For the current Boeing models, the flight director maintains V2 to V2 +10 (744/748), V2 + 15 (757/767/777/787), or V2 + 20 (737NG/MAX) if an engine fails. The flight director also limits the bank angle to 15 degrees until V2 + 10 (747/777/787) or V2 + 15 (737NG/MAX, 757, 767) with newer Flight Control Computer (FCC) software. If less than V2, the F/D commands pitch to accelerate and maintain V2 speed. If above V2 + 10/15/12, the F/D commands pitch to slow to V2 + 10/15/20. If the airspeed is between V2 and V2 plus X, the F/D commands pitch to maintain the current speed.

V2 MIN must be no less than 1.13 X VS-1G. However, V2 may be higher than V2 MIN due to V-LOF (such as the 777-300ER), among other factors. In reference to AA191, the DC-10 was certified under the old FAR stall speed, or VS-FAR. Before 1985, all aircraft were certified under VS-FAR, and the V2 minimum was at least 1.2 times the VS-FAR value. Stall speed testing under VS-FAR was variable and primarily dependent on the individual test pilot. Following the implementation of FAR Amendment 25-108 (circa 1985, 767-300 forward) and the change to VS-1G, stall speed testing became much more consistent, resulting in a higher relative stall speed.

However, all takeoff performance is predicated on the V-Speeds, including V2, not V2 + 10, etc. FAR Part 25.121 lists the requirements for each takeoff segment with an engine inoperative. Note that for the second segment climb, it states that the steady gradient climb may not be less than 2.4%, 2.7%, or 3.0% (for two, three, and four engines, respectively) at V2. The minimum climb gradient is what determines the climb limit takeoff weight. Recall that the maximum takeoff weight is the most restrictive of the field limit, obstacle limit, climb limit, brake energy limit, tire speed limit, enroute limit, and landing limit weights. As such, the maximum takeoff climb limit weight is the maximum weight that allows a 3.0% climb gradient (4-engines) during the second segment climb (regardless of whether obstacles are present or not), at V2. It follows that to maximize the second segment climb gradient, V2 should be as close as possible to the best angle speed for the takeoff flap setting. Since the acceleration factor (1 + V/g {dV/dh}) is essentially nil at airport elevation, the best angle is a direct function of T/W - D/L, or the minimum value of D/L. However, with newer high-bypass engines, thrust increases as a function of velocity, and the best angle speed is usually higher than the speed at minimum D/L. Using the 747, V2 is approximately 10-15 knots below the takeoff flap maneuver speed.

Takeoff performance is complex and typically involves a series of trade-offs. Most of the time, the maximum takeoff weight is limited by the takeoff field limit or the obstacle limit weight. However, if the takeoff climb limit weight is the limiting factor, then there is likely excess runway available. In this case, improved climb speeds can be used to increase the climb limit weight. Improved climb speeds increase all the V-speeds, including V2, which, as discussed above, now approaches the best angle speed for the takeoff flap setting. Improved climb speeds can also be used if limited by the takeoff obstacle limit weight, if excess runway is available.

Finally, the Obstacle Assessment Area must be considered. If the splay is straight ahead, then the turn radius does not need to be considered. However, if a turn is required during the second segment, the effect of V2 on the turn radius becomes a factor, as well as the bank angle.