Take off and landing Question

I don’t know how to calculate the V1 VR V2 Vref of B767, so if anyone knows, please let me know.

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You can try using IFAssistant, an app that automatically calculates your V speeds. It also has alarms, passenger and pilot announcements etc. it costs money though

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Although a bit outdated, here’s a good reference: All Aircraft Takeoff and Landing Profiles (Version 20.1 Wiki!)

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Try this https://flightsmart.info/ - although it doesn’t have everything youre after

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In addition to all the options given so far, you can now also use Simbrief for takeoff and landing performance calculations. All you need to do is to generate a flight plan on dispatch.simbrief.com with the B763 (in your exact case) and, once generated, you’ll have access to the takeoff and landing performance calculators.

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Thank you, everyone, thank you for your help.

Thank you very much! I’m going to try this!

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I don’t disagree with the other comments. But I thought I’d add a “non-compliant” alternative answer, simply for a bit of different perspective.

I occasionally make note of specific recommended speeds, but (I think arguably after a fair amount of experience), I fly almost always by “feel” in setting my own IAS targets.

I have an idea about where the proper number very roughly is for the type of aircraft, phase of flight and flap settings.

But I fine tune that with the look and feel of pitch as a proxy for AoA, control responsiveness, and various other cross checked “variables” such as stable achievable climb rate, a balance between too much and too little control over sink rate while landing etc. For takeoff I’m looking for pitch response after a certain IAS (for 787 etc., you need unique awareness and precaution), and I look for the aircraft to attain positive VS itself, without forcing. In a sense, I’m letting the speed meet the climb condition, for the weight and altitude.

It works very well for me. But maybe I needed to fly by specific airspeed targets to gain enough experience to be able to comfortably and accurately fly this way.

However, I used a bit of help with AI in arguing against what I just described. Here are a few takeouts:

“Flying an airliner by feel alone, using responsiveness, stability, and angle of attack as proxies for judging appropriate airspeed for takeoff and landing, is theoretically possible. However, it is not recommended due to the inherent risks and the lack of precision compared to using established airspeed targets. Here’s why relying on established airspeed targets is ultimately safer:…”

“In summary, while a skilled pilot might be able to judge airspeed by feel, established airspeed targets are a critical component of safe flight operations. They provide a standardized approach that accounts for various factors affecting the aircraft’s performance and ensure that the aircraft is operated within safe limits at all times. Compliance with standard operating procedures and adherence to the airspeeds given in the aircraft’s flight manual or POH always apply, regardless of the pilot’s experience or the sophistication of the aircraft’s instrumentation and flight control system”

In summary, forward “pressure speed” is about available kinetic energy of the relative wind. And one way or another, of course, it needs to be properly managed.

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I’ve taken both approaches in IF, not to mention I have a general idea of where my rotation and reference speed will be.

However, sometimes it helps to get an accurate calculation as I have a tendency to go on the slower side when ballparking my speeds with adjustments based on “feel.”

Overall, performance and aircraft behavior is much better when using correctly calculated speeds.

Finally, with your Vref or reference speed, don’t forget to add 1/2 headwind component + full gust addition (up to 20kt).

If Vref is 140KT and you have a headwind of 8 knots gusting to 16, you want to add 4 knots (1/2 of 8) plus another 8 knots for the gust addition, which is 12 knots, for a target approach speed of 152KT.

Additionally, it’s worth noting a lower flaps setting for landing will provide better performance and stability in gusty conditions – instead of flaps 30 on the 737 or 77W, go with flaps 25 (calculate your Vref + Speed Addition for Flaps 25) providing you have runway stopping distance for a faster landing.

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Yeah, I just want to make clear:

“Using V-speeds is considered a best practice to maximize aviation safety, aircraft performance, or both.”

“V-speeds are defined by regulations.”

V speeds - Wikipedia

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It’s very helpful!