CRJ-700 take-off and landing V-speeds: typical V1, VR, V2 and VREF ranges, plus the inputs needed to calculate the right figures.
The CRJ-700 has no single fixed take-off or landing speed. Typical figures are about 120–145 KIAS for V1, 125–150 KIAS for VR, 130–155 KIAS for V2 and 125–140 KIAS for Flaps 45 VREF. Calculate the actual values for the aircraft weight, flap setting, runway and weather.
In Aviation & Real-World Flying, those bands are useful as a plausibility check only. They are not approved performance data for an actual flight, and the precise limits vary with the CRJ-700 subvariant and operator procedures.
Which CRJ-700 V-speeds should I expect?
A normal CRJ-700 departure generally produces speeds in the 120s to low 150s KIAS, while a normal Flaps 45 landing is usually flown in the 120s or 130s.
| Speed | Representative range | Purpose |
|---|---|---|
| V1 | 120–145 KIAS | Take-off decision speed; strongly influenced by runway performance. |
| VR | 125–150 KIAS | Speed at which the pilot begins rotation. |
| V2 | 130–155 KIAS | Take-off safety speed used for the initial climb with one engine inoperative. |
| VREF, Flaps 45 | 125–140 KIAS | Landing reference speed for the usual full-flap landing configuration. |
| VREF, Flaps 30 | 130–145 KIAS | Reduced-flap reference speed, normally several knots higher than Flaps 45. |
| VAPP | VREF plus an additive | Approach target including the operator-prescribed minimum and wind correction. |
All these figures are knots indicated airspeed, not true airspeed or groundspeed. Our guide to the definitions and uses of V1, VR, V2 and VREF explains the terminology in more detail.
Why do CRJ-700 V-speeds change?
CRJ-700 V-speeds change because every performance solution represents a particular aircraft, load, configuration and runway.
- Weight and centre of gravity: heavier aircraft generally require higher rotation, climb and landing-reference speeds.
- Flap setting: CRJ-700 departures commonly use Flaps 8 or 20. Landing with Flaps 30 requires a higher VREF than landing with Flaps 45 at the same weight.
- Runway: length, slope, surface condition, declared distances, obstacles and departure point can change V1 or make the take-off invalid.
- Weather: wind, temperature and pressure affect field and climb performance. Hot-and-high conditions also produce greater true airspeed and groundspeed for a given indicated speed; our explanation of how airport elevation affects aircraft performance covers that effect.
- Aircraft configuration: anti-ice use, bleed configuration, thrust rating and the exact CRJ-700 model must match the performance data.
V1 may change noticeably with the available accelerate-stop and accelerate-go distance even when VR and V2 move very little. A valid speed set does not by itself prove that sufficient pavement is available; that requires a separate runway-distance performance calculation.
How should I calculate CRJ-700 V-speeds in a simulator?
Use the aircraft add-on's performance calculator or the supplied CRJ-700 performance tables after finalising the payload, fuel, runway and weather.
- Finalise the load. Record take-off weight for V1, VR and V2, then estimate landing weight for VREF.
- Select the exact configuration. Choose the correct CRJ-700 variant, take-off flap setting, landing flap setting, thrust rating and anti-ice state.
- Enter runway conditions. Use the actual departure point, runway length, elevation, slope, wind, temperature and surface state.
- Calculate and cross-check. Confirm that V1 is not greater than VR and that VR is below V2. Compare the result with the representative ranges above, but do not force the figures into those ranges.
- Set the speed bugs. Enter the calculated values in the aircraft's avionics and verify them before take-off or approach.
Not every simulated FMS performs complete runway analysis. Some generate weight-based speeds while ignoring obstacles, contamination or accelerate-stop distance. For the Aerosoft aircraft, our Aerosoft CRJ setup and operating workflow in MSFS explains where calculated, aircraft-specific speeds fit into the flight preparation.
Common calculation errors
- Calculating before the final fuel and payload have been loaded.
- Entering zero-fuel weight where take-off weight is required.
- Mixing pounds and kilograms.
- Selecting Flaps 8 in the calculator but Flaps 20 in the aircraft, or vice versa.
- Copying CRJ-550, CRJ-900 or another flight's speeds into a CRJ-700.
- Treating an indicated-airspeed V-speed as a groundspeed target.
- Lowering speeds manually when the calculator reports that no valid runway solution exists.
If no performance tool or manual is supplied, the ranges above can support a rough simulation plausibility check. They are not a substitute for certified data or an operator-approved performance system in real-world flying.
Is VREF the same as CRJ-700 approach speed?
No. VREF is the weight- and flap-based landing reference speed, while VAPP is the commanded approach speed after applying the required minimum and wind additive.
A commonly seen target is at least VREF plus 5 knots, with extra allowance for wind or gusts subject to an operator-defined cap. Procedures differ, so use the aircraft documentation and do not add the correction twice if the performance tool has already supplied VAPP. How much of the additive is retained near the threshold is also procedure-dependent.