That SAR Chap
Totally agree with SOP's, training, currency, etc, and I would add Experience, as someone has already posted that the Capt had probably never carried out a departure like this before. Whilst a north sea pilot, shuttling, may do hundreds of towering take-offs a month.
But there is certainly a case for establishing whether this can be carried out with compliance with the regulations and whether in this specific case in can be. And then once we know if it is legal or not, we can discus the how.
I take your point it can be carried out safety in the all engines operating case, but there is also a case that some operators may like to have safety in event of an engine failure. An engine failure prior to TDP at for instance 200ft when IMC, with buildings scattered all over the rejected area may not have a pretty ending.
So we are establishing for example
a) do you you need to be visual with surface at TDP so that you can land without damage to property on the ground - in the event of property being in the rejected area-rule 5(3)(a)
b) whether you can be IMC less than Vmini
The flight manual limitation of min 50kts for IFR which does not make much sense, IMC or VMC would seem more relevant. From a CS29 certification point of view Vmini does not seem to preclude IMC flight below Vmini. Yet if its in the limitations section of the RFM then it would seem to imply you need to be VFR until 50 kts. (VMC until 50 kts would make more sense)
Palma at the weekend is IFR departures only. (or used to be) So it may be a day with perfect viz and you cannot depart if you need to be VFR until 50 kts.