again, thank everyone for your great ideas!
Have you checked that you can always meet the requirement of 25.111(c)(3)(i) with one engine inoperative, the remaining engine at maximum continuous thrust, and flaps in the takeoff setting?
no matter which method we will take, the top priority is satisfy the minimum certificated path profile, this is no doubt.
i have to say i didn't calculate it. but from a pilot's instinct, B737 will satisfy that at Maldives----for this case,we have a minimum 1.2%. Since this number is set up before maybe 20years ago(i guess) and applied to every model of aircraft in the modern age, we can believe a B737 can achieve that in most circumstances.Anyway, if we want to put it as a reasonable supplement to company's SOP, we have to provide convincing performance analysis. i will work on it.
and yes, for this situation, most company's policy define it an urgency and only a "pan-pan" call is needed. we don't need to rush,but we still want to degrade the crews' work load, right?
another thing, all my assumptions are based on flap 5 for take-off. we were just starting use CALTOW method in our flights 1 year ago, but normally most pilots in our company like to use flap 5.