Learn how to land a jet airliner in a flight simulator, from VREF and approach setup to flare, touchdown, reverse thrust and go-arounds.
To land a jet airliner in a flight simulator, establish a stabilised approach at the correct landing weight, configuration and VREF-based target speed. Follow the glide path, flare gently near the runway, bring thrust to idle, touch down on the main gear, then deploy spoilers and use reverse thrust and wheel braking as required.
For Aviation & Real-World Flying simulation, there is no universal landing speed, flap setting or flare height. Use the checklist and performance data for the aircraft being simulated; Airbus, Boeing and regional jets differ in their automation, thrust-lever logic and landing technique.
What should be set before final approach?
Before final approach, confirm the runway, weather, landing weight, flap setting, landing speed, braking plan and missed-approach procedure.
- Approach data: Enter or verify the runway, approach, minimums, radio frequencies and inbound course where applicable.
- Landing performance: Select the planned flap setting and obtain the aircraft's calculated
VREForVAPP. Consider wind, runway condition and available landing distance. - Aircraft configuration: Set autobrake as required, arm the speedbrakes, check anti-skid and complete the landing checklist.
- Automation: Confirm the active and armed modes on the flight mode annunciator. Do not assume selecting an approach in the flight management system has armed the autopilot to follow it.
- Simulator controls: Check that throttle, rudder, brake and speedbrake axes are not producing unwanted inputs. Duplicate assignments are a common cause of unexplained veering or spoilers retracting after touchdown.
Microsoft Flight Simulator pilots who need help before the descent can follow our explanation of programming the route and arrival in an airliner FMC.
How do you land a jet airliner step by step?
A successful airliner landing comes from controlling energy early rather than trying to correct excess height or speed over the runway.
- Plan the descent: Reduce speed early enough to extend flaps and gear within their limits. Speedbrakes can correct a modest energy error, but they should not become the normal way to rescue every approach.
- Join final: Intercept the runway centreline or localiser without aggressive turns. For an ILS, approach the glideslope from below unless the aircraft's procedure states otherwise.
- Configure for landing: Select landing gear down, the planned landing flap and the calculated target speed. Allow time for the aircraft to settle after each configuration change.
- Check the stabilised approach: Be on the correct lateral and vertical path, at the target speed, in landing configuration and using a sensible thrust setting. Many operators use gates around 1,000 feet in instrument conditions and 500 feet in visual conditions, but the simulated aircraft's procedure takes precedence.
- Track the final path: Make small pitch and thrust corrections. On a three-degree path, a useful initial descent-rate estimate is
groundspeed × 5; 140 knots groundspeed is about 700 feet per minute. Use the instruments and runway picture rather than chasing that number. - Cross the threshold: Arrive on speed, aligned with the runway and with the sink rate under control. Shift more of your attention towards the far end of the runway as the flare begins.
- Flare and reduce thrust: Near the type-specific flare height, raise the nose only a few degrees and bring thrust to idle according to the aircraft's procedure. Let the main gear meet the runway; do not hold the jet off like a light aeroplane.
- Complete the rollout: Verify spoiler deployment, lower the nosewheel gently, apply symmetrical reverse thrust and monitor the autobrake or manual braking. Maintain the centreline with rudder, reducing reverse as specified before leaving the runway.
For visual circuits and runway sight-picture work, our guide to building a stable visual approach covers the setup before the flare. If flying in Microsoft Flight Simulator, see the practical procedure for setting up and capturing an ILS.
What speed should a jet airliner land at?
Use the calculated VREF or VAPP for the aircraft's actual landing weight and flap setting, not a memorised speed from another flight.
VREF is a reference landing speed; the commanded approach speed may include a wind or system-generated additive. Boeing-style procedures commonly apply an additive under defined limits, while many Airbus simulations calculate a managed VAPP. Do not add an arbitrary five or ten knots if the aircraft has already included the correction.
The speed shown on the primary flight display is indicated airspeed. Groundspeed helps estimate descent rate, but it is not the speed to hold on final. Excess approach speed causes floating and may carry the aircraft beyond the touchdown zone; too little speed demands more pitch and thrust while reducing the margin above stall protection.
When should you flare a jet airliner?
Many narrow-body jets begin a gentle flare around 20–30 feet radio altitude, but the correct cue depends on aircraft type, landing weight, sink rate and cockpit height.
A good flare is a small pitch change that reduces the descent rate without making the aircraft climb. Retarding thrust too early can produce a hard touchdown because jet engines respond slowly; leaving it on too long creates a float. In many Airbus simulations, the RETARD callout is the cue to move the thrust levers to idle, while other aircraft use different timing.
After main-gear contact, hold the landing attitude briefly and lower the nosewheel under control. Do not push forward sharply to force it down. For more focused practice, see our troubleshooting advice for flare timing, floating and hard touchdowns.
Should I use autopilot or autoland?
Use automation to establish a stable approach, but use autoland only when the simulated aircraft, runway approach and configured systems all support it.
An autopilot flying the localiser and glideslope is not necessarily configured for autoland. A valid autoland may require multiple autopilot channels, correct radio tuning, suitable approach data and the required landing-capability annunciation. Exact indications differ by aircraft and add-on.
For a manual landing, disconnect the autopilot at a height that leaves enough time to settle into hand flying. Autothrottle may remain engaged until the flare in some types; in others, the procedure calls for disconnecting it. Watch the flight mode annunciator rather than guessing what the automation is doing.
Why does the aircraft float, bounce or refuse to slow?
Floating, bouncing and poor deceleration usually come from excess energy, incorrect flare inputs or systems that were not properly armed before touchdown.
| Problem | Likely cause | Best response |
|---|---|---|
| Long float | Excess speed, tailwind, too much flare or thrust not at idle | Do not force the aircraft down. Go around if a safe touchdown within the touchdown zone is no longer assured. |
| Hard touchdown | Late flare, thrust reduced too early or excessive sink rate | Stabilise the approach earlier and use a small, timely flare rather than a large pitch change. |
| Bounce | High sink rate, forcing the nose down or an excessive flare correction | Maintain control after a minor bounce; make a go-around after a significant or repeated bounce according to the aircraft procedure. |
| No spoiler deployment | Speedbrakes not armed, thrust not fully idle or a conflicting control-axis input | Verify the lever position and cockpit indication, then check simulator control assignments after the flight. |
| Weak braking | Spoilers not deployed, autobrake not selected, brakes not calibrated or touchdown too fast | Confirm spoiler deployment first because wheel braking is less effective while the wings still carry lift. |
| Autopilot misses the approach | Wrong frequency or course, incorrect navigation source, late mode selection, interception from above or mismatched navigation data | Disconnect and go around if necessary; correct the setup before trying the approach again. |
When should you go around?
Go around whenever the aircraft is not stable by the applicable gate, loses the runway path, exceeds a safe sink rate or speed, receives a windshear warning, or cannot touch down safely in the touchdown zone.
Select take-off/go-around thrust, follow the commanded pitch or flight director, retract the landing gear after a positive climb and retract flaps on the aircraft's published schedule. Do not retract all flap at once. A significant bounce is also a valid reason to go around, but most airliner procedures treat reverse-thrust selection as a commitment to stop.