1. Fly the aircraft.
2. Follow the Emergency Turn if one exists
in your performance manuals.
3. If no ET - I will climb straight ahead
and ignore noise considerations as I have
by definition lost either 25/33/50 per cent
of available thrust dependent upon ac type.
4. As the primary objective at this stage
is to fly the aircraft, gain altitude, initiate drills, ATC calls, complete checklists etc, I do not want to carry out
a complicated SID which may jeopardise the
previous actions. An ET is an exception but
in that event drills would not normally be
completed until completion of the turn.
It could be argued of course that a simple
SID would present no problems but where does
the line lie between a simple one and a
complicated one ? It is of course imperative
that pilots should be aware of terrain and
possible areas of conflicting traffic AND that ATC are informed as soon as possible of
intentions ie ' MAYDAY CALLSIGN XYZ - ENGINE
FAILURE - CLIMBING STRAIGHT AHEAD - STANDBY'
5. This is a difficult area as different
operators will have different SOP's and ATC
units around the world will no doubt have
their own regulations and indeed expectations.
6. At the end of the day it is the final
responsibility of the crew to maintain the
safety of the aircraft in whatever dire state
it may have fallen into and the measures
needed to achieve that end result will vary
from flight to flight. Therefore we should
not fall into the trap of treating every
departure(to quote your example) the same
because being technically correct will not
always stop you flying into the hill. Each
take-off is different and what may be a
suitable course of action now may not be the
best course of action tomorrow - think it,
brief it, fly it and keep safe !