What is a typical A320 landing speed in a simulator?
A typical Airbus A320 landing speed in a flight simulator is about 130–145 KIAS on final, with 135–140 KIAS common at normal landing weights in CONF FULL. The correct target is the aircraft’s calculated VAPP, not a fixed number: weight, flap configuration, wind and system status can all change it.
Should you fly VAPP, VLS or simply 140 knots?
Fly the calculated VAPP; 140 knots is only a reasonable planning estimate. In both real-world A320 operations and a well-modelled simulator, there is no single landing speed that applies to every approach.
- VLS is the lowest selectable speed for the aircraft’s present configuration. It is shown at the top of the amber strip on the PFD speed tape and is not normally the final-approach target.
- VAPP is the approach speed, calculated from VLS plus an approach correction. In normal conditions that correction is commonly at least 5 knots and may increase for wind or an abnormal configuration.
- Managed speed is the target commanded by the FMGS. With Ground Speed Mini logic modelled, it may rise above the entered VAPP as the headwind changes.
When people quote an A320 “landing speed”, they usually mean VAPP near the runway threshold. The indicated airspeed at wheel contact is normally several knots lower after the flare, but it is not a separate number to chase.
Typical A320 landing-speed ranges
These broad ranges are useful for planning and checking whether a simulator result looks credible, but aircraft-specific FMGS or performance data always take precedence.
| Approach condition | Likely final speed | Main reason |
|---|---|---|
| Light aircraft, CONF FULL, modest wind | About 128–135 KIAS | Lower landing weight and maximum landing flap |
| Normal landing weight, CONF FULL | About 135–140 KIAS | Common simulator scenario |
| Heavy landing or CONF 3 | About 140–150 KIAS | Higher weight or reduced flap increases VLS |
| Abnormal configuration or system failure | Potentially higher | ECAM procedures may require a speed increment |
Different A320 variants and add-ons can produce slightly different figures. A speed in the upper 140s is not automatically wrong, especially at high landing weight, in CONF 3 or with an abnormal procedure active.
How do you find the correct A320 landing speed?
The correct speed comes from the aircraft’s predicted landing weight, approach data and selected landing configuration.
- Confirm landing weight. Use the predicted destination weight from the FMGS or the gross-weight indication near arrival. Do not reuse take-off weight. Our explanation of deriving landing weight and VAPP in the Fenix A320 covers the calculation in more detail.
- Complete the PERF APPR page. Enter the destination QNH, temperature and reported runway wind using the units expected by the aircraft.
- Select the landing configuration. Choose CONF FULL or CONF 3 as supported by the runway-performance calculation. The displayed VLS and VAPP should change with that choice.
- Verify the speed on the PFD. Check the managed target, VLS strip and speed trend rather than relying only on the MCDU value. See our guide to A320 PFD speed and mode indications if those symbols are unfamiliar.
- Maintain VAPP on stabilised final. Small changes in the managed target can be normal when wind compensation is active. If the approach is unstable by the applicable gate, go around rather than forcing the aircraft onto the runway.
Some simplified simulator aircraft do not reproduce the complete Airbus calculation. In that case, 135–140 KIAS is a sensible initial estimate for an ordinary CONF FULL landing, but it must still be checked against weight, flap setting and the available runway.
How do flaps and wind affect A320 landing speed?
More landing flap generally reduces the required indicated speed, while wind changes the approach correction and the aircraft’s groundspeed.
Should you use CONF 3 or CONF FULL?
CONF FULL normally produces a lower VLS and more drag; CONF 3 normally requires a somewhat higher VAPP. CONF 3 is suitable when approved and runway margin is ample, while FULL is often chosen when a lower approach speed or additional stopping margin is useful.
Flap choice also changes runway requirements. Use the appropriate performance data rather than assuming that a familiar speed will fit every runway; our simulator landing-distance calculation method explains the interaction between speed, weight, wind and runway condition.
Why does groundspeed differ from VAPP?
VAPP is an indicated airspeed, not a GPS groundspeed. An aircraft flying at 138 KIAS into a 20-knot headwind may show roughly 118 knots across the ground, while the same indicated speed with a tailwind produces a higher groundspeed.
Do not lower indicated airspeed to make the groundspeed match a published figure. That can put the aircraft near VLS or trigger low-energy protections.
Common A320 landing-speed mistakes
- Using 140 knots for every landing: this may be too fast when light and too slow when heavy.
- Targeting VLS: VLS is a lower limit reference, not the normal speed to hold on final.
- Entering the wrong wind: use the reported surface wind in the format expected by the PERF APPR page; do not calculate a tailwind subtraction yourself.
- Ignoring excess speed: extra speed raises kinetic energy and landing distance. If the aircraft will not settle at VAPP, correct early or go around.
- Trying to reach touchdown speed before the flare: hold the proper approach target and let speed reduce naturally as thrust comes to idle and the aircraft flares. Our guidance on flare timing and smoother simulator touchdowns addresses that final phase.