Concorde normally cruised at 50,000–60,000 feet. Learn why it cruise-climbed at Mach 2, what FL500–FL600 mean, and which altitude to use in a sim.
Concorde normally cruised at roughly 50,000 to 60,000 feet (15,200 to 18,300 metres), typically around 55,000 feet during sustained Mach 2 flight. It did not hold one fixed level: as fuel burned off and the aircraft became lighter, it followed a gradual cruise-climb, sometimes approaching its 60,000-foot maximum operating altitude.
Did Concorde always cruise at 60,000 feet?
No. In Aviation & Real-World Flying discussions, saying Concorde cruised at 60,000 feet is useful shorthand, but that figure was the upper end of its normal cruise band rather than a level maintained throughout every flight.
Concorde generally entered supersonic cruise in the region of 50,000 feet and climbed gradually through the flight as its mass decreased. The exact altitude depended on aircraft weight, atmospheric conditions, route and air traffic clearance. A shorter sector or an operational restriction could prevent it from reaching the top of the range.
Over the North Atlantic, dedicated supersonic tracks allowed Concorde to cruise-climb within an authorised block of levels rather than follow the discrete step climbs used by most airliners. Our account of Concorde's history and typical flight profile explains how it climbed from around 40,000 feet towards its high-altitude cruise band.
Why did Concorde cruise so high?
Concorde flew high because the thinner air substantially reduced aerodynamic drag during Mach 2 flight.
Flying that fast in dense air would have produced excessive drag, heating and structural loads. At 50,000–60,000 feet, Concorde could sustain about Mach 2 while remaining within its aerodynamic and temperature limits. The altitude could not increase indefinitely, however: thinner air also reduces lift and available engine thrust, which set the upper boundary.
Its intake system compressed and slowed the incoming airflow before it reached the Olympus turbojets. Reheat helped during take-off and transonic acceleration but was not normally required once the aircraft had settled into supersonic cruise. We cover that process in our explanation of Concorde's engines, intakes and supersonic propulsion.
What do FL500 and FL600 mean?
FL500 and FL600 mean flight levels 500 and 600, corresponding nominally to pressure altitudes of 50,000 and 60,000 feet.
Flight levels use the standard pressure setting of 1013.25 hPa or 29.92 inHg. They are therefore pressure references for aircraft separation, not guaranteed geometric heights above sea level. Depending on atmospheric pressure and temperature, Concorde's true height could differ from the number shown by its pressure altimeter.
How did Concorde's altitude compare with other aircraft?
Concorde normally flew around 10,000–25,000 feet above conventional passenger jets, which commonly cruise in the 30,000–40,000-foot region. Passengers were above most weather and much of the surrounding traffic, although the pressurised cabin remained at a comfortable equivalent altitude.
The SR-71 operated higher still, generally above 80,000 feet, because it was a specialised reconnaissance aircraft rather than an airliner. Our Concorde and SR-71 altitude comparison sets out the different speeds, operating heights and missions.
What Concorde cruise altitude should you use in a flight simulator?
For a realistic simulated Concorde flight, treat FL500 as an approximate entry point for sustained supersonic cruise rather than selecting FL600 immediately.
- Begin the cruise near FL500 once the aircraft is established close to Mach 2 and its performance permits.
- Allow a slow cruise-climb towards approximately FL550–FL600 as fuel burns and weight falls.
- Use the add-on's cruise-climb or maximum-cruise function if one is modelled; otherwise make small step climbs without forcing the aircraft beyond its speed, temperature or engine limits.
- Set standard pressure and judge the altitude by the barometric flight level, not the simulator's geometric or GPS altitude.
A common simulation mistake is commanding FL600 while the aircraft is still heavy, then trying to hold Mach 2 by adding excessive thrust or pitch. The real aeroplane earned the higher altitude gradually; a credible Concorde model should behave the same way.