A320 V-Speeds Explained: V1, VR, V2, Vapp, VLS, VFE, VMO

Every A320 pilot uses V-speeds every flight, but most can't define more than half of them precisely. This guide covers the takeoff speeds (V1, VR, V2), approach speeds (VLS, Vapp, Vref), operating limits (VMO, MMO, VFE, VLE), and the manoeuvring speeds you'll see on the PFD speed tape — what each means, where it comes from, and how to use it.

Takeoff speeds: V1, VR, V2

V1 — Decision Speed

V1 is the takeoff decision speed. Below V1, an abort is feasible: enough runway remains to stop. At or above V1, you commit — the runway remaining is insufficient to abort safely, so you continue regardless of malfunction. V1 is calculated for each takeoff based on weight, runway length, slope, wind, OAT, and runway condition.

Operationally: if a malfunction occurs before V1 you reject the takeoff (RTO). After V1 you continue, fly the engine-out SID, and run the QRH airborne. The decision must be made at or before V1 — there's no "I'll delay 2 seconds." A late RTO at V1+5 kt has caused several runway overrun accidents.

VR — Rotation Speed

VR is the rotation speed — the speed at which the pilot pulls back on the sidestick to begin pitch-up. VR is normally greater than or equal to V1 and selected so that V2 is achieved by 35 ft AGL after a normal rotation. On the A320, the typical pitch-up rate is approximately 3°/sec.

Excessive rotation rate causes a tail strike. Insufficient rate delays liftoff and reduces obstacle clearance. The PFD provides FD guidance after rotation to help capture V2.

V2 — Takeoff Safety Speed

V2 is the minimum safe climb speed with one engine inoperative at 35 ft AGL. Per CS-25.107, V2 must be at least 1.13 × VS1G (one-g stall speed in takeoff configuration). V2 is the target speed for the second segment climb after engine failure — gear up, flaps in takeoff config, climbing at 2.4% net gradient minimum (twin-engine).

Operationally: if both engines run normally, you typically pitch for V2+10 to V2+20 (the FD provides this guidance). If an engine fails, you fly V2 (or current speed if greater, up to V2+15) until the SID acceleration altitude.

Approach speeds: VLS, Vapp, Vref

VLS — Lowest Selectable Speed

VLS is the slowest speed the autopilot will let you select on the FCU. Approximately 1.23 × VS1 in the current configuration. Displayed as a magenta band on the speed tape — the bottom of which is VLS.

Below VLS, alpha protections begin to engage in Normal Law. The aircraft is still flyable below VLS but the FBW is increasingly opposing further deceleration. Don't go below VLS in the autopilot; the AP will simply refuse to accept a lower target.

Vapp — Approach Speed

Vapp is the target speed for final approach. Calculated as VLS + wind correction, where the correction is at least +5 kt and at most +15 kt. The crew enters the wind on the MCDU PERF APPR page; the FMGS computes Vapp; A/THR holds it during the approach.

Wind correction protects against gusts and headwind shears. In gusty conditions, use the upper end of the correction range. In smooth conditions, +5 kt is enough.

Vref — Reference Landing Speed

Vref is the certification reference landing speed — 1.23 × VS1 in landing configuration at landing weight. Vref is what regulators use for landing distance certification. Operationally, Vapp is what you actually fly (Vref plus wind correction) — but in interviews, knowing both terms and the relationship matters.

Operating limits: VMO, MMO, VFE, VLE

The PFD displays these as red strips at the top (VMO/MMO) and amber/red strips dropping down as you select flaps. Exceeding VFE is a structural overspeed event — even brief excursions trigger maintenance write-ups.

Manoeuvring speeds

• Green dot — clean configuration manoeuvring speed; provides best lift/drag in clean configuration. Default cruise/holding speed clean.
• F speed — Conf 1+F manoeuvring speed; the speed at which the F speed indication appears, prompting flap retraction to Conf 1.
• S speed — slats-only manoeuvring speed (Conf 1); below this you should select Conf 1+F.
• Vapp displayed in magenta arrow — the magenta target arrow shows Vapp during approach.

How V-speeds are calculated

Pilots don't manually calculate V-speeds — the FMGS, MCDU PERF page, or the airline's onboard performance tool (OPT, AIRBUS PEP, OPP) computes them based on:

• Aircraft weight (TOW)
• Runway length, slope, surface condition (dry/wet/contaminated)
• Wind component (headwind/tailwind)
• OAT and pressure altitude
• Flap configuration (Conf 1+F, Conf 2, Conf 3)
• Anti-ice / packs configuration (affects available thrust)
• FLEX TEMP if reduced thrust

The crew enters these inputs (some auto-populated from the FMGS), the tool produces V1/VR/V2 and recommended flap setting. The pilot inserts these into the MCDU PERF TAKEOFF page. The PFD speed tape then displays them as bugs.

Interview questions

1. Define V1, VR, V2. Decision speed; rotation speed; takeoff safety speed (≥ 1.13 VS1G).
2. What is VLS? Lowest selectable speed (~1.23 VS1).
3. What's Vapp made up of? VLS + wind correction (min +5 kt, max +15 kt).
4. What is the difference between VFE and VLE? VFE = max flaps-extended speed; VLE = max gear-extended speed.
5. What is VMO/MMO on the A320? 350 KIAS / M0.82.
6. What's "green dot" speed? Clean-config manoeuvring speed.
7. What does the FBW do at speeds below VLS? In Normal Law, alpha protections begin to engage; in Alternate Law, low-speed stability tendency.
8. What's the certification basis for V2? CS-25.107: V2 ≥ 1.13 × VS1G.
9. What does VLO mean? Landing-gear operating speed — max speed for gear extension/retraction.
10. What's Vref? Reference landing speed at landing weight, 1.23 × VS1 in landing config; certification number.