Manage aircraft speed during approach and landing using correct IAS targets, staged configuration, wind corrections and clear go-around criteria.
To manage aircraft speed during approach and landing, fly the published indicated-airspeed targets, configure in stages, and coordinate pitch and power while trimming after each change. In real-world aviation and realistic flight simulation, the goal is a stabilised approach by the required gate; if speed, path or configuration remains outside limits, go around.
The mistake we see most often is treating one number as “the landing speed”. Aircraft normally have separate speeds for configuration changes, final approach, crossing the threshold and touchdown. Weight, wind, flap setting and abnormal conditions can change those figures.
Which approach and landing speed should I use?
Use the speed published for the aircraft’s actual weight, configuration and conditions in its approved operating information.
For a light aircraft, that may be a recommended final-approach speed from the pilot’s operating handbook. Transport aircraft commonly use VREF as a landing reference and VAPP as the commanded approach speed after any approved wind or system additive. Terminology and calculation methods vary, so never borrow a figure from another model or variant.
Our guide to understanding V-speeds such as VREF explains the difference between targets, minimums and structural limits. Flap and landing-gear extension limits are not approach targets: they are maximum speeds that must not be exceeded.
Fly the displayed or published indicated airspeed, not groundspeed. A headwind can produce a surprisingly low groundspeed while the wing still sees the correct IAS; a tailwind does the opposite. See our explanation of how IAS, Mach and groundspeed serve different purposes if those readings appear contradictory.
How do you control speed on approach?
Control approach speed by planning the energy state early, adding drag on schedule and making small, coordinated pitch-and-power corrections.
- Calculate the landing data. Before the approach, identify the final flap setting, target IAS, any approved wind additive, landing distance and maximum flap and gear speeds. Set the relevant speed bugs if the aircraft provides them.
- Remove excess energy early. Reduce power and decelerate before reaching the point where the aircraft must be configured. Descending steeply while carrying excess speed makes both problems harder to correct.
- Configure in stages. Extend flap and gear only below their published limits. Anticipate the drag, lift and pitching change from each selection rather than waiting for the speed to wander afterwards.
- Capture the path and target speed. Pitch and power are coupled controls. In many light aircraft, using pitch mainly for speed and power mainly for descent path is a useful starting technique; transport aircraft require their type-specific procedure and autoflight logic.
- Correct trends, not just numbers. If the aircraft is on path but slowing, add power before it reaches the lower tolerance. If it is fast, reduce power while preserving the path. High and on-speed usually calls for an approved increase in descent or drag; low and on-speed calls for power and a reduced descent rate.
- Trim after every stable change. An out-of-trim aircraft encourages repeated overcorrections. Trim only after establishing the desired attitude, power and speed.
- Reassess at the stabilisation gate. Speed, descent path, landing configuration, power and checklist status must all satisfy the applicable criteria. Being on-speed alone does not make an approach stable.
On a visual circuit, establish the configuration and speed before turning final rather than trying to repair everything close to the runway. Our visual-approach setup and stabilisation guidance covers that sequence in more detail.
What changes the target approach speed?
Weight, flap configuration, gusts, icing and abnormal systems can all change the correct approach speed.
- Weight: A heavier aircraft generally requires a higher reference speed. Recalculate after a meaningful landing-weight change.
- Flap setting: A reduced-flap or flapless landing usually requires a higher speed and more runway than the normal landing configuration.
- Wind and gusts: Apply only the additive specified by the aircraft manufacturer or operator. Do not add a gust correction twice when the avionics has already included it in VAPP.
- Tailwind: A tailwind does not justify reducing the indicated target. It raises groundspeed and can increase the required landing distance.
- Icing or abnormal conditions: Contamination, system failures and non-normal configurations may require a published speed increment or a different flap setting.
- Density altitude: The indicated target normally remains the same, but true airspeed and groundspeed are higher. That changes visual cues and can worsen runway performance.
Do not invent an extra safety margin. Excess speed carries a real penalty: because kinetic energy varies with the square of speed, crossing the threshold 10% fast means the aircraft has about 21% more kinetic energy at the same mass.
Should I hold approach speed until touchdown?
No; fly the prescribed target to the specified threshold or flare point, then allow speed to decay during the flare according to the aircraft’s landing technique.
Touchdown speed is usually an outcome rather than a separate number to chase. Retarding power too early can produce a rapid sink, while carrying approach power or excessive IAS into the flare causes a long float. Transport-aircraft autothrottle retard behaviour is type-specific, so follow the aircraft procedure rather than applying a generic power reduction point.
If landings repeatedly float, first fix threshold speed and flare timing rather than forcing the aircraft onto the runway. We cover the connection between energy control, trimming and flare inputs in our practical techniques for smoother simulated landings.
Why does approach speed keep drifting?
Approach speed usually drifts because the aircraft is not trimmed, configuration changes are being made late, or the pilot is reacting to the number after the trend has already developed.
| Symptom | Likely cause | Correction |
|---|---|---|
| Repeated fast-slow oscillations | Large control inputs or poor trim | Use smaller corrections, wait for the response and retrim |
| Speed rises after intercepting final | Excess energy, steep descent or late configuration | Decelerate and configure earlier; go around if recovery would be rushed |
| Aircraft floats far down the runway | Excess threshold IAS, tailwind or premature flare | Meet the published target and touchdown-zone criteria |
| Rapid sink near the threshold | Low speed, early power reduction or an increasing headwind | Restore speed and path promptly; go around if the correction is late |
| IAS is correct but visual speed looks wrong | Strong wind or high density altitude affecting groundspeed | Trust IAS and the flight path while checking runway performance |
What should I watch when using autothrottle?
Autothrottle must be in the correct active mode with the intended speed selected or managed; being armed does not always mean it is controlling thrust.
Check the flight-mode annunciation after every capture, configuration change and manual speed selection. Watch whether commanded thrust and speed trend match your expectation. If the automation behaves unexpectedly close to the ground, follow the approved procedure and go around rather than troubleshooting during an unstable approach.
When is a go-around the right speed correction?
Go around when speed cannot be brought within the permitted tolerance without aggressive manoeuvring, delayed configuration or an excessive descent rate.
Many airline procedures use stabilisation gates around 1,000 feet above aerodrome level in instrument conditions and 500 feet in visual conditions, but those figures are not universal. The aircraft manual, operator and local procedure take precedence.
- The aircraft is fast and high with insufficient distance for a normal correction.
- Airspeed is below the permitted range or still decaying.
- Speed, path or thrust requires repeated large corrections.
- The landing configuration or checklist is incomplete at the required gate.
- The aircraft is unlikely to touch down normally within the designated touchdown zone.
Do not salvage a fast approach by diving, slipping without approval, retracting flap unexpectedly or forcing the wheels onto the runway. A timely go-around is the correct form of speed management when the available height and distance have run out.