superpilot
You may be thinking of OEI G/A? I know that easyJet climb all the way to MAP altitude before accelerating, but in the EFTO case they accelerate once the engine is secure, at or above OEI ACC ALT.

superpilot,
I agree with TyroPicard.
Do you bother to calculate an EO AA before departure?
How do you calculate your AA on the GA with PANS OPS 4 information?

You could be right guys. If I'm in a sim with him again, I'll get clarification.

Edit: Actually, I recall another instance where I heard this. After a sim check I did in 2010, I recall being debriefed about this exact thing. I was asked why I didn't just climb to initial SID altitude for my EFATO and go around before accelerating. I then had to explain to the examiner that he's way (delaying acceleration) was new to me. He was from First Choice.

Superpilot
What I said is every take off has different initial cleared altitude. It does not govern the OEI acceleration. RTOW charts show minimum and maximum acceleration altitudes. You have to accelerate within this otherwise you will exceed ten minutes time limit on take off thrust. You cannot select MCT before you clean up otherwise the climb will be poor and even acceleration to GD. This may compromise obstacle clearance. You are mistaking it with OEI GA altitude. OEI acceleration altitude is not applicable to GA. Many airlines climb to MSA during GA.

In my organisation, we do the initial actions of ECAM and when STATUS comes up we: S.C.O.R.R.E. as a suggested management method (not SOPS as such)

"Stop ECAM", Checklists, OEB's (not many left thankfully) Resets and Relights. (continue) "Ecam actions"

There are many things to consider with relation to a relight, nevertheless, should you have the option for an immediate return at least in VMC, I might suggest that generally speaking, by the time you got the engine relit you may have otherwise safely taxied off the runway on one engine thereby reducing the greater risk.

Always PIC choice.