Typical Boeing 767-300 landing speed is 130–145 KIAS. Learn how weight, flaps and wind determine the correct VREF and approach target.
In real-world aviation and flight simulation, a typical Boeing 767-300 landing VREF is about 130–145 KIAS with Flaps 30. The commanded final-approach speed is normally VREF plus a wind additive—often 5 knots in calm or light winds—while touchdown occurs a few knots slower after the flare.
What Boeing 767-300 approach speed should I set?
Set the final-approach target to the FMC/CDU VREF plus the applicable wind correction, not to a memorised fleet-wide figure. For many ordinary landings this produces a target of roughly 135–150 KIAS.
- Confirm landing weight: check that the FMC gross weight reflects the expected fuel remaining at touchdown.
- Select the landing flap: Flaps 30 is a common normal configuration, while Flaps 25 requires a higher VREF at the same weight.
- Read VREF: use the value shown for the chosen configuration on the CDU approach-reference page.
- Add the wind correction: set VREF plus the additive required by the operating procedure or aircraft simulation.
- Stabilise early: reach the correct configuration and target speed by the applicable stabilised-approach gate, commonly 1,000 feet in instrument conditions or 500 feet in visual conditions.
If the add-on displays a separate VAPP or already incorporates an additive, do not add five knots again. Our explanation of calculating landing speed from weight, configuration and wind covers the underlying method.
How do weight and flaps affect 767 landing speed?
Higher landing weight raises VREF, while selecting more landing flap generally lowers it. These are broad planning ranges for a Boeing 767-300, not approved performance figures:
| Condition | Indicative speed | What changes |
|---|---|---|
| Light, Flaps 30 | About 125–132 KIAS VREF | Low payload or little remaining fuel |
| Typical weight, Flaps 30 | About 133–140 KIAS VREF | Common simulator planning range |
| Heavy, Flaps 30 | About 141–145 KIAS VREF | Approaching maximum permitted landing weight |
| Flaps 25 | Several knots above Flaps 30 | Exact difference comes from the FMC or performance data |
Engine option, aircraft sub-variant, loading and add-on modelling can shift these figures. For real operations, the aircraft’s approved performance data and the operator’s procedures always take precedence.
Should landing speed be IAS or ground speed?
Fly the 767’s approach using indicated airspeed in knots, shown as KIAS, rather than ground speed. Aerodynamic margins depend on airflow over the wing, so a headwind can reduce ground speed without reducing the required indicated speed.
At a high-elevation airport, true airspeed and ground speed may also be noticeably higher for the same KIAS. Trying to match a remembered ground-speed number is a common cause of unstable approaches.
How should wind change the target speed?
Use the wind-additive method specified by the applicable procedure; a common Boeing technique uses half the steady headwind component plus the full gust increment, usually with minimum and maximum limits.
- With little wind, the target is commonly VREF + 5.
- For 12 knots directly ahead, gusting to 20, half the steady wind is 6 knots and the gust increment is 8 knots, giving a 14-knot additive under that method.
- Use the headwind component, not the full reported wind when it crosses the runway.
- Do not subtract a tailwind from VREF. Instead, observe the aircraft’s tailwind and runway limits.
Airline procedures and autothrottle techniques differ, and many cap the additive. Match the procedure represented by the aircraft rather than applying the example mechanically.
Why does the 767 float or land hard in a simulator?
Most 767 floating starts with excess speed, while hard touchdowns usually follow an unstable descent, an abrupt flare or thrust being closed too early.
- Persistent float: verify that the selected target is VREF plus one additive, not VREF plus multiple corrections.
- Speed keeps increasing: configure earlier and avoid carrying excess thrust into the flare.
- Sink rate rises near touchdown: do not force the nose down to reach the aiming point; go around if the approach is no longer stable.
- Ballooning: use a small, progressive flare rather than a large pitch input. Control sensitivity and flare behaviour vary between add-ons.
Once the speed is correct, our guide to flare timing and smoother simulator touchdowns covers the next part without relying on an artificial touchdown-speed target.
Can I use the same speed in every 767-300 add-on?
No—use each add-on’s FMC and performance model whenever they provide a credible VREF calculation. If a basic model supplies no usable performance data, 135–140 KIAS at Flaps 30 is a reasonable initial planning figure at moderate weight, but adjust it for loading and wind.
FSX users wanting to practise the procedure can use this Boeing 767-300ER aircraft for FSX, while remembering that freeware flight models may not reproduce certified speeds exactly.