Boeing 757 approach speed is usually 130–145 KIAS. See how landing weight, flap setting and wind determine the correct VREF and VAPP.
For a Boeing 757 in a general flight simulator, a normal final approach is typically flown at about 130–145 KIAS, but there is no single fixed speed. Use the FMC or aircraft documentation’s VREF for the actual landing weight and flap setting, then add the approved wind correction to obtain VAPP.
Why is there no single Boeing 757 approach speed?
Landing weight and flap selection determine the correct reference speed. A lightly loaded 757-200 may calculate a VREF in the high 120s or low 130s, while a heavier 757 or a flap-25 landing can require a speed in the 140s.
Flaps 25 and 30 are the usual normal landing choices. Flaps 30 generally produce a lower VREF and more drag; flaps 25 require several knots more and should be used only when the aircraft’s procedure and runway performance permit it.
| Speed | Meaning | How it is used |
|---|---|---|
| VREF | Landing reference speed for the selected flap setting and weight | The baseline speed shown by the FMC or performance data |
| VAPP | VREF plus the required wind additive | The target or command speed flown on final approach |
| Groundspeed | Speed over the ground | Useful for judging wind and descent rate, but not the landing-speed target |
How do I find the correct 757 VAPP in a simulator?
Read VREF from the loaded aircraft’s performance system and add only the wind correction required by its checklist. Detailed 757 add-ons normally calculate this through an approach-reference page; simpler aircraft may require a table or electronic flight bag.
- Confirm landing weight: use the expected arrival weight, including passengers, cargo and remaining fuel. Check that the FMC and the simulator’s load manager agree.
- Select the planned landing flap: normally flap 25 or 30. Do not calculate with one setting and land with the other.
- Read the calculated VREF: select or record the value associated with the chosen flap setting.
- Apply the wind correction: a common Boeing-style procedure with autothrottle engaged is VREF plus 5 knots. With autothrottle unavailable, many procedures use half the steady headwind component plus the full gust increment, normally limited to an additive between 5 and 20 knots. Follow the simulated aircraft’s own checklist where it differs.
- Set and verify VAPP: place the target on the airspeed display or MCP as required, then confirm that the active autothrottle or pitch mode is actually commanding it.
For example, if the FMC shows VREF 136 and the applicable correction is 5 knots, fly approximately 141 KIAS. For the wider descent, flare and touchdown sequence, see our explanation of VREF, VAPP and stabilised jet landings.
Should I fly VREF or VAPP on final?
Fly VAPP on final and treat VREF as the calculation baseline. Hold the commanded speed through the final approach rather than deliberately slowing to VREF early; speed will decay during the flare as thrust is reduced.
Do not substitute groundspeed, true airspeed or a generic 135-knot target for indicated airspeed. A headwind lowers groundspeed without changing the required KIAS, while a tailwind raises groundspeed and consumes more runway. During a visual landing, our visual-approach speed and glidepath guidance explains how to keep that target stable while judging the runway.
Why does my 757 approach speed look wrong?
A suspect approach speed usually comes from incorrect weight, the wrong flap selection or confusion between VREF and VAPP. Check these common simulator problems before assuming the aircraft model is faulty:
- Wrong speed type: confirm that you are reading KIAS, not groundspeed or true airspeed.
- Weight mismatch: the FMC may still contain an old fuel or payload figure after the aircraft was reloaded.
- Flap mismatch: flap-25 VREF is higher than flap-30 VREF. Flap-limit placards are maximum extension speeds, not approach targets.
- Wind added twice: some tools display VAPP rather than VREF. Check the label before adding another five knots.
- Autothrottle mode error: an armed system is not necessarily controlling speed. Verify the active flight-mode annunciation and selected-speed window.
- Non-normal configuration: icing, flap faults or other simulated failures may require a different speed and landing-distance calculation.
Treat 130–145 KIAS as a useful reasonableness check, not a value to enter blindly. The correct Boeing 757 approach speed is the calculated VREF for that landing, adjusted according to the aircraft’s wind-correction procedure.