ATR 42 approach speed is typically 105–115 KIAS. See how weight, flaps, wind, icing and aircraft variant determine the correct VAPP.
An ATR 42 normally flies final approach at about 105–115 KIAS with Flaps 30, but the correct target is the calculated VAPP for that landing. In real-world aviation, ATR variant, landing weight, flap configuration, wind and icing procedures can move the target outside that range; never treat 110 knots as universal.
Which ATR 42 approach speed should you actually fly?
Use the VAPP derived from the approved performance data for your aircraft and landing conditions. Depending on the aircraft and operator, this may come from performance tables, an electronic flight bag, avionics or a speed booklet.
| Landing condition | Speed to use |
|---|---|
| Normal Flaps 30 landing | Calculated VAPP, commonly around 105–115 KIAS |
| Heavy landing weight | Usually near the upper end of the normal range |
| Light landing weight | Usually near the lower end, subject to minimum speeds |
| Reduced-flap or abnormal landing | The higher speed specified by the QRH or aircraft documentation |
| Gusts or icing procedures | Calculated VAPP plus only the prescribed correction |
The published number may be labelled VREF, the reference landing speed, or VAPP, the final-approach target after applicable corrections. They are related but should not automatically be treated as identical.
What changes the ATR 42 VAPP?
Landing weight, flap setting, wind, icing status and the ATR 42 variant determine the final target.
- Landing weight: A heavier aircraft needs a higher reference speed. Our explanation of how weight and flap selection affect approach speed covers the aerodynamic reason.
- Flap configuration: Flaps 30 is the normal landing configuration. A Flaps 15 or other abnormal landing requires the documented higher speed and additional runway allowance.
- Wind: Apply the operator's specified headwind and gust correction, including its stated limit. Do not add the entire headwind component or subtract knots for a tailwind.
- Icing: Respect the applicable icing speed or minimum-speed indication even when it exceeds the otherwise calculated VAPP.
- Aircraft model: The ATR 42-300, -500 and -600 do not share one universal table. Do not copy an ATR 72 value simply because the cockpits and procedures look similar; the operational differences between the ATR 42 and ATR 72 matter here.
How do you set ATR 42 approach speed in a simulator?
In a simulator, calculate or retrieve VAPP before intercepting final and use 110 KIAS only as a rough reasonableness check.
- Confirm the exact model and landing weight. An ATR 42-600 profile should not use a legacy-model or ATR 72 speed table.
- Select the intended landing flap. Recalculate if an abnormal condition forces a reduced-flap approach.
- Read VREF or VAPP from the add-on's documented performance source. Detailed aircraft may provide an EFB or avionics calculation; simpler models may rely on a manual chart.
- Apply the required correction. Use the simulated aircraft's documented method for wind and icing rather than inventing a fixed five- or ten-knot additive.
- Set the speed bug and stabilise early. Configure progressively and use small power changes; turboprop power lag makes aggressive corrections close to the runway counterproductive. Our approach power-management guidance explains the pitch, power and configuration relationship.
A mistake we see constantly is waiting until glideslope interception to select landing flap and lose 30 or 40 knots. The result is excess power, rapid trim changes and an unstable final. Slow towards the calculated target during the approach rather than forcing the aircraft onto it at the threshold.
Is approach speed the same as touchdown speed?
No. VAPP is the indicated-air-speed target on final; the aircraft normally decelerates through the flare before touchdown.
Do not substitute GPS groundspeed for KIAS. A headwind lowers groundspeed while the required indicated approach speed remains based on aerodynamic margin. For a three-degree descent, estimate vertical speed from groundspeed—roughly groundspeed multiplied by five—not from the 105–115 KIAS target alone.