Find the right Boeing 737 landing speed using VREF, flap setting, weight and wind correction, with typical ranges and simulator setup tips.
There is no single Boeing 737 landing speed. Use the VREF shown for the selected landing flap and actual landing weight, then apply the wind additive required by the aircraft or operator procedure. In normal service, 737 approach targets often fall around 130–150 knots indicated airspeed, but that range is not a substitute for calculation.
For our Aviation & Real-World Flying readers, the crucial distinction is between VREF, the commanded approach speed and the speed at touchdown. They are related, but they are not interchangeable.
| Speed | What it means | How to use it |
|---|---|---|
| VREF | Landing reference speed for the selected flap and landing weight | Use it as the basis for the approach target |
| Command speed | VREF plus the applicable wind additive | Set and fly this on final approach |
| Ground speed | Speed over the ground, affected by wind | Do not use it as the landing-speed target |
| Touchdown speed | The remaining indicated speed after the flare | Do not chase a fixed number during touchdown |
What is a typical Boeing 737-800 landing speed?
A Boeing 737-800 using Flaps 30 at ordinary operating weights will often have a VREF in the mid-130s to high-140s KIAS. Flaps 40 normally produces a VREF a few knots lower at the same weight. Lighter aircraft can be slower, while a heavily loaded aircraft may be near or above the top of that range.
Different 737 variants have different performance data, so a speed copied from a 737-800 may be wrong for a 737-700, Classic or MAX. Our explanation of how landing speed is calculated from weight and configuration covers the underlying factors.
How do I find the correct 737 landing speed?
Use the aircraft's FMC, performance tables or approved speed card rather than choosing a memorised number.
- Estimate the landing weight. Ensure the FMC weight and fuel figures are valid. An incorrect gross weight produces an incorrect VREF.
- Select the landing flap. Flaps 30 is common, while Flaps 40 provides more drag and a slightly lower reference speed. Runway length, surface condition, weather and operator procedure determine the choice; see our practical comparison of Flaps 30 and Flaps 40.
- Read the displayed VREF. On an FMC-equipped 737, the APPROACH REF page normally provides reference speeds for the available landing configurations. Older aircraft and simpler simulator models may require a chart or built-in performance tool.
- Apply the required wind correction. Add the amount specified by the aircraft documentation or operator procedure.
- Set the command speed. Enter VREF plus the additive on the mode control panel and cross-check it against the selected flap.
A common Boeing wind method uses half the steady headwind component plus the full gust increment, constrained to an additive of 5–20 knots. Some procedures call for VREF+5 when autothrottle remains engaged. Follow the procedure supplied with the particular aircraft or simulator add-on; do not combine two methods.
For example, if the FMC gives VREF 139 and the applicable additive is 5 knots, the final approach target is 144 KIAS. That example is not a universal 737 landing speed.
Should I fly VREF all the way to touchdown?
No. Fly the commanded approach speed on final, cross the threshold in a stable condition, and allow the speed to decay naturally as the aircraft flares.
Trying to hold the approach speed until the wheels touch usually creates a long float. Pulling the thrust back too early or forcing the aircraft onto the runway can instead produce excessive sink and a hard landing. Our flare and touchdown guidance for smoother simulator landings explains how to manage that transition.
Why does my 737 approach speed look wrong?
Most incorrect landing-speed indications come from bad setup rather than an aircraft fault. Check these common causes:
- Wrong gross weight: incomplete fuel, payload or FMC data can shift every displayed reference speed.
- Flap mismatch: selecting Flaps 30 in the FMC while landing with Flaps 40, or the reverse, invalidates the target.
- Double wind additive: some simulator tools display VREF while others display an already-corrected approach speed.
- Ground speed confusion: a strong headwind can make ground speed look unusually low even when indicated airspeed is correct.
- Using take-off V-speeds: V1, VR and V2 have no role as landing-speed targets.
- Trying to shorten the landing by flying slowly: never reduce the target below the approved value. Recalculate the configuration and landing performance instead.
The next priority is arriving configured, on speed and on the correct descent path before the stabilised-approach gate. Our 737 descent and approach setup procedure shows where VREF and the wind additive fit into that sequence. If the aircraft remains substantially fast, slow or improperly configured, go around rather than attempting to rescue the landing.