stormyweathers, a classic example of how assumption / common practice can distort awareness, but I am catching up.
pistinaround, thanks for the update, but you still don’t specify if the SOP mandates the speed to be flown at 30 AoB with all engines. Without more info, a full explanation of the Captains choice would be difficult.
Flying the turn at V2 and 30 AoB, there would be insufficient stall margin; thus most Captains are incorrect. Also IIRC, V2 is not considered a normal operating speed.
Presumably because the need for terrain clearance, the climb speed should have a maximum value, to ensure sufficient climb gradient.
Flying at Vy gives a theoretical better performance, but the Captain’s reasoning using energy is unusual if not incorrect. There will be a need to change attitude and there may be a loss of speed depending on how dynamic the engine failure manoeuvre is. I would not expect to change speed for reasons explained in #11, #16.
Why 30 AoB AE – a good question for your performance management, as might be the general principles of why the procedure is required / authorised. More details – operations certification authority, airport?
stormyweathers, If you suddenly lose an engine, will you lose some speed? Yes.
Will you have to pitch down to recover the lost speed and regain V2? Pitch down to maintain / recover speed, this depends on flying skill and how much speed is lost.
Will you lose height as you pitch down? No, you should not. The performance requirements for V2 ensure a positive climb gradient in a turn and with OEI.