Typical aircraft landing speeds range from 55–75 knots for light trainers to 125–155 knots for airliners. See what changes the correct target.
A typical passenger jet crosses the runway threshold at about 125–155 knots indicated airspeed, while a light training aircraft is commonly around 55–75. In real-world aviation and flight simulation, there is no universal landing speed: aircraft type, landing weight, flap setting, wind and procedure determine the target. Touchdown is normally slower after the flare.
In our Aviation & Real-World Flying answers, we quote landing speeds in knots indicated airspeed (KIAS), not GPS groundspeed. For comparison, 125–155 knots is approximately 144–178 mph.
Typical landing speeds by aircraft type
The following ranges are useful estimates for short final or the runway threshold, not fixed speeds to use for every flight.
| Aircraft category | Typical approach or threshold speed |
|---|---|
| Light training aircraft | 55–75 KIAS |
| High-performance single or light twin | 75–110 KIAS |
| Regional turboprop | 95–125 KIAS |
| Regional or narrow-body jet | 120–150 KIAS |
| Large wide-body jet | 130–160 KIAS |
These categories overlap because size alone does not determine speed. Wing design, lift devices and landing weight matter just as much. Our 737 VREF and approach-speed example shows how even one aircraft family can have a sizeable range.
What does “landing speed” actually mean?
Landing speed can refer to several different numbers, which is why apparently conflicting figures often appear online.
- VREF is the reference landing speed for a particular weight and configuration. Its exact definition and calculation depend on the aircraft and operating procedure.
- VAPP is the commanded approach speed. It may include an approved wind or gust additive above VREF.
- Threshold speed is the indicated speed as the aircraft crosses the runway threshold, usually at about 50 feet.
- Touchdown speed is the speed after the flare. It is normally lower than the threshold speed and is usually an outcome rather than a number the pilot chases.
Why can the same aircraft land at different speeds?
Landing weight, configuration and operating conditions can move the target by many knots.
- Weight: a heavier aircraft needs more speed to produce the required lift. With the same configuration, reference speed broadly follows the square root of weight; a 10% increase in weight produces roughly a 5% increase in speed.
- Flap setting: less flap generally requires a higher approach speed. A reduced-flap landing may be chosen for operational reasons but must use the matching performance data.
- Wind: VREF does not simply change because there is a headwind, but the procedure may add speed for wind or gusts. There is no universal additive formula for every aircraft.
- Density altitude: the indicated target remains broadly similar, but true airspeed and groundspeed are higher at altitude or in hot conditions. That can increase the landing roll.
- Abnormal configurations: failed lift devices, icing procedures or other system limitations can require a higher speed and more runway.
For the full calculation sequence, use our method for finding the correct landing speed.
What speed do airliners actually touch down at?
Airliners normally touch down several knots slower than their threshold or VAPP speed, but there is no single touchdown target. During the flare, lift and drag reduce the speed before the main landing gear contacts the runway.
Trying to force a published approach speed all the way to wheel contact often produces a flat, fast landing. Trying to reach an assumed touchdown speed before the flare can cause excessive sink or a stall warning.
How should I select landing speed in a simulator?
Use the simulated aircraft’s performance data rather than treating the broad ranges above as targets.
- Set the landing configuration. Confirm landing weight, flap selection, runway and any abnormal configuration.
- Obtain VREF. Use the aircraft documentation, performance calculator, electronic flight bag or flight-management system where modelled.
- Apply the correct additive. Add only the wind or gust correction specified for that aircraft. Do not add it twice if the avionics have already calculated VAPP.
- Fly the target consistently. Hold the appropriate indicated airspeed on final, then allow speed to reduce naturally during the flare.
For real aircraft, the approved flight manual, pilot’s operating handbook and operator procedures are authoritative. Simulator pilots can also use our practical guidance on controlling speed through approach, flare and landing.
What mistakes cause floating or hard landings?
Most landing-speed problems come from using the wrong reference or failing to stabilise the approach.
- Too fast: excess speed causes floating and consumes runway. At the same mass and conditions, 10% more speed means approximately 21% more kinetic energy.
- Too slow: the aircraft may develop excessive sink, lose control margin or trigger a stall warning.
- Groundspeed instead of IAS: GPS groundspeed is not the cockpit speed target. Wind can make it substantially different from indicated airspeed.
- Wrong units: knots, mph and km/h are not interchangeable. One knot equals approximately 1.151 mph or 1.852 km/h.
- Wrong configuration: a VREF calculated for full flap is unsafe to reuse after changing to a reduced-flap landing.