Note: This question is very similar to Q329997, with slightly different answers. Both have been reported in exams.

Increased V₂ Procedure
This procedure is used to increase the aircraft's climbing capability after take-off (to increase the climb limited mass or obstacle limited mass). At the minimum V₂ the climbing performance is poor and may limit the maximum take-off mass. It is important to understand that in the event of engine failure, the initial climb out speed is V₂. However, V₂ is not the best climb angle speed. V₂ is considerably slower than the best angle of climb speed, which is V_X. Climbing with a speed closer to the best angle of climb will greatly enhance the climb performance.

• If extra runway length is available it is sometimes possible to stay on the runway for longer during the take-off to build up more speed to a higher V₁, this will ensure that at the screen height, a faster V₂ will be reached, closer to V_X. As a result of the improved climb performance, the climb/obstacle limited masses can be increased.

• "The climb gradient is reduced, and obstacle clearance could be reduced to below the required minimum."
  • No, in fact the climb gradient is increased, and nothing will drop below the required minimum, otherwise the procedure would not be allowed.
• "The stopping margins for a rejected take-off are reduced."
  • Correct. The faster V₁ increases the ASDR (Accelerate-Stop Distance Required), and whilst this will not go out of the legal limits (as the procedure would then not be allowed), the extra safety margin will be reduced.
• "The safety margins for a rejected take-off could be reduced to below the required minima."
  • No, as mentioned just above, the safety margins must always remain at or above the required minima, otherwise the procedure is not allowed.
• "The braking capability during a rejected take-off is reduced."
  • This requires a little more thought, but is incorrect. The braking capability of the aircraft should not be affected, the brakes should work perfectly well from this higher V₁ if a stop is required, and whilst braking will take longer, that is expected from a higher speed. The only things that could really affect the braking capability are brake fade due to overheating and the subsequent melting of fusible plugs, but the aircraft's maximum brake energy will be checked from the higher V₁ and should not be high enough to cause either of these to occur outside of normal limits.