Boeing 767-200 landing speed is usually 125-140 KIAS at VREF. Learn how weight, flap setting and wind determine the correct approach target.
The Boeing 767-200 typically has a VREF landing speed of about 125-140 KIAS with normal landing flaps. The commanded final-approach speed is usually VREF plus a wind additive, so roughly 130-145 KIAS is common. The exact figure must come from landing weight, flap setting and the aircraft’s approved data or FMC.
In our Aviation & Real-World Flying coverage, we use “landing speed” carefully. VREF is the weight- and configuration-specific reference speed near the runway threshold; it is not a universal speed for every 767-200 landing.
Typical Boeing 767-200 landing speeds
A normally configured 767-200 will usually approach within the following indicated-airspeed ranges.
| Speed | Representative figure | How it is used |
|---|---|---|
| Flaps 30 VREF | About 125-140 KIAS | Reference speed calculated for the actual landing weight |
| Flaps 25 VREF | Usually several knots above Flaps 30 | Used when Flaps 25 is selected and permitted |
| Final-approach command speed | Often VREF +5; higher when an approved wind correction requires it | Speed selected for the stabilised final approach |
| Touchdown speed | Lower than threshold speed after the flare | Not a speed that should be selected or chased |
These are representative planning figures, not a substitute for a weight-specific VREF. Very light aircraft can be below the quoted range, while a heavily loaded aircraft, unusual configuration or non-normal flap condition can require a higher speed.
Why is there no single 767-200 landing speed?
The Boeing 767-200 has no fixed landing speed because VREF changes mainly with landing weight and flap configuration. Fuel burn, payload, flap choice and any configuration penalties therefore change the number shown by the FMC or performance chart.
- Landing weight: a heavier aircraft requires a higher VREF.
- Flap setting: Flaps 30 normally produces a lower VREF than Flaps 25 at the same weight.
- Wind: it changes the commanded approach speed, not the underlying weight-based VREF.
- Aircraft configuration: abnormal flap operation or other performance penalties require the appropriate checklist figures.
Our broader explanation of how weight, VREF, flap setting and wind determine landing speed covers the calculation principles. Do not simply copy a 767-300 number: although it is close, the 767-300’s VREF range must also be calculated for its own weight and configuration.
What speed should I set in a 767-200 simulator?
Set the VREF generated for the simulated aircraft’s final landing weight, then apply the wind correction specified by that aircraft model or its operating guidance.
- Load the aircraft first. Set payload and fuel, then obtain the predicted landing weight after allowing for fuel burned en route.
- Choose the landing flaps. Flaps 30 is the usual lower-speed option; Flaps 25 carries a somewhat higher VREF.
- Read the calculated VREF. Use the FMC approach-reference page, electronic flight bag or supplied performance chart rather than guessing from a generic figure.
- Add the required correction. VREF +5 is a common target with autothrottle, but gusty or manual-thrust approaches may require a different approved additive.
- Fly KIAS, not groundspeed. Use the indicated airspeed on the primary flight display and confirm that the approach is stabilised in the landing configuration.
A common Boeing-style manual-thrust calculation uses half the steady headwind component plus the full gust increment, subject to minimum and maximum limits. Procedures differ between operators and simulator aircraft, particularly when autothrottle is operating, so the model’s documented method takes precedence.
How do flaps and wind change the approach speed?
Flaps 30 normally lowers the 767-200’s VREF, while Flaps 25 requires several extra knots and usually more landing distance. Flaps 25 may still be chosen where runway length, noise procedures, weather and operator policy permit it.
Wind should not be added blindly. Use the runway headwind component rather than the full reported wind, and do not count the gust twice. A headwind lowers groundspeed for a given KIAS; a tailwind raises it. At a high-elevation airport, the same indicated approach speed also corresponds to a higher true airspeed and potentially a longer landing roll.
Is VREF the touchdown speed?
No—VREF is the reference speed used near the threshold, while the aircraft slows during the flare before the wheels touch. Trying to fly a guessed lower touchdown speed on final removes the intended stall margin; carrying excessive speed has the opposite effect and causes float, firm braking and extra runway use.
A mistake we see constantly in simulators is retaining a large gust additive throughout the flare. Maintain the calculated approach target, then allow normal speed decay as thrust reduces and the aircraft flares. Our guidance on stabilised simulator approaches, flaring and touchdown technique explains how to apply the number without chasing the airspeed over the runway.