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Lesson 5 · Flight Performance & Planning

Landing Performance

Approach speed, landing distance and the factors that mirror — and reverse — takeoff — EASA PPL theory

⏱ ~20 min ✈ SEP · VFR 📋 EASA Part-FCL

1 — What Landing Distance Measures

Landing distance is the takeoff diagram run backwards. It starts at the 50 ft screen on short final and ends where the aeroplane comes to a full stop.

The two parts of landing distance
Landing distance required (from 50 ft to stop) Ground roll 50 ft screen Touchdown Airborne distance Approach

It has two parts: the airborne distance — from the screen, through the flare and float, to touchdown — and the ground roll — from touchdown to a stop under braking. As with takeoff, when a question says “landing distance” it means the total from the 50 ft screen to a stop, not just the ground roll.

EASA exam trap
“Landing distance required (LDR)” is the whole thing — over the 50 ft screen, flare, touchdown and braking to a stop. The ground roll alone is always shorter. Read which one the question wants.

2 — The Approach Speed Is Everything

Unlike takeoff, the single biggest lever a pilot controls on landing is the approach speed. The target is VREF ≈ 1.3 × VS0 (1.3 times the stall speed in the landing configuration), crossing the threshold at 50 ft exactly on speed.

Carry excess speed and that energy has to go somewhere: the aeroplane floats down the runway in the flare, refusing to settle, and every floated metre is runway you no longer have to stop in. Because kinetic energy grows with the square of speed, a small excess costs a large distance.

Every knot counts
A rough rule: about +3% landing distance for every knot of excess approach speed — roughly +10% speed → +20–30% distance. Too fast and too long? Go around. A go-around is free; an overrun is not.

Memory hook
Takeoff cares about getting airborne; landing cares about getting stopped. Speed and energy that helped you fly are now the enemy — manage them on the approach, not after touchdown.

3 — The Factors — and the Slope Trap

Wind, surface and density altitude affect landing the same direction they affect takeoff: headwind shortens, tailwind lengthens, grass and wet surfaces lengthen, and high density altitude raises your true speed at touchdown so the roll is longer. But one factor flips.

Standard landing correction factors
Headwind (per 10 kt)
-10%
Tailwind (per 10 kt)
+20%
Dry grass surface
+15%
Wet grass / runway
+25%
Downslope (per 1%)
+10%
Upslope (per 1%)
-5%
Excess approach speed (per 10 kt)
+30%

Slope reverses for landing
On takeoff, upslope is the penalty. On landing it is the opposite: a downslope lengthens the landing (gravity drags you along and braking is less effective), while an upslope helps you stop. Same hill, opposite effect.

Wet runways bite twice
A wet surface lengthens the roll through poorer braking, and above a threshold speed water can lift the tyres off the surface — aquaplaning — for near-zero braking and steering. Wet grass is worse still.

4 — Build Your Landing

Set the conditions and watch each correction stack on the base distance. Notice the slope slider working the opposite way to the takeoff builder in Lesson 2.

Build your landing scenario
Distance breakdown
Base only
With corrections
—

5 — Worked Example & the Safety Factor

Given elevation 2 000 ft · QNH 1013 · OAT ISA +10 · 10 kt tailwind · dry paved · 2% downslope · on speed:

  1. Base: PA 2 000 ft, ISA +10 → 485 m (from the chart).
  2. Tailwind 10 kt: +20% → 485 × 1.20 = 582 m.
  3. Downslope 2%: +20% (≈ 10% per 1%, and it lengthens for landing) → 582 × 1.20 ≈ 700 m.

That is a 44% increase over the base figure — from two factors alone.

Add the safety factor
Book figures assume a skilled pilot, on speed, with full braking on a dry surface. Real planning applies a margin — commonly the ×1.43 landing factor (the runway should be ≥ 1.43 × the demonstrated landing distance). Always confirm the LDR fits the landing distance available (LDA) with margin to spare.

Knowledge Check

Question 1
A runway has a 2% downslope. For landing, this:
Question 2
Target approach speed V_REF for a single-engine aeroplane is about:
Question 3
Crossing the threshold 10 kt too fast will mainly:
Question 4
Base landing distance 410 m, 10 kt tailwind (≈ +20%). Corrected distance?
Question 5
Which scenario needs the longest landing distance?

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