I think DENTI phrased it quite clearly,and it is obvious his kmowledge in the matter shows that his airline is following JAA regulations in that matter.
Dispatching an aircraft in europe requires the airline to follow its caa regulations which they do via their dispather who must ensure the aircraft is planned at destination to be below max landing weight,thats its landing distance is within the distance available and that it meets the appropriate go around climb gradient(one engine on toga and flaps 15(ie engine fail during gi around or following engine failure on approach and flaps 30 maintained).
THEN it is up to the crew following possible weather change/runway condition/use of antice in flight(will decrease gradient by 1% if landing in temp below 10c) to recalcute their performance including landing distance.
An engine failure below minima (in imc) where perf is an issue is a remote possibility as you are in that scenario in visual conditions and legal to continue for a landing.
At that point if a landing cant be made(blocked runway), the best judgement relies on the captain terrain awareness(in that case a possible t/o engine out procedure).
But we have to remember that at tjis point the config would be flaps 15 and not as in a normal t/o.
In any case you are outside calculated performance.
The only thing we can do is to fly as safely as we can,follow regulations and when a non standard situation occurs use the best of our knowledge ,preparation and skills with a salt of luck,we may save the day.
In that scenario a crew
Last edited by de facto; 23rd Feb 2011 at 11:39.