Given : 20-30 nm out on a straight in approach, VMC conditions, ATC says "Cleared straight in ILS or Visual, speed your discretion"."Average" rwy (10,000 or more / dry conditons, light winds).Assume initial speed 250 kts.What speeds / flaps / DME etc do the real "drivers" use ?

Presuming a 3000' glideslope intercept I would aim to be flap 5 and speed +40 at that point, say 10 miles from touchdown. You can be faster or cleaner but speedbrake will be required to stop the aircraft accelerating on path.Generally a -500fpm descent at idle power will produce a 10kt per mile decelleration in nil wind (VNAV and FLCH work on this theory). A good gate is 20nm/250kts/5000' to start with. To be +40, lets say 170kts, at 10 miles you will need 8nm to slow down at idle power whilst still descending (a level segment will decellerate more quickly). At 18nm set -500fpm and the bug to +80. Approaching +80, now 14nm out, select flap 1 and +60. Approaching +60, now 12nm out, select flap 5 and +40 ready for glideslope intercept. This is a good, efficient approach, with idle thrust throughout. PIC won't quite replicate this, but comes close.The approach can be flown much faster with use of speedbrake and level segments, with 330kts at 12 miles within reach, however our company frowns on this technique and insists on at or less than 210kts at 12nm.Hope that's a guide for you.

try this one.http://www.smartcockpit.com/b767/visual%20approach767.PDF

The profile given by Anthony is a great one to use, at the end of the day it comes down to experience and a bit of trial and error.The end result you're after is to be at 3000', 10nm, Flaps 5, Vref+40. Try to achieve this from the same starting point at various speeds, from 250 to 340, with and without speedbrake (ideally you wouldn't plan to use the speedbrake), to see what sort of deceleration distances you need. The fastest way of getting to the runway would be to decelerate in a level segment, however this is not always possible due to controlled airspace limits, and ATC clearances.Whatever you do it should always be comfortable, and never result in a "rushed" approach. If you calculate the time gained by decelerating at 3000ft as opposed to say 5000 or 6000ft it will come out to be less than a minute... is it really worth the extra workload and risk for that sort of time gain?For whats its worth you can get the aircraft stable by 500ft on approach from 9000ft, 10nm, Flaps 5, Vref+40, and from 3000ft, 10nm, 340kts. However full speedbrake must be used, and gear/flap run at the limit speeds.

Hmm interesting.The speeds etc, quoted above sound just about the same that ATC ends up issuing anyway.I.e. listening to CYYZ approach, it's usually 250-210 on downwind, 190 base, 170 final to outer marker.Occasionaly I hear the "speed at your discretion" directive, so I wondered what if anything the crew would be doing differently.Mike

If you can get the approach speeds that would be good. Me myself ive never used speed brakes below 10000ft during arrival.The jets ive flown never allow you to use flaps and spoilers at the same time...It causes serious buffeting when lifting devices and anti-lifting devices counter each other. And using both also create big openings in the wing decreasing serious lift..Thats why the planes ive flown have a flap/spoiler lock out system when either one is selected. Atleast in the dc-10 we do this....For vfr we use min maneuver to 250kts flaps/slats up/retracted.At downwind we use flaps/slats-22/ext speed- min man to 200 knots. Oppisite threshold we go gear down and landing check. At base we set landing flaps and approach speed for that setting. On final we slow to threshold crossing speed. For ils on vectors approaching initial or procedure turn we go flaps/slats-22/ext speed- min man to 200kts. inbound to localizer prior to glide path we slow to 22 flaps min man speed. On the loc when glide slope becomes active we go gear down, landing check ,flaps landing and approach speed. Approaching threshold we slow to threshold speed and cross at 50ft. Just remember that the approach and landing speeds for your aircraft may dictate how fast you fly...In some countries ive flown in you are allowed to fly above 250 below 10000ft. But in the usa its 250 max. Plus the class of airspace may dictate the max speed you fly. Thats why i say figure the speeds for your aircraft and fly the recommended speeds....And never get so fast that you are behind..Some places like frankfurt will require you to delay configuration and maintain a high speed till the final approach fix because of noise abatement....But choose what works for you....rich