Tom, the airlines are 99% of the time using reduced thrust for takeoffs - i.e. matching the thrust used to the weight/altitude/temperature so the problem does not arise. If you have a lightly loaded airliner where they have to use TOGA for takeoff (contaminated runway, antiskid inop, etc.) then you will find that on reaching their pitch limit they allow the speed to increase. On reaching their acceleration altitude if they find that they are already above the minimum flap retraction speed they can do it straight away.
This technique is available on the 601, although interestingly because so few people used it Bombardier decided it wasn't worth the time and cost to certificate for the 604/5.
You are actually the only person on here who seems to think that when people refer to a flap retraction height that they mean that there is no reference to speed. Therefore it would appear that the only problem is your lack of understanding. Knowing the training at both your operator and their third party training provider, I would lay the blame for that squarely with them initially, but the more you refuse to listen to the evidence put forward on here, the more it appears that you are the problem.