Learn how to land a Boeing 787 in a flight simulator: FMC setup, VREF, flaps, ILS capture, flare, autoland, rollout and common fixes.
To land a Boeing 787 in a flight simulator, load the FMC landing data, select flaps 25 or 30, fly VREF plus the wind additive, stabilise on the centreline and glidepath, flare at about 30 feet, close the thrust levers, touch down on the main gear, then use spoilers, reverse thrust and brakes.
Across general-purpose flight simulators such as MSFS, X-Plane, FSX and Prepar3D, the sequence is similar, but system depth varies considerably. Use the speeds and modes generated by your particular 787 rather than copying numbers from another model or variant. If this is your first heavy Boeing, our stabilised widebody approach and rollout fundamentals explain the underlying technique.
What flap setting and VREF should you use?
Use the FMC-calculated VREF for the aircraft's landing weight, then apply only the wind correction required by that model or its operating procedure.
| Landing flap | When to choose it | Main effect |
|---|---|---|
| Flaps 30 | The usual starting choice when runway performance permits | Lower VREF and more drag |
| Flaps 25 | When the performance calculation or procedure calls for it | Higher VREF, less flap drag and generally more runway required |
Find VREF on the FMC APPROACH REF page or the equivalent landing-performance page in the aircraft's EFB. The 787-8, 787-9 and 787-10 can produce different figures at different weights, so there is no single correct landing speed.
Your commanded approach speed is normally VREF plus an appropriate wind additive. Some simulated 787s calculate that target automatically; others display only VREF. Do not add another five knots if the displayed target already contains a correction. Excess speed is the most common reason a 787 floats beyond the touchdown zone.
How do you land the Boeing 787 step by step?
Set up the aeroplane before final approach, verify every active flight mode, and make only small pitch and thrust changes once stabilised.
- Prepare the arrival. Select the runway and approach in the FMC, inspect the LEGS page for discontinuities, and check the missed-approach routing. Set the published minimums and confirm that the runway, weather and landing distance are suitable.
- Enter the landing data. Select flaps 25 or 30, confirm VREF, and set the corrected approach speed. Recalculate if the runway, weather or landing weight changes significantly.
- Set up the approach guidance. For an ILS, verify the frequency and inbound course where the simulated aircraft does not tune them automatically. Intercept the localiser at a modest angle and approach the glideslope from below. Arm
APP, then confirm on the flight mode annunciator that the localiser and glideslope have actually captured; an illuminated button alone proves nothing. Our full localiser and glideslope capture sequence covers this part in detail. For an RNAV approach, use the LNAV, VNAV or integrated approach modes provided by that particular model rather than assumingAPPbehaves like an ILS. - Configure without exceeding flap limits. Extend each flap setting below its indicated limit speed. Lower the landing gear early enough to avoid rushing, select the final landing flap, arm the speedbrake and choose an autobrake setting appropriate to the runway. Complete the landing checklist.
- Stabilise by 1,000 feet AGL. We recommend using 1,000 feet as a simple simulator gate: landing configuration complete, checklist complete, correct flight path, thrust settled and speed close to target. On a three-degree glidepath, the approximate descent rate is groundspeed multiplied by five, so 140 knots groundspeed requires roughly 700 feet per minute.
- Choose manual landing or autoland. If landing manually, disconnect the autopilot at an altitude that gives you time to settle into the sight picture. Do not disconnect the autopilot and autothrottle together near minimums unless you have already practised the change. Leave the autothrottle engaged or disconnect it according to the model's procedure, but verify that thrust reaches idle during the flare.
- Flare at about 30 feet. Shift your view towards the far end of the runway and smoothly increase pitch by roughly two to three degrees. Retard the thrust levers at approximately 20–30 feet if the aircraft has not done so automatically. Do not level off or keep pulling to chase an exceptionally soft touchdown; the longer 787-10 is particularly unforgiving of an exaggerated flare.
- Touch down on the main gear. Keep the aeroplane aligned and allow the main wheels to meet the runway in the touchdown zone. Hold the landing attitude briefly, then lower the nosewheel smoothly. Confirm that the speedbrakes deploy rather than assuming they have.
- Control the rollout. Select symmetrical reverse thrust, monitor autobraking and remain on the centreline with rudder. Reducing reverse towards idle near 60 knots is common, but follow the simulated aircraft's procedure. As rudder effectiveness decreases, transition gradually to nosewheel steering; abrupt tiller input at high speed can cause a runway excursion.
Can the Boeing 787 autoland in a simulator?
Yes, but only when the simulated 787 models autoland correctly and the runway has a suitable, accurately aligned ILS.
Capture the localiser and glideslope, engage the additional autopilot channels required by the add-on, and check the flight mode annunciator for a valid landing status such as LAND 3 or LAND 2. Later, verify FLARE and ROLLOUT. Merely pressing APP does not guarantee an automatic landing.
Airport scenery or navigation-data mismatches can place the ILS beam beside the visual centreline. A simplified 787 may also capture the approach but fail to model the flare or rollout properly. Disconnect and land manually, or go around, if the aircraft drifts, the modes do not progress correctly or no valid autoland status appears. Never apply a manual flare while the autopilot is still flying an autoland.
Why does the 787 float, bounce or land hard?
A 787 usually floats or bounces because it crosses the threshold too fast, reaches idle thrust too late, or receives an excessive flare input.
| Problem | Likely cause | Correction |
|---|---|---|
| Long float | Duplicated wind additive, late idle thrust or too much flare | Use the calculated target speed, retard smoothly and limit the initial flare |
| Hard touchdown | Unstable descent, early thrust reduction or a late flare | Stabilise the sink rate and start a small flare near 30 feet |
| Bounce | Excess speed, over-rotation or pushing the nose down after floating | Maintain a normal landing attitude after a small bounce; go around after a substantial bounce |
| Runway drift | Late crosswind correction, aggressive steering or conflicting control axes | Use rudder at speed, introduce nosewheel steering gradually and check axis assignments |
| No spoilers or reverse | Speedbrake not armed, thrust levers above idle or a control binding | Check the lever position, throttle calibration and reverse-thrust assignment |
A firm touchdown in the touchdown zone is safer than a smooth one halfway down the runway. For focused practice, use our speed, sight-picture and flare drills for smoother touchdowns.
How should you land a 787 in a crosswind?
Fly a crab on final, then use rudder near touchdown to align the fuselage while applying enough into-wind aileron to stop the aeroplane drifting sideways.
Do not de-crab too early, as the aircraft will begin moving downwind. Keep the bank modest during touchdown, maintain into-wind aileron during the rollout and follow the crosswind limit published for the specific model; an autoland limit may differ from the manual-landing limit. Our detailed crab, de-crab and crosswind rollout technique explains the control sequence.
When should you go around?
Go around if the 787 is not stable by your chosen gate, an expected approach mode fails, the runway is not clear, the touchdown zone cannot be reached or the aircraft makes a significant bounce.
Press the TO/GA control, follow the flight-director command, establish positive climb, retract the gear and reduce flap in the proper sequence while following the missed approach. Do not retract all flap at once, and do not try to salvage a landing after reverse thrust has been selected.