Typical Boeing 747-400 approach speed is 145–155 KIAS. See how weight, flap setting and wind determine the correct VREF and final target speed.
A Boeing 747-400 typically flies final approach at roughly 145–155 KIAS, but the exact target is calculated from VREF for the aircraft’s landing weight and flap setting—normally Flaps 30—plus a wind additive. Very light examples may use around 140 KIAS, while a heavy 747-400 can require about 155–160 KIAS.
Typical 747-400 VREF range
At routine airline landing weights, Flaps 30 VREF commonly falls between the high 130s and high 140s KIAS. Adding a basic five-knot margin produces an approach target in the approximate 145–155 KIAS range.
Near maximum landing weight, VREF can reach the low-to-mid 150s, with the selected approach speed approaching or exceeding 160 KIAS after wind correction. Flaps 25 produces a VREF several knots higher than Flaps 30 at the same weight.
Within Aviation & Real-World Flying, these figures are planning ranges rather than operating data. The aircraft’s FMC, approved performance tables or the simulated add-on’s documentation must take priority. Our explanation of how landing weight changes approach speed and flap selection covers the underlying relationship.
Is VREF the same as approach speed?
No. VREF is the reference landing speed calculated for a particular weight and landing flap configuration. The speed actually flown on final is normally VREF plus a wind correction, often described as VAPP or the approach target.
| Speed | What it means |
|---|---|
| VREF | Reference speed based primarily on landing weight and flap setting. |
| Approach target | VREF plus the applicable wind or procedural additive. |
| Groundspeed | Speed over the ground; it changes substantially with wind and is not used as the landing reference. |
Many Boeing and operator procedures derive the additive from part of the steady headwind component plus the gust increment above it, commonly constrained to a range such as +5 to +20 knots. Exact methods vary with operator procedure and autothrottle use. Do not apply the full crosswind value, and do not subtract a tailwind from VREF.
How do I set the correct speed in a 747-400 simulator?
- Enter the correct landing weight. Update fuel and payload rather than leaving the FMC at take-off weight or using maximum landing weight by default.
- Select the landing flap setting. Flaps 30 is the usual baseline; Flaps 25 requires its own higher VREF.
- Read the calculated VREF. Use the FMC APPROACH REF page, the aircraft’s EFB or the performance tables supplied with that specific 747-400 model.
- Add the wind correction. Set the resulting target on the mode control panel or speed reference. Do not assume the displayed VREF already includes wind.
- Verify the final configuration. Cross-check landing gear, flaps, speed and thrust before the stabilised-approach gate. For a coupled landing, the speed calculation remains separate from the required 747 autoland setup and mode checks.
If an add-on shows a blank or implausible reference speed, first check its gross-weight entry, selected flap setting and units. Performance data from a 747-8, 747-200 or another developer’s 747-400 should not be substituted without confirming that the model uses the same tables.
Should I use Flaps 25 or Flaps 30?
Flaps 30 is the normal reference choice because it gives a lower VREF and usually supports a lower touchdown speed. Flaps 25 is valid only when the operating procedure and runway-performance calculation support it; expect to fly several knots faster and require more runway.
If the flap choice changes during preparation, recalculate VREF. A common simulator mistake is selecting a Flaps 30 speed while the aircraft remains at Flaps 25, producing an approach that is too slow for its actual configuration.
Why is my 747-400 too fast on final?
The usual causes are a late descent, delayed flap extension, incorrect FMC weight or confusion between indicated airspeed and groundspeed. A strong headwind can make the groundspeed look unusually low even though 150 KIAS is correct.
- Use the actual predicted landing weight, not take-off weight.
- Complete most deceleration before intercepting the final glide path.
- Check that the FMC speed is VREF, not a clean or flap manoeuvring speed.
- Confirm that the indicated speed is in knots and that simulator acceleration is not affecting the autopilot or autothrottle.
- Correct a high-and-fast condition early; do not use spoilers on short final as a substitute for a stabilised approach. See our guidance on correct 747 speed-brake and spoiler use.
Practical rule: use 150 KIAS only as an initial planning estimate. Before final approach, replace it with the model-specific VREF plus the appropriate wind additive, and go around if the aircraft cannot meet the applicable stabilised-approach criteria.