everybody is happy with what happens if the engine fails at V1 because thats what we all spend a load of time learning about. But we don't properly consider what happens if it fails a bit further up the take off path and often don't even have figures for what happens if, god forbid, all the engines keep running.
If an engine fails above the flap up speed it doesnt matter where you are in the takeoff path the airframe should be clean. Thats part of why this matters. Lots of folk are well above and are still dirty. Often they have reduced the power a bit to contain the climb and if a powerplant then fails they are well into the draggy bit of the curve. Because they've reduced the power to hold the deck angle and keep the climb rate sensible they now have to set max cont and focus hard to get the aircraft back to V2 to make sure they are climbing properly. Where are they on the vertical SID profile? nobody knows..
If they are clean at the point where it fails they still have to set max cont on the remaining power plant but only have to come back to V2+10 or in reality, Venr. They will climb better than they would flapped and are in a better position because they had to reduce speed by a smaller amount and therefore incurred less of a drag penalty.
There is no downside in doing it correctly!
(be honest, has this got you thinking..)