One more thing to remember for part 91 operators once you are past the second segment altitude you are allowed to figure any remaining climb gradients specified using all engines. Not recommended when the weather is bad, but it is legal. Nothing says you can’t figure out your own “bail out” procedure either. If the weather is halfway decent you can get the sectional chart out (pre-flight of course) and find out which way the creek flows for instance.
This past summer at the annual fun in the simulator at Flight Safety the instructor picked EGE for our high/hot day. It had been years since either of us had been there for real, the graphics on the old simulator had been upgraded and were quite realistic. I forget the actual conditions but at about 75 degrees F the G2 could get out and fly about 2:30 or so. That’s figuring a single engine climb to the top of the required climb gradient. The other thing the instructor pointed out was that in any higher performance airplane following an engine failure at V1 or shortly thereafter you will NOT be able to successfully circle in the valley and return for an immediate landing.
We all remember from years gone by that the stalling speed is higher the more bank you have, but do you know why 15 degrees of bank is used following an engine failure on takeoff? VMC? no. Buffer above stall speed? no. Something I learned in this same session, 20 degrees of bank has half the lift of 15 degrees. Too much bank you won’t climb, that is why you can’t circle within the valley at EGE on one engine.
Play it safe,