Boeing 787 landing speed varies with weight, flap and wind. See the typical VREF range and how to set the correct final-approach speed.
The Boeing 787 has no single landing speed. In normal operations, its Flaps 30 VREF is commonly about 130–150 knots indicated airspeed, with many arrivals near 135–145 KIAS. Pilots fly final at VREF plus the required wind additive, then touch down slightly slower as speed washes off in the flare.
What speed does a 787 use on final approach?
In aviation and real-world flying, a normal Flaps 30 arrival typically uses an FMC-calculated VREF within the broad 130–150 KIAS band, rather than one universal speed. VREF is the reference landing speed for the aircraft's weight and selected flap configuration; VAPP is the final-approach target after adding the required wind correction.
| Speed | What it means | Practical expectation |
|---|---|---|
| Flaps 30 VREF | Reference speed based mainly on landing weight | Often 130–150 KIAS, with many routine arrivals around 135–145 KIAS |
| Flaps 25 VREF | Reference speed with less landing flap | Usually several knots faster than the corresponding Flaps 30 value |
| VAPP or target speed | VREF plus the applicable wind additive | Normally at least a few knots above VREF and potentially more in gusts |
| Touchdown speed | Airspeed after the flare has begun | Slightly below the approach target; it is not a separately memorised fixed number |
These are broad planning figures, not dispatch data. Real crews use approved performance information and their operator's procedures; simulator pilots should use the calculation supplied by their specific aircraft model.
Why does the Boeing 787 landing speed change?
The correct speed changes with landing weight, flap configuration, 787 variant, wind and any abnormal configuration affecting lift or control margins.
- Landing weight: This is the main driver. A heavy arrival needs a higher VREF than the same aircraft after a long flight with less fuel remaining.
- Flap setting: Flaps 30 normally produces a lower reference speed than Flaps 25, although runway, noise, weather and operator procedures can influence the choice.
- Variant: The 787-8, 787-9 and 787-10 have different weight and performance envelopes. Our comparison of 787 variant size and performance explains why one value should not be copied across the whole family.
- Wind: Wind normally changes VAPP rather than the underlying weight-based VREF. Gusty headwinds can raise the commanded approach speed considerably.
- Non-normal conditions: Certain system failures, icing procedures or unusual flap configurations require speeds from the applicable checklist, not the normal range above.
How do I set the correct 787 approach speed?
Use the 787 FMC's calculated VREF for the expected landing weight, then apply the wind correction required by the aircraft or operator procedure.
- Confirm landing weight. Check that the FMC's predicted destination weight reflects the fuel actually remaining. A stale or incorrectly entered weight gives the wrong VREF.
- Select the landing flap. Use Flaps 30 or Flaps 25 as allowed by the runway assessment and applicable procedure.
- Read and select VREF. Use the speed shown on the FMC approach-reference page for that weight and flap setting. Do not type in a memorised 140- or 145-knot figure.
- Calculate VAPP. A common Boeing-style method adds half the steady headwind component plus the full gust increment, normally with a minimum additive of 5 knots and a maximum of 20 knots. For example, a 12-knot headwind gusting to 22 gives 6 knots for the steady component plus the 10-knot gust increment. The approved procedure always takes priority, particularly with a tailwind.
- Fly the target speed. Set or monitor VAPP on final, keeping the approach stabilised rather than deliberately slowing to VREF well before the threshold.
For the complete sequence from FMC preparation through flare and rollout, see our step-by-step 787 simulator landing procedure.
Is 145 knots the right 787 landing speed?
145 KIAS is a plausible Boeing 787 approach speed, but it is correct only when it matches the calculated VREF and wind additive for that arrival. A lightly loaded 787 might have a VREF in the low 130s, while a heavy aircraft using Flaps 25 or carrying a gust correction can require a target above 145 knots.
Use indicated airspeed, not groundspeed. Headwind, tailwind, elevation and temperature can make the displayed groundspeed look very different even though the aircraft is flying the correct KIAS. Touchdown speed will also be lower than VAPP because some speed decays during the flare.
Excess speed is a common cause of floating beyond the touchdown zone. If the FMC says VREF 134 and the proper target is 139, holding 150 knots to the threshold will not make the landing safer; it consumes runway and makes flare timing harder. Our methods for curing float and improving simulator touchdowns cover that problem in more detail.
Common 787 speed mistakes
- Using 145 knots for every weight, variant and flap setting.
- Confusing VREF with the higher wind-corrected VAPP.
- Reading groundspeed from the navigation display instead of KIAS on the primary flight display.
- Adding the entire reported wind rather than the runway headwind component and gust increment specified by the procedure.
- Using a valid VREF without checking maximum landing weight or available landing distance.
- Carrying excess speed into the flare in an attempt to produce an unusually soft touchdown.