V-speed

Description
designator

The speed beyond which the takeoff should no longer be aborted.

V1
(See V1 definitions below)[7][8][9]

V2 Takeoff safety speed. The speed at which the aircraft may safely be
climbed with one engine inoperative.[7][8][9]

V2 min Minimum takeoff safety speed.[7][8][9]

V3 Flap retraction speed.[8][9]

V4 Steady initial climb speed. The all engines operating take-off climb speed
used to the point where acceleration to flap retraction speed is initiated.
Should be attained by a gross height of 400 ft (120 m).[10]

VA Design manoeuvring speed. This is the speed above which it is unwise to

make full application of any single flight control (or "pull to the stops") as it
may generate a force greater than the aircraft's structural limitations.[7][8][9][11]

Vat Indicated airspeed at threshold, which is usually equal to the stall speed
VS0 multiplied by 1.3 or stall speed VS1g multiplied by 1.23 in the landing
configuration at the maximum certificated landing mass, though some
manufacturers apply different criteria. If both VS0 and VS1g are available, the
higher resulting Vat shall be applied.[12] Also called "approach speed".

VB Design speed for maximum gust intensity.[7][8][9]

Design cruise speed, used to show compliance with gust intensity

VC
loading.[13]

See V1; generally used in documentation of military aircraft performance.

Denotes "critical engine failure" speed as the speed during takeoff where
Vcef
the same distance would be required to either continue the takeoff or abort
to a stop.[14]
 Design diving speed, the highest speed planned to be achieved in
VD
testing.[7][8][9]

Demonstrated flight diving speed, the highest actual speed achieved in

VDF
testing.[7][8][9]

VEF The speed at which the critical engine is assumed to fail during takeoff.[7]

VF Designed flap speed.[7][8][9]

VFC Maximum speed for stability characteristics.[7][9]

VFE Maximum flap extended speed.[7][8][9]

VFTO Final takeoff speed.[7]

VH Maximum speed in level flight at maximum continuous power.[7][8][9]

VLE Maximum landing gear extended speed. This is the maximum speed at
which a retractable gear aircraft should be flown with the landing gear
extended.[7][8][9][15]

VLO Maximum landing gear operating speed. This is the maximum speed at
which the landing gear on a retractable gear aircraft should be extended or
retracted.[7][9][15]

VLOF Lift-off speed.[7][9]

VMC Minimum control speed. The minimum speed at which the aircraft is still
controllable with the critical engine inoperative.[7] Like the stall speed, there
are several important variables that are used in this determination. Refer to
the minimum control speed article for a thorough explanation. VMC is
sometimes further refined into more discrete V-speeds e.g. VMCA,VMCG.
VMCA Minimum control speed air. The minimum speed that the aircraft is still
controllable with the critical engine inoperative[16] while the aircraft is
airborne. VMCA is sometimes simply referred to as VMC.

VMCG Minimum control speed ground. The minimum speed that the aircraft is still
controllable with the critical engine inoperative[16] while the aircraft is on the
ground.

Minimum control speed in the landing configuration with one engine

VMCL
inoperative.[9][16]

Maximum operating limit speed.[7][8][9] Exceeding VMO may trigger an

VMO
overspeed alarm.[17]

VMU Minimum unstick speed.[7][8][9]

VNE Never exceed speed.[7][8][9][18]

Maximum structural cruising speed or maximum speed for normal

VNO
operations.[7][8][9]

VO Maximum operating maneuvering speed.[19]

Rotation speed. The speed at which the pilot begins to apply control inputs
VR
to cause the aircraft nose to pitch up, after which it will leave the ground.

Vrot Used instead of VR (in discussions of the takeoff performance of military

aircraft) to denote rotation speed in conjunction with the term Vref (refusal
speed).[14]

VRef Landing reference speed or threshold crossing speed.[7][8][9]

(In discussions of the takeoff performance of military aircraft, the term

Vref stands for refusal speed. Refusal speed is the maximum speed during
takeoff from which the air vehicle can stop within the available remaining
runway length for a specified altitude, weight, and configuration.[14])
Incorrectly, or as an abbreviation, some documentation refers to Vref and/or
Vrot speeds as "Vr."[20]
 Stall speed or minimum steady flight speed for which the aircraft is still
VS
controllable.[7][8][9]
VS 0 Stall speed or minimum flight speed in landing configuration.[7][8][9]
Stall speed or minimum steady flight speed for which the aircraft is still
VS 1
controllable in a specific configuration.[7][8]
VS R Reference stall speed.[7]
VS R0 Reference stall speed in landing configuration.[7]
VS R1 Reference stall speed in a specific configuration.[7]
VSW Speed at which the stall warning will occur.[7]
VTOSS Category A rotorcraft takeoff safety speed.[7][18]
VX Speed that will allow for best angle of climb.[7][8]
VY Speed that will allow for the best rate of climb.[7][8]

Other V-speeds[edit]
Some of these V-speeds are specific to particular types of aircraft and are not
defined by regulations.

