Learn the Airbus A319 descent rate for cruise descent and a 3° approach, with groundspeed calculations, mode choice and common error fixes.
In Aviation & Real-World Flying, there is no single Airbus A319 descent rate. Use the FMGS-managed path or an open descent and let speed, wind and profile determine the vertical speed—often roughly 1,500–2,500 ft/min. On a three-degree final, use groundspeed × 5, normally around 600–800 ft/min.
Is there a standard Airbus A319 descent rate?
No fixed rate applies throughout an A319 descent. Vertical speed changes with aircraft mass, speed, wind, engine idle thrust, anti-ice use, altitude constraints and the selected autopilot mode.
| Descent phase | Practical guidance | Typical indication |
|---|---|---|
| Initial descent | Follow the FMGS profile or use open descent at the required speed | Often 1,500–2,500 ft/min, sometimes more |
| Lower descent | Reduce speed and meet published or ATC restrictions | Often 1,000–2,000 ft/min |
| Three-degree final | Use groundspeed × 5 as a quick estimate | Usually 600–900 ft/min |
These figures are useful expectations, not A319 operating limits or mandatory targets. Airline procedures, ATC instructions and the applicable aircraft manuals take precedence.
How do I calculate the descent rate on final?
For a normal three-degree approach, multiply groundspeed by five. At 140 knots groundspeed, start with about 700 ft/min; at 160 knots, use about 800 ft/min.
| Groundspeed | Approximate three-degree rate |
|---|---|
| 120 knots | 600 ft/min |
| 140 knots | 700 ft/min |
| 160 knots | 800 ft/min |
| 180 knots | 900 ft/min |
The exact multiplier is about 5.2, but × 5 is easier to use and sufficiently close for routine monitoring. Use groundspeed rather than indicated airspeed; a strong headwind or tailwind changes the vertical speed required to remain on the same ground-referenced path. Our guide to calculating approach descent rate from groundspeed and glide angle covers steeper and shallower approaches.
Once established on an ILS, follow the glideslope rather than chasing a memorised vertical-speed number. The displayed rate will move as groundspeed changes. The A319 technique closely matches the procedures described in our Airbus ILS approach and glideslope guide.
Which A319 descent mode should I use?
Choose the mode according to the vertical path you need, not according to a preferred feet-per-minute figure.
- Managed DES: Use this for a programmed arrival when the FMGS profile and constraints are valid. Set the cleared lower altitude, push the altitude selector and confirm the active mode on the Flight Mode Annunciator.
- OPEN DES: Use this when you need an idle descent towards the selected altitude. The aircraft pitches for the selected speed, so the vertical rate varies and the managed vertical profile is not followed.
- V/S: Use this for a specific ATC rate, a modest path correction or levelling at a nearby restriction. Monitor airspeed carefully because the aircraft prioritises the selected vertical speed.
- APPR or FPA: Use APPR for an ILS glideslope. FPA can provide a selected descent angle for an appropriate non-precision technique when permitted by the applicable procedure.
A lower altitude in the FCU window does not by itself command a descent. Engage the intended mode and check the FMA; a mistake we see constantly in simulators is watching the altitude knob instead of confirming what the autopilot has actually activated.
When should an A319 start descending?
A useful mental check is three nautical miles for every 1,000 feet to lose. Descending from FL350 to 3,000 feet means losing 32,000 feet, giving a basic distance of about 96 NM before adding room for deceleration, restrictions and wind.
The FMGS top-of-descent prediction is normally more useful because it accounts for the programmed route and performance data. Treat the 3:1 calculation as a cross-check. A tailwind usually calls for an earlier descent, while a headwind may allow a later one.
Why is the A319 descending too fast or too slowly?
An unexpected rate usually points to an energy or mode problem rather than a faulty aircraft.
- Confirm the active mode. Read the FMA and distinguish DES, OPEN DES, V/S and glideslope capture. Similar FCU selections can produce very different rates.
- Check groundspeed and wind. A higher groundspeed requires a greater sink rate to hold the same approach angle.
- Review the vertical profile. A late descent, restrictive speed constraint or level segment can leave the aircraft high. Use drag only as allowed by the operating procedure rather than commanding an extreme V/S.
- Watch speed in V/S mode. If the selected rate demands more performance than idle thrust and available energy permit, airspeed may move away from the target. Reduce the rate or select a more suitable descent mode.
- Do not chase minor ILS fluctuations. Once established, monitor the glideslope, speed and stabilised-approach criteria together. A momentary change in ft/min is not automatically an unstable approach.
For simulator practice, the A319/A320/A321 checklist covering descent, approach and landing provides a useful configuration sequence alongside these rate calculations.