Re obstacles and obstacle profiles .. it depends ...
(a) if an obstacle clear gradient is declared by inclino survey, then that's fine ... you just lose some payload (usually) but it is quick and dirty to calculate and fly the straight flight path.
(b) pity that some in (a) are done by working back from the topo or Type A .. defeats any cost and utility value of inclino surveys.
(c) Type A is fine .. but, for a jet twin, especially with a big V2 to fourth segment climb speed split ... usually doesn't go anywhere near far enough .. does 40-50 nm takeoff path cause any concern in some cases ... ?
(d) generally, the ops engineers are on their own .. on quite a few occasions, either we throw a theodolite over the shoulder to go and do some rough field work, and/or commission a surveyor to do the work for critical obstacles if they are sufficiently critical ...
(e) lots of useful data around but, at the end of the day .. muddy boots and a 4WD sort out a lot of critical problems ..
Fortunately, for most departures, the topo etc., data can be used to identify critical bits outside/beyond the Type A or equivalent. One needs to keep in mind that, in the event of an early turn taking the aircraft out of the Type A splay ... the ops engineer is back to basics.
And, at the expense of repeating what my colleagues keep saying .. the guy in the sharp end can't estimate the delta between climb needed and climb available .... a bit late in the last 20-30 seconds to realise that that is the case ...