all.
