thanks very much guys, I felt like in a real and very exhaustive take-off briefing.. any of you has given me an interesting point of view.
I deeply agree with any of you who suggests to exit the trap using our airmanship which has always to be brought with us as our best resource in the cockpit..
I took note of any pilot's resources you mentioned useful to to plan the exit of the trick even before take-off, as...
observing the obstacle enviroment on the chart, check for MSA for a safe altitude, use the terrain mode on the NAV display, retard the clean-up, ecc..
but I'm also pointing to focus, with your help, on any technical tool which an airline navigation and performance staff can produce to make available more resources to their pilots for tuning the best strategy before take-off.
The problem arises, as I explained, when we have a diversion between the two track, our EFATO goes strait while the SID turns left at 400' AGL. In that situation, the cockpit has to make the best analisys as they can to reduce the potential screwed situation, which is rare but anyway possible, if you have already turned left for the SID passing for example 1.000'AGL with a discrete obstacle enviroment around. MSA is not even so high but is of course well higher. Where should i fly during while climbing to the MSA. My terrain is on but are you shure I can really face an ostacle avoidance using my MAP mode?.. Which is the turn radius I expect when I decide to avoid that ostacle to the right or to the left?
I resumed my doubts just to say that, any situation can be planned before take-off using the best of any consideration but, as many of you said, there can be some situations that cannot be solved and that can turns as like screwed ones.
so..
I'm aware that WE pilots have to face any risk and we are fair well paid and trained to do that. I can use my airmaship often even when I cook a good plate of spaghetti.. but..
If I'll take a good decision I will be probably clapped and sign some authographs to my fans but if I wrong it I will be asked why if I can still be alive to give my version to the court.
What I want to say is that our airlines can add much to have the situation much more comfortable for WE pilots. In this case we can ask for a deeper study of any critical airport we fly to give us someting more than saying..."if you have an engine fail at V1 fly to XXX and make an hold there".
I will assume any risk which is unprobable and absurd that could happen, I'm maybe able to face that in the best manner, but I would be glad to not be left alone and without any other resource than my sound decision making.
That doesn't mean that I don't want to take my responsabilities or that I don't thrust in my abilities but that if there is any chance to improve to solve or reduce my risky situation before I have to use my skills as the last and unique solution, than.. I SHOULD have!
This is not a complain.
As you have already understood, my company doesn't give any other tool to face an engine failure more than the the engine out procedure, described in our runway take-off tables, which guarantees for ostacle clearance as for the regulation but not more.
I know that some airlines has made deeper study then the EFATO at V1 considering more variable situations as the one I depicted so...
I'm looking for this kind of solutions.
Willy Nelson has reported that he has a "post procedure" and I'll be glad he could describe it's theory with more details, tnks..
Airbus addresses some suggestions to the airlines navigation performance teams which describe how to build-up a so called "DECISION POINT" along the take-off path which define the phisical point situated before the "DIVERSION POINT" where pilots can take the decision to continue flying the SID or the engine out flight track.
Boeing says that some airlines publish a so called "SID DEVIATION POINT"; when the engine fails on the SID before reaching this point, the pilots should rejoin the engine out flight track.
I don't have much more than rumors about the existence of those tools, do you have something more to describe about that?
My quality team is asking to our navigation & performance staff to build-up anyone of this tools so we'll assume and consider valuable any of your contribution.