Learn typical airliner climb and descent vertical speeds, the 3° approach formula, and why airspeed and flight path matter more than a fixed rate.
An airliner has no single correct vertical speed. Typical rates are 1,500–3,000 ft/min in the initial climb, easing to 500–1,500 ft/min near cruise, and 1,500–2,500 ft/min in descent. On a 3° approach, use roughly groundspeed in knots multiplied by five; always prioritise airspeed, vertical path and altitude constraints.
Typical airliner vertical speeds by flight phase
These figures are useful indications rather than rates that every aircraft should be forced to hold.
| Flight phase | Typical vertical speed | What determines the rate |
|---|---|---|
| Initial and lower-level climb | 1,500–3,000+ ft/min | Climb thrust, weight, target speed and temperature |
| High-altitude climb | 500–1,500 ft/min, sometimes less | Available thrust, Mach schedule and proximity to maximum altitude |
| En-route descent | 1,500–2,500 ft/min | Groundspeed, descent path, wind and altitude restrictions |
| 3° approach | Groundspeed × approximately 5 | Glideslope or glidepath and groundspeed |
A light jet may initially climb above 4,000 ft/min, while a heavy aircraft on a hot day may achieve much less. Turboprop airliners generally use lower rates. A 1,500 ft/min descent may appear as -1,500 on an instrument that displays descending rates with a minus sign.
What vertical speed should I use in an airliner climb?
In a normal airliner climb, hold the scheduled airspeed with the correct climb thrust and let vertical speed be the result.
Immediately after take-off, follow the flight director and take-off speed schedule rather than chasing the vertical speed indicator. As the aircraft accelerates and climbs, the rate normally falls because available excess thrust decreases and the speed schedule may change from indicated airspeed to Mach.
A fixed VS mode is rarely the best mode for a sustained climb. If 3,000 ft/min is selected but the aircraft cannot produce it, the autopilot raises the nose and airspeed decays, potentially towards a stall. FLC/FLCH, IAS, Open Climb or VNAV normally protects the commanded speed more effectively; our explanation of how simulator autopilots handle VS, speed and managed vertical modes covers the differences.
- Set the correct thrust and climb speed. Use the aircraft's flight-management or performance data rather than a generic rate.
- Select a speed-protecting climb mode. Use VNAV or the aircraft's FLC/IAS/Open Climb equivalent when appropriate.
- Monitor airspeed and mode annunciations. If speed falls in VS mode, reduce the selected rate immediately and verify that climb thrust is available.
- Allow for altitude capture. The autopilot should reduce the rate as it captures the selected altitude; verify that the expected altitude-capture mode annunciates.
What descent rate should I set?
An en-route descent commonly settles between 1,500 and 2,500 ft/min, but the required rate comes from the altitude to lose and the time available.
Calculate it with vertical speed = altitude to lose ÷ minutes available. To lose 12,000 feet over 40 NM at 240 knots groundspeed, the flight takes 10 minutes, so the required average descent rate is about 1,200 ft/min.
The 3-to-1 rule gives a quick top-of-descent estimate: allow approximately 3 NM for each 1,000 feet to lose, then add distance for slowing down and any level segments. Wind and ATC restrictions can shift that point considerably. For a worked airliner procedure, see our Boeing 737 descent and approach setup.
If the calculation demands 3,500–5,000 ft/min close to the terminal area, the descent probably began too late. Start earlier, revise the path or comply with the appropriate ATC procedure rather than diving while the aircraft accelerates.
What vertical speed matches a 3° approach?
For a normal 3° approach, multiply groundspeed in knots by five to estimate the required descent rate in feet per minute.
| Groundspeed | Approximate 3° descent rate |
|---|---|
| 120 knots | 600 ft/min |
| 140 knots | 700 ft/min |
| 160 knots | 800 ft/min |
| 180 knots | 900 ft/min |
The more exact multiplier is about 5.2, but times five is practical in the cockpit. Use groundspeed, not indicated airspeed, because wind changes how quickly the aircraft travels along the approach path.
The glideslope, glidepath or visual slope remains the primary reference. Adjust pitch and power to stay on that path rather than trying to hold the calculated number exactly. Our guide to visual approach height and descent-path checks explains how to cross-check the profile without chasing the VSI.
A sustained descent above roughly 1,000 ft/min near the runway is a warning that many airline stabilised-approach policies require crews to assess or brief; exact limits vary by operator and aircraft. The descent rate also reduces during the flare, so do not hold the approach value all the way to touchdown.
Which vertical mode should I choose?
Choose VNAV or a speed-based mode for most climbs and planned descents, VS for limited tactical adjustments, and glideslope or glidepath mode for final approach.
| Vertical mode | Best use | Main risk |
|---|---|---|
| VNAV or managed mode | Following a programmed climb or descent profile and altitude constraints | Incorrect flight-management data can produce the wrong path |
| FLC/FLCH, IAS or Open Climb/Descent | Holding airspeed while changing altitude | The resulting vertical speed varies and may not meet a path restriction |
| VS mode | Small altitude changes or a specific short-term rate requested by ATC | Excessive climb VS loses airspeed; excessive descent VS gains it |
| Glideslope or glidepath | Following final-approach vertical guidance | Late or false capture if the approach is intercepted incorrectly |
What should I do if the selected rate is not working?
If the aircraft cannot hold vertical speed without losing or gaining excessive airspeed, change the rate or vertical mode rather than forcing the number.
- Airspeed falling in climb: reduce VS, confirm climb thrust and use a speed-protecting mode.
- Airspeed increasing in descent: reduce the descent rate, begin the descent earlier or add drag within the aircraft's limitations. Review when speed brakes are appropriate during descent before relying on them near an approach.
- Aircraft will not descend: check the selected altitude, flight-mode annunciator, armed modes and programmed altitude constraints. The mode shown on the control panel is not necessarily the mode that is active.
- Vertical speed oscillates: avoid chasing every VSI movement in turbulence. Cross-check pitch, airspeed, altitude trend and flight-path guidance.
- Altitude capture is missed: reduce an excessive selected rate before the target altitude and confirm that altitude capture becomes active.
Aircraft operating manuals, airline procedures, stabilised-approach criteria and ATC clearances override these general ranges. If the required vertical speed compromises airspeed or a safe flight path, the correct response is to revise the plan or report that the requested rate cannot be maintained.