Learn how to land a Boeing 747 in a flight simulator with the right VREF, flap setting, flare timing, touchdown, braking and common fixes.
To land a Boeing 747 in a flight simulator, fly a stabilised approach at VREF plus wind correction, configure gear and landing flaps early, cross the threshold on glidepath, flare gently near 30 feet, close the thrust smoothly, touch down on the main gear, then use spoilers, reverse thrust and brakes.
The basic technique applies across Microsoft Flight Simulator, X-Plane, Prepar3D and FSX. However, cockpit systems, autothrottle logic and call-outs vary between 747 variants and add-ons, so use the checklist and reference speeds supplied with your aircraft rather than copying one fixed set of figures.
What speed should a Boeing 747 land at?
A Boeing 747 should approach at the FMC-calculated VREF plus the appropriate wind additive. Landing weight, flap setting and variant all affect VREF, so there is no single correct 747 landing speed.
Select the runway and landing flap on the FMC approach-reference page, then set the resulting target speed on the mode-control panel. If the simulated FMC does not calculate VREF, use the performance table supplied with that particular aircraft. Do not borrow a speed from another 747 variant or use take-off weight instead of predicted landing weight.
| Landing flap | When to choose it | Practical effect |
|---|---|---|
| Flaps 30 | The normal choice when runway length and conditions favour the lower approach speed | Lower VREF and more drag, but greater flap noise and slightly different go-around performance |
| Flaps 25 | When the runway margin is comfortable or the aircraft procedure calls for it | Higher VREF and less drag; the aeroplane may float farther if speed control is poor |
Apply the wind correction specified by the aircraft documentation. Adding an arbitrary ten knots often creates a long float, particularly in simulator weather that is already smoothing or exaggerating gusts.
How do you make a manual 747 landing?
- Prepare the runway data. Confirm runway length, surface, wind, elevation, approach type and missed-approach procedure. For an instrument approach, verify the frequency, inbound course, intercept altitude and minima; our explanation of finding the correct ILS data and chart information covers what to check.
- Set the landing configuration. Select the planned flap setting and VREF, arm the speedbrake, choose a landing autobrake setting rather than RTO, and complete the landing checklist. Extend each flap stage below its placard speed.
- Intercept a sensible final approach. Join the localiser from a shallow angle and capture the glideslope from below, or establish a visual final that allows enough time to settle. Avoid trying to configure, descend and intercept the centreline simultaneously.
- Lower the gear and select landing flap early. By the final approach gate, the aircraft should be fully configured, on the desired path, close to target speed and requiring only small corrections. A useful simulation standard is to be stabilised by 1,000 feet above the runway in instrument conditions or 500 feet in good visual conditions.
- Take manual control deliberately. Disconnect the autopilot with enough height to trim the aircraft and assess its handling. The autothrottle may remain engaged or be disconnected according to the simulated 747's procedure, but do not fight it with conflicting lever inputs.
- Hold the approach picture. Use small pitch changes for speed and coordinated thrust changes for path, allowing time for the heavy aircraft to respond. Keep looking towards the far end of the runway rather than chasing the centreline directly beneath the nose; we cover the visual and control technique in our guide to correcting centreline drift during landing.
- Flare near 30 feet radio altitude. Smoothly increase pitch by roughly two or three degrees while reducing the thrust levers towards idle. This is a change in pitch, not a command to raise the nose to an arbitrary attitude.
- Complete the rollout. After main-gear touchdown, verify that the spoilers deploy, lower the nosewheel without dropping it, select symmetrical reverse thrust and let the autobrakes work. Reduce reverse as speed falls and use rudder before relying heavily on nosewheel steering.
When should you flare a Boeing 747?
Begin the 747 flare at roughly 30 feet radio altitude, adjusted for sink rate and runway geometry. Hold the approach attitude until then; an early flare causes the aircraft to float, while closing the thrust too early can produce a rapid sink just above the runway.
The cockpit is high above and well ahead of the main landing gear. This makes the runway appear closer than it does in a smaller aircraft, while the main wheels touch farther behind the pilot's eye position. Keep looking along the runway, make one smooth pitch increase and do not hold the 747 off like a light aeroplane.
In a crosswind, remain crabbed until the flare, then use rudder to align the fuselage while adding only enough into-wind aileron to stop drift. Large bank angles close to the ground reduce engine-pod and wingtip clearance.
Why does the 747 float, land hard or veer off the runway?
| Problem | Likely cause | Correction |
|---|---|---|
| Long float | Excess speed, early flare or thrust left above idle | Use the calculated target speed, hold the glidepath and retard thrust progressively during the flare |
| Hard touchdown | Late flare, unstable sink rate or thrust closed too early | Stabilise before short final and use a small, smooth flare rather than a sudden pull |
| Tail strike | Over-rotating or trying to prevent every firm touchdown | Limit the flare to a modest pitch change; accept a positive main-gear touchdown |
| Centreline drift | Looking too close to the nose or using aileron without matching rudder | Look farther down the runway and coordinate de-crab and drift correction |
| No spoiler deployment | Speedbrake not armed, thrust not at idle or incorrect add-on logic | Check the lever and annunciation before landing, then deploy manually after touchdown if required |
| Veering under reverse | Asymmetric reversers, excessive reverse or poorly calibrated rudder controls | Reduce reverse, maintain directional control and check controller calibration |
A firm touchdown in the intended touchdown zone is safer than a smooth one halfway down the runway. For more work on speed, sight picture and flare errors, see our practical techniques for smoother simulator landings.
When should you go around?
Go around if the 747 is not stabilised, is badly misaligned, develops an excessive sink rate, bounces significantly or floats beyond the usable touchdown zone. Trying to rescue a poor approach at runway height usually creates a harder second problem.
- Apply go-around thrust and follow the flight-director commands.
- Control pitch first, confirm a positive climb, then retract the gear.
- Retract flaps in the prescribed stages rather than selecting them fully up.
- Do not attempt a go-around after selecting reverse thrust unless the aircraft's specific procedure explicitly permits it; once reverse is deployed, the normal action is to stop.
Should you use autoland instead?
Use autoland when you want to practise the complete automatic landing system, not simply because the manual approach is difficult. Pressing APP and following an ILS does not by itself guarantee autoland: the runway, receiver setup, autopilot channels and flight-mode annunciations must all support it.
Our dedicated Boeing 747 autoland procedure and annunciation guide explains the separate setup. For learning manual landings, use the autopilot to establish a stable final, disconnect with time to settle, and hand-fly the last part without changing configuration at the threshold.