Learn when to extend and retract flaps for take-off and landing, including speed limits, staged schedules, stabilisation gates and key exceptions.
Extend flaps only at or below the limit for each setting and follow the aircraft checklist. Set take-off flap before the take-off roll; retract it after a safe climb, obstacle clearance and acceleration. For landing, extend progressively while slowing, reach landing configuration by the stabilisation gate, and normally retract after vacating the runway.
What determines when flaps should move?
The approved procedure, flap-speed limits and required performance determine flap timing in Aviation & Real-World Flying; there is no universal altitude or airspeed that suits every aircraft.
Check the POH, AFM, checklist or operator procedure for the permitted settings and speeds. VFE can differ between flap positions, so being below one published limit does not necessarily permit every setting. Our explanation of how flap changes affect lift, drag and stall speed covers the aerodynamics behind these restrictions.
| Flight phase | Normal flap action | Main checks |
|---|---|---|
| Before take-off | Select the calculated take-off setting | Checklist, performance calculation and position indication agree |
| Initial climb | Retract according to the acceleration schedule | Positive climb, obstacles cleared and minimum retraction speed reached |
| Approach | Extend progressively as speed reduces | Below the limit for each setting and still able to stabilise the approach |
| After touchdown | Usually leave flaps in the landing position until clear | Maintain directional control and follow the after-landing checklist |
When should take-off flaps be retracted?
Take-off flaps should be retracted only after the aircraft is climbing safely and has reached the altitude and speed required by its published acceleration schedule.
- Set the take-off configuration: Select the flap setting used for the performance calculation before beginning the take-off roll. Confirm the indicator, not just the lever position.
- Establish the climb: Hold the prescribed climb speed and retain the selected flap while clearing any relevant obstacles.
- Begin accelerating: At the aircraft's acceleration altitude or other published retraction point, lower the pitch as required and allow speed to increase.
- Retract on schedule: Move through the specified settings as each minimum retraction speed is reached. Anticipate the associated pitch and lift changes.
- Confirm clean configuration: Check that the surfaces indicate fully retracted and continue with the after-take-off checklist.
A positive rate of climb alone is not always enough. Retracting too early can reduce lift, produce a sink and weaken obstacle clearance. Transport jets therefore use scheduled retraction speeds, while a light aircraft may use a simpler height-and-airspeed procedure. See our focused guidance on choosing the correct after-take-off retraction point.
An engine failure, noise-abatement procedure or obstacle-limited departure can alter the normal schedule. Follow the abnormal checklist rather than automatically cleaning up at the usual point.
When should landing flaps be extended?
Landing flaps should be extended in stages as the aircraft slows, with the final planned setting selected early enough to produce a stable approach.
In a light-aircraft circuit, the first stage is often selected on downwind or when beginning the descent, followed by further flap on base and final. That is a typical pattern, not a fixed rule; the aircraft's speed, traffic spacing, wind and checklist govern the actual timing. Our Cessna 172 circuit and landing sequence provides a practical light-aircraft example.
Airliners normally extend flaps according to a speed and configuration schedule during the arrival. The crew aims to have the landing gear down, landing flap selected, checklist complete and approach stable by the operator's gate. A commonly encountered target is 1,000 ft above aerodrome level in instrument conditions and 500 ft in visual conditions, but many operators use different or stricter criteria.
Do not use flap merely to rescue an approach that is already too high or fast. If the aircraft cannot be configured within flap limits and stabilised by the required gate, the correct response is a go-around.
Do you always use full flaps for landing?
Full flap is not mandatory on every landing; choose only a setting approved for the runway, wind, aircraft condition and performance calculation.
More flap normally permits a lower approach speed and steeper descent, but adds drag and can create greater handling or go-around demands. A reduced setting may be approved for strong or gusty winds, training, noise procedures or an abnormal condition, although it usually increases approach speed and landing distance. Never improvise a setting because it feels easier in the simulator.
What happens to the flaps during a go-around?
During a go-around, select the published go-around flap setting first and retract the remaining stages only after establishing the climb and reaching the required speeds.
Moving directly from landing flap to fully retracted can remove too much lift while the aircraft is slow and close to the ground. Airliners combine thrust, pitch, flap and gear changes in a strict order; the Airbus A320 go-around sequence shows how staged retraction works in practice.
Should flaps be retracted immediately after touchdown?
Flaps should normally remain in the landing position during the rollout and be retracted after leaving the runway, when the after-landing checklist directs.
Changing configuration during a high-speed rollout adds distraction and creates a risk of selecting the wrong control. Some aircraft handbooks prescribe flap retraction during a specific short-field technique to transfer weight to the wheels and improve braking, but that exception should be used only when explicitly approved and properly trained.
Common flap mistakes to avoid
- Exceeding a flap limit: Slow below the limit for the intended setting before moving the lever.
- Retracting by altitude alone: Confirm climb performance and the required retraction speed as well.
- Dumping all flap at once: Use the published stages to avoid an abrupt loss of lift or excessive sink.
- Using the wrong calculated setting: Ensure the physical configuration matches the take-off or landing performance entered.
- Watching only the lever: Check the flap-position indication and stop the procedure if the surfaces disagree or move asymmetrically.
- Ignoring simulator bindings: Duplicate button assignments or a noisy flap axis can command unwanted movement; verify the cockpit indication after every input.