The distance required to accelerate on all engines to Critical Engine Failure Speed (VCEF), experience an engine failure at VCEF, and continue the takeoff to rotate at VR and reach VLO.

The distance required to accelerate on all engines to VCEF, experience an engine failure, commence deceleration at V1 and stop the aircraft.

The maximum weight at which the aircraft can maintain a 2.5 percent

climb gradient at V2 with one engine inoperative, flaps at the takeoff position, and the gear retracted.

Runway contaminants adversely affect takeoff performance by increasing both displacement and impingement drag during acceleration, as well as by decreasing braking coefficient during an aborted takeoff. A runway is considered contaminated when 25 percent or more of the takeoff surface is covered with one or more of the following:

a. Standing water, slush or loose snow greater than 1/8 inch (3mm) in depth.

b. Snow of any depth which is compressed into a solid mass.

c. Ice of any type.

Runway surface plus any displaced threshold and/or stopway used for takeoff performance calculations. The total takeoff surface used for takeoff planning shall be taken into consideration when determining runway condition.

An increase in V2 that results in an increased climb gradient or climb limited gross weight for a given flap setting and cg. In addition to a higher V2, V1 and VR are increased accordingly.These speed increases are displayed as speed increase units on the Climb Limited Takeoff Weight tables. A speed increase ‘unit’ is an increase in rotation speed (VR) equal to one percent of the reference stall speed based on reference lift coefficients identified in 737NG flight test. These increases in the takeoff speeds are not equal or proportional in magnitude and vary by aircraft.