Some thoughts ...
The FCOM explanatory note is outdated and refers to an obsolete document (JAR-OPS).
Keep in mind that the certification stuff is frozen to whatever Design Standards applied to the aircraft. The present rules may not reflect what the aircraft can/can't do per the AFM.
As CS-25 is for certification it is of no direct relevance to our commercial air transport, day to day operation.
Now that's a very brave statement. The AFM is based on the certification requirements and the operator/pilot has to apply that to whatever the operational requirements may be .. that can present a difficulty from not much to very considerable ...
These tables are of no operational value as we need to ensure compliance with PANS-OPS (2.5% MACG) whenever we fly an instrument approach.
.. so just how do you go about maintaining compliance and better if terrain requires ?
As an operator we donīt have to worry about CSīs as these are for the manufacturer.
Can I suggest that a reputably operator invests considerable time and money in worrying about how the design standards fit into achieving operating requirements ?
for G/A we allow AEO thr reduction/accel alt routinely to be below our minimum G/A EOAA (MSA/missed app alt).
The reputable operator will have done the sums to make sure that a failure during the miss addresses the rocky bits and keeping an adequate distance from them ...
You do many take offs, but few GAs, therefore the chance of an engine failure during the GA is much less than during the take off.
Fair comment. However, while the Standards accept a finite risk, as pilots we should be somewhat interested in giving ourselves (and our pax) the best chance of survival .. hence achieving better than minimum standards all round ?
If you suffer an engine failure after AA on the GA, then your all engine climb out would have been much bigger than the minimum required gradient.
True .. but only relevant if the miss is straight ahead or the turns are constrained geographically and speed constrained to the critical window to keep the aircraft where the ops eng folks planned for it to be ..
We have the luxury of being able to choose nearest "suitable diversion airfield" after an engine failure - so choose wisely.
.. wise words.
I am just surprised at the fact that we choose not to treat the G/A with the same academicism as the take-off.
The reputable operator will do just that and has done so for many decades ..