@ Gryphon..
Nice to see any colleague chewing Easa AirOps
That's I'm looking for... strategies and option of an engine failure after the deviation point... what other airlines do!..
how they calculate if they actually do.
As you know the GM you posted (Guidance Material) is just a guidance and not a rule to comply with. That is the reason not many Airlines follow this useful raccomandation which could give more tools to their pilots to solve in the correct way the unsafe situation. Far away from a screwed one.
If WE pilots could know, even before take-off that, today, if the engine fails after the deviation point I can safely continue flying the SID, I will probably avoid to maneuver the airplane to rejoin the EOP track increasing the level off stress and decreasing the safety.
Why request to pilots to use airwothness, authority and sound decision making leaving them alone to take this decision if the airline can put more energies to make a deeper study of the problem and give options as the Easa GM suggests?
flight operations don't has to count on heroes.. WE Pilots must use our sound decision making as the last resource available only when facing an unforseen circumstance or, let's say, any situation that cannot be planned or calculated.
"this" can be calculated and WE pilots should ask for it!
This is not to "complicate things and dissect minutiae" as somebody wrote here.
On the contrary I think is superficial not work on obtain any tool that can be delivered to professional pilots which can be extremely useful to avoid complicating the situation inflight.
This kind of planning has just one definition: SAFETY