This comes straight from the Ops manual from one US-based Regional-Jet operator who operates in the Western US (ie., the Rocky Mountains)
The most important thing to remember is that the performance evaluation terminates at 3000' AFE.
The system they use creates two types of departures.
All airports will have an engine failure procedure. However, they do come in two different varieties, Standard and Special. Standard Engine Failure Procedures are designed for airports, other than those special airports where climb gradient and/or obstacles are a factor.
The general instructions for a Standard Engine Failure Procedure Takeoff Path are contained in the table below. They are very simple and allow the aircraft to attain an altitude and position where radar vectors can be provided, or to reach an MEA or approach altitude.
The Standard Engine Failure procedures for each departure will be found on the “Takeoff Report” page of the release directly under the runway length.
If the engine failure occurs at 1000 AFE or more, when in IMC, Commence turn to NAVAID or heading as listed on runway analysis page using maximum
bank angle appropriate for aircraft speed.
1. If NAVAID is listed, hold on the inbound radial using a direct entry and standard holding procedures.
2. If heading is listed, fly heading until a minimum safe altitude is attained.
Radar vectors may be accepted when available.
When in VMC:
Return to land visually or complete the IMC procedure.
If below 1000AFE when the engine fails (like in the V1 cut scenario), climb to 1000AFE and complete the IMC or VMC procedure (as appropriate). The weight report gives the heading that should be flown (whether runway heading, or a left or right turn as required).
For airports that require complex OEI departures (such as at KRNO here in the US), they create simple-special, or complex special procedures that define the procedure to be flown.
The Complex-Special Procedure is issued when an engine failure procedure is too complex to fit in the Simple-Special table and/or other considerations must be taken into account. Often, all-engine procedures are also specified in order to ensure that the aircraft will remain in the obstacle protected area until reaching a safe engine failure altitude. The minimum flap retraction altitude remains at 1,000’ AFE unless otherwise specified in the procedure.
2) A Complex-Special Procedure may be issued as a Complex-Special DP that replaces the normal DP or IFR departure procedure. An additional page may also be issued to provide important preflight guidance and restrictions.
Complex-Special
Procedures are mandatory under IMC and VMC.