Hi John,
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 ..
Aviation is all about risk management. The safest thing we can do with an aeroplane is leave it in the hangar - then we'll never be at risk.
If we adopt procedures which cater for the exceptionally low risk of having an engine failure during the GA, then we may run into other practical problems and risks.
e.g. Airbus don't have reduced GA power. The GA mode is only activated by the TLs hitting the micro switch at the full power detent. To keep the same procedure for all engines operating GAs as the EO procedure, would involve no thrust reduction nor acceleration until the first stop altitude. (as OPEN DES suggests).
Is that a wise procedure to adopt in busy airspace when ALT busts would be more likely?