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Landing Distance Calculator

Reviewed by the CalculatorHub team, edited by James Graham. FAA density altitude and surface correction method per FAA-H-8083-25. Last verified 14 June 2026.

Landing distance depends on your aircraft's published POH ground roll, corrected for density altitude, headwind or tailwind component, runway slope, and surface condition. This calculator applies the FAA-recommended density altitude correction (approximately 10% per 1,000 ft above the POH reference density altitude), a wind correction (3.5% reduction per 2-knot headwind component; 7% increase per 2-knot tailwind), a surface factor, and an optional safety margin. Always use the aircraft POH for precise figures.

Published POH ground roll at sea level, standard conditions, zero wind
Use the density altitude calculator to find this
Positive = headwind (reduces distance); negative = tailwind (increases distance)
Dry pavement = 1.0; wet paved = 1.35-1.7; contaminated = 2.0-2.5
FAA recommends 1.43 for normal operations; 1.0 for no margin
1,300.00 ft
1,158.00 ft
1,447.50 ft

Landing distance correction formulas

DA correction factor = 1 + (density_altitude / 1,000) x 0.10
DA-corrected roll = POH roll x DA correction factor
Wind factor = 1 - (headwind_kts / 2) x 0.035 (headwind reduces distance)
Wind factor = 1 + (|tailwind_kts| / 2) x 0.07 (tailwind increases distance)
Final distance = DA-corrected roll x wind factor x surface factor x safety factor

The 10% per 1,000 ft density altitude rule and the 3.5%/7% wind corrections are from the FAA Pilot's Handbook of Aeronautical Knowledge. Wind corrections: each 2 knots of headwind reduces ground roll by approximately 3.5%; each 2 knots of tailwind increases ground roll by approximately 7% (asymmetric because headwind is favorable, tailwind is penalized more heavily for safety).

Landing safety principles

  • Land at or below Vref (1.3 x Vso). Each 5 knots above Vref adds approximately 200-400 ft to ground roll for light aircraft.
  • Apply brakes firmly after touchdown; do not hold off the brakes to "save" the tires in a critical-distance situation.
  • Use full flaps for minimum landing distance unless restricted by crosswind or POH limitations.
  • If in doubt, go around. There is no prize for completing a landing on a short runway under challenging conditions.
  • The most important decision in landing distance planning is the go/no-go decision made before descent, not on short final.

Landing distance calculator: frequently asked questions

How is landing distance different from takeoff distance?

Landing distance must account for crossing a 50-foot obstacle, flare, touchdown, and deceleration. The POH gives landing ground roll (from touchdown to stop) and total landing distance over a 50-foot obstacle. Unlike takeoff, landing distance is very sensitive to approach speed: landing at 10 knots above Vref approximately doubles the stopping distance because kinetic energy increases with the square of velocity.

How does density altitude affect landing distance?

High density altitude requires a higher true airspeed at the same indicated approach speed, increasing touchdown speed and therefore landing roll. Additionally, aerodynamic braking is less effective at lower air density. The FAA rule of thumb is similar to takeoff: approximately 10% increase in landing ground roll per 1,000 ft of density altitude increase above sea level.

What effect does a tailwind have on landing distance?

A tailwind increases groundspeed at touchdown, dramatically increasing stopping distance. The FAA states that a tailwind of 10% of the approach speed roughly doubles the landing distance. Never land with a tailwind in excess of 5-10 knots (aircraft specific) without confirming the runway length is adequate with a full correction applied.

How does runway surface condition affect stopping distance?

Wet runway can double the ground roll compared to dry. FAA ACs provide multipliers: 1.0 for dry, approximately 1.7 for wet paved (slippery), up to 2.5 for contaminated (slush, snow). The exact multiplier depends on the aircraft's braking system and the depth and type of contamination. ICAO Doc 9137 provides detailed runway surface condition codes (RCAM).

What safety factor should I apply?

For FAR Part 91 operations, there is no mandatory safety factor on landing distance, but the FAA recommends a 1.67 multiplier on demonstrated landing distance to account for variations in technique. Many operators use 1.43 (143% of demonstrated). For wet runway, the FAA TERPS standard adds 15% to the required dry distance as a minimum. Always confirm your runway is long enough after all corrections.

Official sources

Reviewed by the CalculatorHub team, edited by James Graham, 14 June 2026. See our methodology.