V-speed
Description
designator

Best endurance speed – the speed that gives the greatest airborne
VBE
time for fuel consumed.

Best power-off glide speed – the speed that provides maximum lift-to-
VBG
drag ratio and thus the greatest gliding distance available.

Best range speed – the speed that gives the greatest range for fuel
VBR
consumed – often identical to Vmd.[21]

VFS Final segment of a departure with one powerplant failed.[22]

Vimd Minimum drag[23]

Vimp Minimum power[23]

 Maximum landing light operating speed – for aircraft with retractable
VLLO
landing lights.[9]

Vmbe Maximum brake energy speed[23][24]

Minimum drag (per lift) – often identical to VBR.[21][24] (alternatively

Vmd
same as Vimd[25])

Vmin Minimum speed for instrument flight (IFR) for helicopters[18]

Vmp Minimum power[24]

Minimum sink speed at median wing loading - the speed at which the
Vms minimum descent rate is obtained. In modern gliders, Vms and
Vmc have evolved to the same value.[26]

Vp Aquaplaning speed[27]

Maximum speed at which whole-aircraft parachute deployment has

VPD
been demonstrated[28]

Vra Rough air speed (turbulence penetration speed).[9]

VSL Stall speed in a specific configuration[9][24]

Vs 1g Stall speed at 1g load factor

Vsse Safe single-engine speed[29]

Vt Threshold speed[24]

VTD Touchdown speed[30]

 VTGT Target speed

VTO Take-off speed. (see also VLOF)[31]

Vtocs Take-off climbout speed (helicopters)[18]

Minimum speed for a positive rate of climb with one engine

Vtos
inoperative[24]

Vt max Max threshold speed[24][32]

Vwo Maximum window or canopy open operating speed[33]

VX SE Best angle of climb speed with a single operating engine in a light,

twin-engine aircraft – the speed that provides the most altitude gain
per unit of horizontal distance following an engine failure, while
maintaining a small bank angle that should be presented with the
engine-out climb performance data.[29]

VY SE Best rate of climb speed with a single operating engine in a light,

twin-engine aircraft – the speed that provides the most altitude gain
per unit of time following an engine failure, while maintaining a small
bank angle that should be presented with the engine-out climb
performance data.[15][29]

VZRC Zero rate of climb speed in a twin-engine aircraft[24]

Mach numbers[edit]
Whenever a limiting speed is expressed by a Mach number, it is expressed relative
to the speed of sound, e.g. VMO: Maximum operating speed, MMO: Maximum
operating Mach number.[7][8]

V1 definitions[edit]
V1 is the critical engine failure recognition speed or takeoff decision speed. It is the
speed above which the takeoff will continue even if an engine fails or another
problem occurs, such as a blown tire.[9] The speed will vary among aircraft types and
varies according to factors such as aircraft weight, runway length, wing flap setting,
engine thrust used and runway surface contamination, thus it must be determined by
the pilot before takeoff. Aborting a takeoff after V1 is strongly discouraged because
the aircraft will by definition not be able to stop before the end of the runway, thus
suffering a "runway overrun".[34]
V1 is defined differently in different jurisdictions:

• The US Federal Aviation Administration defines it as: "the maximum speed in the
takeoff at which the pilot must take the first action (e.g., apply brakes, reduce
thrust, deploy speed brakes) to stop the airplane within the accelerate-stop
distance. V1 also means the minimum speed in the takeoff, following a failure of
the critical engine at VEF, at which the pilot can continue the takeoff and achieve
the required height above the takeoff surface within the takeoff distance."[7]
• Transport Canada defines it as: "Critical engine failure recognition speed" and
adds: "This definition is not restrictive. An operator may adopt any other definition
outlined in the aircraft flight manual (AFM) of TC type-approved aircraft as long
as such definition does not compromise operational safety of the aircraft."[8]