Learn how pilots land a plane, from approach speed and flare to touchdown, braking, go-around criteria and common landing mistakes.
To land a plane, a trained pilot aligns with the runway, establishes the specified approach speed and descent, configures the aircraft, checks that the approach is stable, then rounds out and flares just above the surface. After the main wheels touch down, the pilot holds direction and decelerates safely.
For real-world aviation, that sequence is only an overview. Landing requires practical instruction and the aircraft's approved flight manual, checklist and operating limitations. Speeds, flap settings, flare technique and braking procedures vary substantially between aircraft.
The landing sequence step by step
- Plan the landing. The pilot checks weather, wind, runway length and condition, aircraft mass, landing distance and any operational restrictions. The preferred runway usually provides a headwind, although air traffic control, terrain, noise procedures and runway availability also affect the choice.
- Join or establish the approach. A visual landing may begin from an airport circuit or traffic pattern; an instrument landing follows a published approach. The pilot completes the relevant checks and intercepts a suitable descent path towards the runway.
- Configure the aircraft. Landing gear and flaps are selected at the stages specified by the checklist. Configuration changes alter lift, drag, pitch and the power required, so they should be completed early enough for the aeroplane to settle before final approach.
- Stabilise the final approach. The aircraft should be on the correct path, aligned with the runway, at the target indicated airspeed, in landing configuration and using a manageable descent rate. Formal stabilisation gates differ by operator and aircraft; if the criteria are not met by the required height, the correct response is a go-around.
- Control the descent. The pilot uses coordinated pitch and power changes to maintain speed and flight path. The selected aiming point should remain almost stationary in the windscreen. Its movement upwards suggests undershooting; movement downwards suggests overshooting.
- Correct for wind. In a crosswind, the aircraft may be crabbed into wind before transitioning to the type-approved touchdown technique. Headwinds, tailwinds and gusts also change groundspeed and stopping distance, as explained in our guide to how wind affects take-off and landing performance.
- Round out and flare. Close to the surface, the pilot progressively reduces the descent rate and establishes the proper touchdown attitude. This is not a sudden pull-up. Power reduction and flare timing depend on the aircraft: a light piston aeroplane and a swept-wing jet cannot be handled identically.
- Touch down and decelerate. A tricycle-gear aircraft normally touches down on its main wheels before the nose wheel is lowered under control. The pilot maintains directional control and uses aerodynamic braking, wheel brakes, spoilers or reverse thrust as applicable.
How fast should a plane be going when it lands?
A plane must approach at the speed specified for its type, landing mass, configuration and conditions; there is no universal landing speed. Light-aircraft pilots use the published approach speed in the pilot's operating handbook, while transport crews calculate a reference speed such as VREF and apply only the wind correction required by their procedures.
The target is based on indicated airspeed, not groundspeed. A headwind lowers groundspeed for the same indicated speed, while a tailwind raises it and consumes more runway. Adding arbitrary extra speed is a common mistake: excess energy causes floating and can move touchdown beyond the safe landing zone.
How does a pilot know when to flare?
Flare timing comes from aircraft-specific training, the sight picture and the apparent movement of the runway rather than one height that works for every plane. In a light aeroplane, the pilot normally shifts attention farther along the runway during the round-out, which makes height and sink easier to judge through peripheral vision.
Starting too early can produce a balloon or leave the aircraft without enough energy above the runway. Starting too late produces a firm touchdown. Large aircraft use different sight pictures, pitch attitudes and call-outs; copying a light-aircraft flare in a jet can cause a long float or tail strike.
Common landing mistakes and their fixes
| Problem | What happens | Correct response |
|---|---|---|
| Excess approach speed | The aircraft floats and uses excessive runway. | Correct the speed before short final. Go around if touchdown in the planned zone is no longer assured; never force the nose down. |
| Low speed or high sink rate | Control margin decreases and the touchdown may be hard. | Correct the energy state promptly with coordinated pitch and power. Go around if the approach cannot be stabilised. |
| Over-flaring | The plane balloons, then may drop as speed decays. | A small balloon may be controlled using the aircraft's approved technique; a pronounced balloon calls for a go-around. |
| Bounce or porpoise | Repeated nose- and main-wheel contacts can damage the aircraft. | Go around after a significant bounce or any porpoising. Do not push the nose towards the runway. |
| Crosswind drift | The aircraft touches down sideways or away from the centreline. | Maintain the correct wind correction through touchdown and rollout, or go around if alignment cannot be held. |
When should a pilot abandon the landing?
A pilot should go around whenever the approach is unstable, the runway is obstructed, visual references are lost, windshear is encountered, alignment cannot be maintained or a safe touchdown in the intended zone is doubtful. Excessive floating, a severe bounce and an unsafe crosswind are equally valid reasons.
A go-around is a normal manoeuvre, not a failed landing. Power, attitude and configuration must be changed in the sequence prescribed for the aircraft; retracting all flap or gear too early can produce dangerous sink. Our detailed explanation covers the specific warning signs that mean a landing should be rejected.
Can a flight simulator teach landing technique?
A simulator can teach the sequence, instrument scan, speed control, runway alignment and decision-making, but it cannot replace real flight instruction. Control feel, peripheral vision, depth perception and physical acceleration are represented imperfectly, especially without suitable hardware.
For simulator practice, begin with our step-by-step simulated landing procedure. Once the basic circuit is consistent, use the focused advice on fixing floating, bouncing and hard simulator landings.