Boeing 757 stall speed is roughly 105–115 KIAS in landing configuration. Learn how weight, flaps, bank angle and simulator modelling change it.
The Boeing 757 has no single stall speed. In landing configuration at a representative landing weight, roughly 105–115 KIAS (121–132 mph; 194–213 km/h) is a useful ballpark, with about 108 KIAS often quoted. With flaps retracted, especially at high weight, the stall can be roughly 150–175 KIAS.
These figures are for orientation, not operational speed selection. KIAS means knots indicated airspeed; unlike groundspeed, it is the cockpit reading relevant to the wing’s aerodynamic state. In general flight simulators, use the model’s weight-specific data and cockpit speed indications whenever available.
Is 108 knots the Boeing 757’s official stall speed?
About 108 KIAS is a credible reference for a 757 in landing configuration, but it is not a fixed speed that applies to every 757, weight or flap setting. It equals approximately 124 mph or 200 km/h, which explains the commonly quoted specification.
| Representative condition | Useful ballpark | What the figure means |
|---|---|---|
| Landing configuration | 105–115 KIAS | Approximate stall region at representative landing weights |
| Clean configuration | 145–175 KIAS | Broad range depending heavily on gross weight |
| Normal final approach | Above stall speed | VREF plus any required wind correction, not the stall itself |
An aerodynamic stall occurs when the wing exceeds its critical angle of attack. The corresponding speed changes with conditions, which is why VS, VS0 and VS1 describe specific configurations rather than one universal number.
What changes the 757 stall speed?
Gross weight, flap configuration and load factor have the greatest effect on the indicated stall speed.
- Weight: A heavier 757 must generate more lift, so it reaches the critical angle of attack at a higher speed. Stall speed changes approximately with the square root of the weight ratio.
- Flaps and slats: Extending high-lift devices increases the wing’s maximum lift and lowers the stall speed. Our explanation of how flap extension changes lift and stall margin covers why the landing figure is much lower than the clean figure.
- Bank angle: A level turn increases load factor. Compared with wings-level flight, stall speed rises by about 7% at 30 degrees of bank, 19% at 45 degrees and 41% at 60 degrees.
- Variant and centre of gravity: The 757-200 and longer 757-300 do not share one speed for every operating condition. Loading and centre of gravity can also alter handling and warning behaviour.
- Altitude and wind: For the same weight and configuration, stall KIAS changes relatively little with altitude, but true airspeed rises as the air becomes less dense. Wind changes groundspeed, not the indicated aerodynamic stall speed.
- Ice or damage: Wing contamination can reduce maximum lift and raise the stall speed while degrading warning margins.
Why is the 757 approach speed higher than its stall speed?
A 757’s approach speed is deliberately higher than its stall speed to provide control authority and a safety margin for manoeuvring, turbulence and wind variation. VREF is selected for the aircraft’s calculated landing weight and flap setting; the flown target may include an additional wind correction.
Never use 108 KIAS as a final-approach target simply because it is a quoted stall figure. For practical ranges and FMC selection, see our guidance on setting a realistic 757 approach speed.
Why does my simulated 757 stall at a different speed?
A simulated 757 may stall at a different indicated speed because its weight, configuration, weather or flight model does not match the condition behind the quoted figure. Detailed add-ons may calculate low-speed cues dynamically, while simpler models may use broader approximations.
A mistake we see constantly is comparing a GPS groundspeed with a published KIAS value. Other common causes include testing at maximum take-off weight, failing to confirm that the flaps and slats actually extended, carrying ice, or treating the first stick-shaker activation as the exact aerodynamic stall. The shaker and low-speed band normally provide warning before the full stall or departure.
- Establish safe conditions: Use ample altitude, clear weather, no icing and normal simulation speed.
- Record the configuration: Note gross weight, flap position, gear position and whether the aircraft is clean or configured to land.
- Disconnect automation: For a controlled simulator check, disengage autopilot and autothrottle, trim the aircraft and reduce speed gradually while maintaining altitude.
- Separate the cues: Note the low-speed band, stick shaker, buffet and the eventual aerodynamic break as separate events.
- Compare like with like: Repeat only after matching weight and configuration; otherwise the result is not a meaningful comparison.
Flight-model tuning, instrumentation and atmospheric settings can all contribute. We cover the main causes of simulator-versus-real speed differences separately. For normal flying, follow the add-on’s FMC speeds and documentation rather than a stall speed measured during an improvised test.