T-45 Goshawk approach and stall speeds explained: use practical KIAS targets, adjust for weight and configuration, and check on-speed angle of attack.
For a T-45 Goshawk in a simulator, use about 125 KIAS as an initial full-flap final-approach target and expect the landing-configuration stall around 100 to 105 KIAS at a typical landing weight. Treat these as starting figures: weight, bank and the add-on’s flight model matter, and on-speed angle of attack should govern final.
Practical T-45 speed targets
A normal simulator approach will usually settle between 120 and 130 KIAS, with 125 KIAS providing a sensible baseline.
| Situation | Useful starting figure | How to apply it |
|---|---|---|
| Full-flap runway approach | About 125 KIAS | Adjust until the aircraft is on-speed for angle of attack. |
| Carrier-style final | Usually 120–130 KIAS | Fly the AoA indication and optical glidepath rather than chasing an exact airspeed. |
| Full-flap, wings-level stall | About 100–105 KIAS | Expected range at a representative landing weight; measure your particular model. |
| Clean stall | Often about 110–120 KIAS | A rough simulator check only, because weight and flight-model differences are substantial. |
All figures are indicated airspeed, not true airspeed or groundspeed. Our explanation of how stall speed, approach speed and VREF differ covers why those values must not be treated as interchangeable.
The add-on’s documentation takes precedence over generic numbers. For example, the supplied notes and flight-model behaviour of our carrier-focused T-45C model for FSX and Prepar3D are more relevant than a figure taken from an unrelated model.
Why does the correct T-45 approach speed change?
The correct final-approach speed changes with gross weight, flap position, bank angle and the way the simulator developer calibrated lift and drag.
- Weight: A heavier Goshawk needs more airspeed for the same angle of attack. A 10% weight increase raises stall and corresponding approach speeds by roughly 5%.
- Configuration: Gear and landing flaps increase drag but reduce the stall speed. A clean-aircraft stall figure is not suitable for setting a full-flap final speed.
- Bank angle: Stall speed rises in a level turn. At 30 degrees of bank the increase is about 7%; at 45 degrees it is about 19%. This is why pulling harder during a slow base-to-final turn is dangerous.
- Flight model: Some simulator T-45s reproduce the AoA system closely; others use a simplified aerodynamic model or a largely cosmetic indexer.
Real T-45 procedures use a gross-weight schedule and angle of attack rather than one universal landing speed. These simulator figures are not a substitute for an authorised real-aircraft manual or instruction.
How should I fly the T-45 on final approach?
Configure early, trim for on-speed angle of attack, and use thrust to control the flight path while making small pitch corrections to preserve AoA.
- Establish the landing configuration. Lower the gear and select the required landing flap within the limits specified by the add-on.
- Begin near 130 KIAS. Reduce power smoothly and allow the aircraft to decelerate towards 125 KIAS rather than arriving on final already close to the stall.
- Trim for on-speed AoA. A correctly represented T-45 uses approximately 17 units AoA, normally shown by the indexer’s on-speed circle. Follow the model’s own indexer legend where its presentation differs.
- Control the glidepath with power. Add thrust promptly if the aircraft sinks below the path. Pulling back without adding power raises AoA and can accelerate the sink.
- Use the appropriate touchdown technique. Flare for a conventional runway landing. On a simulated carrier approach, maintain the on-speed attitude and fly the glidepath to the deck rather than flaring.
If the aircraft is light, 125 KIAS may produce a low-AoA indication and excessive float. If it is heavy, the same speed may leave it slow, with a high-AoA indication and little energy in reserve. Let AoA decide which adjustment is needed.
How can I find the stall speed of my T-45 add-on?
Measure the add-on’s stall speed at a safe simulated altitude using a repeatable weight and configuration.
- Record the gross weight. Use a normal landing fuel load and remove any unintended payload or external stores.
- Set stable conditions. Choose calm weather, disable icing and damage effects that would invalidate the comparison, and climb high enough to recover safely.
- Configure the aircraft. Test the clean and full-flap configurations separately, with the gear position recorded for each run.
- Decelerate gradually. Reduce speed by about one knot per second while attempting to hold altitude. Record the stall warning separately from the actual buffet, wing drop or inability to maintain altitude.
- Repeat the test. Two or three consistent runs will expose control-input errors and give a more useful figure than one abrupt power-off stall.
A measured full-flap stall near 103 KIAS makes a 125 KIAS approach target plausible. As a reasonableness check, 125 KIAS is about 1.21 times that stall speed. Do not force this ratio onto a model with a working T-45 AoA system or its own published speed schedule. Our angle-of-attack and stall-recovery guidance explains what to watch for during the test.
What if the T-45 sinks or floats at 125 KIAS?
A persistent sink or float means the nominal speed does not match the aircraft’s weight, configuration, AoA or thrust setting.
- Sinking with high AoA: Add power, reduce excessive bank and go around if the approach is no longer stable. Do not keep increasing pitch.
- Floating with low AoA: Confirm full landing flap and reduce speed gradually while retrimming; do not force the aircraft onto the runway.
- Correct AoA but wrong glidepath: Correct with power. The airspeed may be perfectly suitable even though the descent path is not.
- Implausible stall speed: Check that the display is showing KIAS, verify payload and flap operation, and make sure another mod has not overwritten or conflicted with the aircraft’s flight model.
A T-45 that continues to descend rapidly despite showing roughly 125 KIAS often has an energy-management or configuration problem rather than a bad published speed. Our rapid-sink troubleshooting steps for final approach cover the next checks to make.