This is an interesting thread, but I am surprised no-one has talked about WHY turnbacks at low level are not taught/ recommended and I am also surprised that a number of people have alluded to the fact they don't do a pre take-off emergency brief (even if just for themselves).
I always take a few minutes to self-brief before take-off. I consider the runway direction/ length, wind, airfield, obstacles, etc. On take-offs I always have a look around so I am familiar with the "land out" fields, should the engine quit. Its much easier to spend a few minutes on the ground considering the options rather than in the air with a dead engine.
Part of the consideration is the turn back scenario. There is a base height, below which I won't turn back. This height will depend on various factors, including the wind.
On take-off the main reason turn backs at low level are not taught is that it is very easy to stall it and/or spin in. People make a shallow turn back, because the ground is near, and/or try to stretch the glide to reach the airfield and this often ends in an aircraft spinning in. Or people at very low level make a tight turn and hit the ground with the wing tip.
If you land straight ahead then you are in full control, you have flying speed and can influence where you land and how. Always consider an area within 30 degrees either side of the nose, aim for it then just keep the airspeed under control. You can then apply S turns, side slips, etc. as required. A controlled landing followed by running into a hedge or something is not gonna be great, but is survivable. A stretched glide where you stall and spin is probably not going to be.
Which is why the height before turn back thing is so dependent on aircraft type, conditions on the day, etc.
Someone said that why brief before take off because there are many things that could happen. Yes, that is true, but the only one that needs a quick decision is the engine quitting or a serious fire.
In my day job I fly an aircraft with 2 engines. If one quits it still flys. Yet we always always do a full emergency brief. This includes the initial actions if the engine quits, and consideration of which direction we are going if it happens (usually straight ahead, but could mean an emergency turn if there are obstacles straight ahead), and also we consider whether we would go and hold (and where) to sort out the problem, or if its a dire emergency (say engine fire) then we consider our options. If the wind is calm, or we take off with a tailwind then that could mean a 180 turn and land back, once we have sufficient height, or it could mean an abbreviated circuit. Alternatively, if the weather isn't great then we decide on an alternative landing airport that is nearby should we not be able to get back into the take off airport due to the weather.
All of these considerations are exactly the same considerations for light aircraft. The only difference is that there is usually only one engine!!
It might seem dull to brief before every flight but on the one time you need it, you will be glad you did it.