V-Speeds Pre-Takeoff Procedures 15-20 • Conditions required for flight/dispatch including  maintenance action required (M) by mechanics  or other authorized maintenance personnel and  operational procedures or restrictions (O) to be  observed by the flight crew • Minimum equipment required for departure (number  of items) • Normal complement of equipment (number installed) • Functional description/identification of the inoperative  or missing aircraft equipment item •  V$_{2}$—takeoff safety speed means a referenced airspeed  obtained after lift-off at which the required one-engine- inoperative climb performance can be achieved.  •  V$_{LOF}$—lift-off speed, or speed at which the airplane  first becomes airborne. This is an engineering term  used when the airplane is certificated and must meet  certain requirements. If it is not listed in the AFM, it  is within requirements and does not have to be taken  into consideration by the pilot. •  V$_{R}$—rotation speed, or speed at which the rotation  of the airplane is initiated to takeoff attitude. This  speed cannot be less than V$_{1}$ or less than 1.05 × V MCA  (minimum control speed in the air). On a single-engine  takeoff, it must also allow for the acceleration to V$_{2}$  at the 35-foot height at the end of the runway. •  V$_{EF }$—speed at which the critical engine is assumed to  fail during takeoff. This speed is used during aircraft  certification. •  V$_{1}$—critical engine failure speed or takeoff decision  speed. It is the speed at which the pilot is to continue  the takeoff in the event of an engine failure or  other serious emergency. At speeds less than V1,  it is considered safer to stop the aircraft within the  accelerate-stop distance. It is also the minimum speed  in the takeoff, following a failure of the critical engine  at V$_{EF}$, at which the pilot can continue the takeoff and  achieve the required height above the takeoff surface  within the takeoff distance.  •  V$_{S}$—stalling speed or minimum steady flight speed  at which the airplane is controllable. The following are speeds that affect the jet airplane’s takeoff  performance. The jet airplane pilot must be thoroughly  familiar with each of these speeds and how they are used in  the planning of the takeoff. Takeoff data, including V$_{1}$/V$_{R}$ and V$_{2}$ speeds, takeoff power  settings, and required field length should be computed prior  to each takeoff and recorded on a takeoff data card. This data  is based on airplane weight, runway length available, runway  gradient, field temperature, field barometric pressure, wind,  icing conditions, and runway condition. Both pilots should  separately compute the takeoff data and cross-check in the  cockpit with the takeoff data card. A captain’s briefing is an essential part of crew resource  management (CRM) procedures and should be accomplished  just prior to takeoff.  [Figure 15-20]  The captain’s briefing is  an opportunity to review crew coordination procedures for  Each page of the MEL/CDL is divided into 6 columns. From  left to right, these columns normally display the following  information:  A Configuration Deviation List (CDL) is used in the same  manner as a MEL but it differs in that it addresses missing  external parts of the aircraft rather than failing internal  systems and their constituent parts. They typically include  elements, such as service doors, power receptacle doors,  slat track doors, landing gear doors, APU ram air doors,  flaps fairings, nose wheel spray deflectors, position light  lens covers, slat segment seals, static dischargers, etc. Each  CDL item has a corresponding AFM number that identifies  successively the system number, sub-system number, and  item number. Flight limitations derived from open CDL items  typically involve some kind of weight penalty and/or fuel  tax due to increased drag and a net performance decrement,  although some environmental restrictions may also be of  concern in a few isolated cases. For example, a missing  nose wheel spray deflector (Super 80 aircraft) requires dry  runways for both takeoff and landing. In order to use the MEL properly, it is important to clearly  understand its purpose and the timing of its applicability.  Because it is designed to provide guidance in determining  whether a flight can be safely initiated with aircraft equipment  that is deficient, inoperative, or missing, the MEL is only  relevant while the aircraft is still on the ground awaiting  departure or takeoff. It is essentially a dispatching reference  tool used in support of all applicable Federal Aviation  Regulations. If dispatchers are not required by the Operator’s  certificate, flight crews still need to refer to the MEL before  dispatching themselves and ensure that the flight is planned  and conducted within the operating limits set forth in the  MEL. However, once the aircraft is airborne, any mechanical  failure should be addressed using the appropriate checklists  and approved AFM, not the MEL. Although nothing could  technically keep a pilot from referring to the MEL for  background information and documentation to support his  decisions, his actions must be based strictly on instructions  provided by the AFM (i.e., Abnormal or Emergency sections).