How do you fly Concorde in a flight simulator?

To fly Concorde in a flight simulator, use the add-on’s calculated V-speeds, take off with reheat, follow its climb and transonic acceleration schedule, cruise near Mach 2 while managing centre of gravity and temperature, then transfer fuel forward, slow early, lower the nose and land without flaps.

This is the general procedure across Microsoft Flight Simulator, X-Plane, FSX and Prepar3D, but exact controls depend on the aircraft add-on. A mistake we see constantly is treating Concorde as a conventional airliner with more thrust. Its delta wing, fuel-trim system, reheated engines and high approach attitude require a different technique.

Before you fly: identify what the Concorde add-on simulates

The add-on’s manual is the authority because Concorde models vary enormously in systems depth.

Our system-by-system explanation of Concorde’s wing, intakes, engines, fuel transfer and droop nose explains why the aircraft needs this unusual profile. If you use an older Microsoft platform, our FSX and Prepar3D Concorde package with a working cockpit, avionics and manuals provides a practical aircraft in which to apply it.

How do you fly Concorde from take-off to landing?

A successful Concorde flight is built around calculated speeds, planned supersonic acceleration and timely fuel transfer.

1. Plan a suitable route. Concorde is normally flown under IFR, with the supersonic portion placed over an ocean or another permitted area if you are recreating realistic operations. Allow a long acceleration segment, high-altitude cruise and plenty of distance to decelerate. Our practical simulator IFR guide covering routes, clearances and instrument procedures fills in the underlying IFR workflow.
2. Load fuel, payload and navigation data. Do not automatically fill every tank and use maximum payload. Weight determines the V-speeds, initial cruise altitude and whether the aircraft can reach Mach 2. Load the INS, FMC or substitute GPS provided by the add-on, then obtain V1, VR, V2 and approach speeds from its performance tool or tables.
3. Configure for take-off. Complete the electrical, hydraulic, intake and engine checks implemented by the model. Set the take-off trim and centre of gravity, then select the prescribed nose and visor position; the real aircraft used approximately five degrees of nose droop for take-off. Cosmetic switches in a simple model should not be treated as functional systems.
4. Take off with reheat. Stabilise the engines at take-off power, engage reheat and verify the available reheat indications before releasing the brakes or continuing the roll. Rotate at the calculated VR with a smooth input. Pulling sharply risks a tail strike, while rotating late consumes a great deal of runway. Retract the landing gear after a positive climb.
5. Follow the subsonic climb schedule. Remove reheat when the aircraft checklist calls for it and observe realistic speed restrictions where applicable. Use the scheduled indicated airspeed rather than selecting an arbitrary vertical speed. The autopilot can handle much of the climb, but only after the aeroplane is correctly trimmed and established.
6. Accelerate through the transonic region. At the planned supersonic segment and appropriate altitude, raise the nose and visor fully, select the required climb power and re-engage reheat. In a model with fuel management, transfer fuel aft according to its checklist to move the centre of gravity into the supersonic range. A realistic profile uses reheat to pass through the high-drag transonic region, then cruises near Mach 2 without reheat.
7. Let the aircraft cruise-climb. Concorde becomes lighter as it burns fuel, allowing it to climb gradually while holding approximately Mach 2. Use MAX CRUISE or the equivalent autopilot mode if the add-on provides it. Monitor total-air or nose temperature, engine indications, centre of gravity and overspeed limits rather than forcing the aircraft to hold a fixed altitude.
8. Start down and slow early. Concorde retains energy and does not decelerate like a small jet. Reduce power well before the terminal area, descend within the add-on’s Mach and airspeed limits, and transfer fuel forward as the aircraft becomes subsonic. Use the airbrake only within the limitations stated by the aircraft manual.
9. Land without flaps. Concorde has no conventional landing flaps, so use the calculated approach speed and accept the higher nose attitude produced by the delta wing. Select the landing nose and visor position; the real aircraft used 12.5 degrees of droop. Stabilise with the gear down, make a restrained flare, touch down on the main gear, lower the nose gently, then use reverse thrust and wheel braking as modelled.

What speed and altitude should you use?

Use the add-on’s performance card or calculator for take-off and landing, because weight and modelling differences make one fixed speed unsafe.

Concorde’s approach speed is often in the region of 155–170 KIAS, but that range is only a cross-check, not a substitute for the calculated value. Take-off speeds can be considerably higher than those of a conventional narrow-body airliner. At altitude, change from indicated airspeed to Mach according to the model’s climb schedule.

The normal cruise target is near Mach 2 at roughly 50,000–60,000 feet when weight, temperature and add-on capability permit. Do not command the upper end of that range immediately: a heavily loaded Concorde may need to begin lower and cruise-climb as fuel burns off.

Why won’t Concorde reach Mach 2?

Concorde normally fails to reach Mach 2 because it is too heavy, too low, incorrectly configured or limited by a simplified flight model.

• Reheat is not operating: check the cockpit indications and the simulator’s afterburner or reheat control binding. A throttle at maximum does not always engage it.
• The aircraft is too low or heavy: climb and burn fuel before demanding full supersonic performance. Forcing Mach 2 at low altitude creates excessive drag and temperature.
• The centre of gravity is too far forward: on models with functional fuel trim, this requires extra elevon deflection and adds substantial trim drag. Follow the aft-transfer schedule rather than moving fuel at random.
• The nose, visor, gear or airbrake is extended: verify the complete configuration after take-off and before transonic acceleration.
• The autopilot is using the wrong mode: an indicated-airspeed hold, altitude capture or aggressive vertical-speed setting can prevent acceleration. Use the aircraft’s Mach, MAX CLIMB or equivalent mode where implemented.
• An intake or engine limit has been exceeded: detailed models may reduce thrust or produce failures after incorrect intake configuration, overheating or prolonged overspeed.
• The add-on has generic subsonic aerodynamics: some visual Concorde models cannot reproduce realistic transonic acceleration or cruise-climb behaviour, regardless of pilot technique.

Can you fly Concorde with a normal joystick?

Yes, a normal joystick or yoke is sufficient, although a separate throttle makes reheat selection and the high-energy approach easier to control.

Four individual throttle levers are useful but not essential; one correctly calibrated throttle axis can command all engines. Assign easy controls for reheat, autopilot disconnect, nose and visor, airbrake, landing gear, brakes and reverse thrust. Keep pitch sensitivity moderate and eliminate noisy axis inputs, as small unwanted movements can make the aircraft hunt in pitch at high Mach or during the approach.