Learn the Airbus A321 flap schedule for take-off, approach and landing, including Green Dot, S, F and VFE NEXT speed cues.
In an Airbus A321, select flaps by speed and phase of flight, not at a fixed distance from the runway. For a normal approach, extend Flaps 1 near Green Dot speed, Flaps 2 near S speed, then Flaps 3 and landing FULL or 3 while remaining below each VFE limit and stabilised by company criteria.
That is the broad Airbus technique, but an airline's approved procedures, landing-performance calculation and aircraft indications always take priority. In a simulator, the same logic applies: watch the PFD speed scale and ECAM rather than copying a rigid miles-from-runway schedule.
What is the normal A321 flap schedule on approach?
A normal decelerated approach adds each configuration as the aircraft reaches the relevant PFD speed cue and is below VFE NEXT.
- Plan the landing configuration. Confirm the calculated VAPP and whether the landing will use Flaps FULL or Flaps 3. Allow enough distance to slow the A321 without rushing the final configuration.
- Select Flaps 1 around Green Dot. As the clean aircraft decelerates towards Green Dot, verify that indicated airspeed is below
VFE NEXT, then move the lever to 1. On approach this normally extends the slats first; it does not necessarily produce the same physical configuration as take-off 1+F. - Select Flaps 2 near S speed. With configuration 1 established, managed speed normally reduces towards the S marker. Check the next extension limit before selecting 2.
- Lower the landing gear and select Flaps 3. Gear timing depends on the descent profile and how much drag is required. Flaps 3 is normally selected as speed approaches F, again only below the applicable extension limit.
- Select the final landing flap. Continue to FULL, or remain at 3 when that configuration has been calculated and authorised. Confirm the commanded configuration on ECAM rather than relying solely on the lever position.
- Finish stabilised. The aircraft should be on the correct path, at the target speed, in landing configuration and using an appropriate thrust setting by the applicable stabilisation gate. For simulator practice, fully configured by roughly 1,000 feet above the runway is a sensible conservative target unless the chosen procedure says otherwise; our simulator landing guidance explains the complete approach sequence.
A distance such as five or ten nautical miles is only a planning reference. Wind, aircraft weight, descent angle, ATC speed restrictions and whether the approach uses managed or selected speed all change where flap extension should begin.
A mistake we see constantly is holding excessive speed until late final, then extending several stages in quick succession. If the aircraft is high or fast, correct the energy state early. Do not exceed a flap limit simply to rescue an unstable approach.
What do Green Dot, S, F and VFE NEXT mean?
Green Dot, S and F are manoeuvring or retraction reference speeds, while VFE NEXT is the controlling maximum speed for selecting the next high-lift configuration.
| Cue | Meaning | How it is used |
|---|---|---|
| Green Dot | Clean-configuration manoeuvring and best lift-to-drag reference | A normal cue for selecting Flaps 1 as the aircraft decelerates |
| S | Slat retraction reference speed | Approach cue for Flaps 2; after departure, the cue for retracting to 0 |
| F | Flap retraction reference speed | Approach cue for progressing beyond Flaps 2; also used during departure retraction |
| VFE NEXT | Maximum speed for the next extended configuration | IAS must be below this limit before selecting the next flap detent |
S and F are not flap-extension limits. They move with aircraft conditions and act as schedule cues; the VFE indications protect the structural speed limits. Exact speeds should therefore come from the aeroplane or accurately modelled add-on, not from a memorised number found elsewhere.
The lever positions 0, 1, 2, 3 and FULL command configurations rather than literal flap angles. Our explanation of A320-family flap controls and ECAM indications shows where to verify what the aircraft has actually achieved.
Should an A321 land with Flaps 3 or FULL?
Flaps FULL is the normal landing configuration for many A321 operations, while Flaps 3 is an approved alternative only when performance and operating procedures permit it.
- Flaps FULL provides more drag and normally a lower approach speed. It is often the straightforward choice when landing-distance margin matters.
- Flaps 3 produces less drag but normally requires a higher VAPP and more landing distance. It must be included in the landing-performance calculation.
When using Flaps 3, set the appropriate landing-flap warning selection where fitted or modelled, then confirm the ECAM landing memo shows the expected configuration without unresolved blue items. Do not choose Flaps 3 merely to avoid extending FULL late in the approach.
When should I select and retract take-off flaps?
Take-off flap is selected before departure from a performance calculation, not by using the approach schedule in reverse.
The calculated setting may be 1+F, 2 or 3, depending on runway, weight, weather, obstacles and thrust strategy. Set it before the take-off checks, confirm the ECAM configuration and complete the take-off configuration test required by the procedure.
After lift-off, begin acceleration at the prescribed acceleration altitude. Retract one stage at a time as the aircraft accelerates through the relevant F cue, and select 0 only at or above S speed and when the flight path is safe. Altitude starts the acceleration process; speed determines when the high-lift devices can be retracted.
A go-around uses a different initial flap movement and must not be treated like ordinary after-take-off retraction. Our A320-family go-around flap sequence covers the FULL-to-3 or 3-to-2 selection and subsequent acceleration.