Obstacle Clearance comes last?
Scenario: Runway analysis shows that the aircraft is obstacle limited and the specific flap retract altitude (third segment) reflects this limitation. Crew do not know the position of the controlling obstacle - just that the weights displayed are obstacle limited. Notwithstanding that this is a regulatory limiting weight, an operator directs that in event of failure/problem/fire etc after V1, all Phase One actions (Recall in some types) must be completed before the third acceleration segment is started even though this may mean that the third segment is commenced at a greater altitude than called for in the runway anaylsis.
The rationale for this policy is that the crew should direct their priorities toward securing the problem because it may overload them to commence level acceleration (obstacle clearance requirement) while at same time carrying out Phase One actions to secure the failed engine.
Surely it should not be beyond the capabilities of a trained crew to meet the obstacle clearance criteria while simultaneously carrying out the appropriate engine shut down drills?
Is the company directed policy flawed in this regard? Either the aircraft is obstacle limited or not. You can't have it both ways - or can you?