Single engine considerations do not apply for missed approaches unless you are on a single engine prior the missed approach point. It is sort of like the double jeapordy thing. i.e What are the chances of having to do a missed approach and losing and engine. That is not to say that it cant happen, just that you legally don't have to take it into account when commencing an approach on two engines. Should you already be on one engine prior to commencing the approach, then clearly you will need to ensure that you have the required performance to meet the missed approach gradient buy either increasing you minima, or reducing weight.
If you think that this doesn't sound right then consider the fact that having landed at the airfield, you will be taking off at a later point most likely at a far heavier weight, with enough performance to suffer an engine failure at V1, which will be at the opposite end of the runway and some 200 feet lower than at the missed approach point, then continue the take off and survive.
Now you may say "but we have a special procedure for that".
That is my point exactly. If you do suffer the unlikely event of an engine failure during the missed approach, if need be, you should be able to safely follow your engine out procedure, for the after take off case, which will afford you all the protection that it does in the EFATO situation plus the buffer of being higher and lighter when the engine failed.
The solution to the problem lies not in being able to meet the pubished missed approach gradients on one engine, but being aware that you can't, and planning an alternative escape path.
If this wasn't the case, then two engine aircraft would be seriously restricted due to the fact that none of them are certified with a 2.5% approach climb capability.
Last edited by Reverend Doctor Doug; 30th December 2002 at 07:03.