Bank Angle
As I recall it, that's a certification requirement in Oz. I remember that we had special procedures ex CNS, increased V2 especially, to use 20* AoB off RW 15 to avoid the hills.
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The normal AFM information for a turning escape procedure uses 15 degrees bank angle.
There is nothing sacrosanct about that angle.
Sometimes we schedule a lesser bank for the escape to achieve a larger turn radius, say, to suit some terrain on the inside of the turn. In that case we either stick with the climb degradation associated with the turn as scheduled in the AFM or redo the sums to get a lesser penalty.
Sometimes we need a tighter turn which requires a higher bank angle and a similar process can be applied. However, there are practical limits to this as the climb penalty goes up fairly rapidly.
Depending on jurisdiction, one may need to involve the Regulator in such antics.
There is nothing sacrosanct about that angle.
Sometimes we schedule a lesser bank for the escape to achieve a larger turn radius, say, to suit some terrain on the inside of the turn. In that case we either stick with the climb degradation associated with the turn as scheduled in the AFM or redo the sums to get a lesser penalty.
Sometimes we need a tighter turn which requires a higher bank angle and a similar process can be applied. However, there are practical limits to this as the climb penalty goes up fairly rapidly.
Depending on jurisdiction, one may need to involve the Regulator in such antics.
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From an aerodynamic point of view, it depends on what is the factor setting V2. If it is limited by stall margin, then 15 degrees is a hard limit and any OEI proceure that requires more also needs to schedule a higher speed, with associated penalty for acceleration distance. This can vary from runway to runway and day to day, so in order to have a consistent policy the norm is to always select 15 degrees except at some specal airports that would normally require specific training.
