b5, there are different ways to deal with it.
During a situation like an engine failure before reaching V2, but without any other complication like a secondary system failure, for example, pilots must follow the recommended SOP for their airplane. Usually they must rotate at Vr with a continuous motion. Target pitch attitude have to be established, adjusting initial climb attitude to maintain a minimum of V2 and positive rate of climb. IAS can increase (considering landing gear retracted) if the pilot flies below initial target pitch attitude, but lower than certain limits a zero climb rate or even an undesirable downward movement can occur. Performance analyses normally consider a situation where the airplane will pass the opposite runway threshold at 35ft and V2, at least. Increasing thrust on remaining engine(s) is an option, but usually limited to go around thrust.
… But now if the situation is beyond a routine emergency drill, it’s hard to say the best option to follow. Reduce pitch attitude? Well, as previously mentioned, the airplane can stop climbing and climb performance can be severely affected. Increase thrust? Yes, but not above engine limits unless in case of impending airplane stall or a possible ground contact. V2 is always a guarantee of safety (observing some conditions, like bank angle limits, for instance) and flying below it means a speed close to VMCA or even below it… and it’s not really a good deal.
Could you assume that the aircraft loading data was probably incorrect and that the aircraft was actually heavier than what the figures had been calculated for?
I’m sure there’s no time to confirm it… at least when someone is fighting to survive during an E/O with a poor airplane performance.