airliner max cruise altitude

Simple Flying

How do pilots decide their cruise altitude.

The higher an airplane goes the lower the fuel burn, and it also allows the airplane to achieve greater cruise speeds more efficiently.

Airplanes fly at high altitudes for many reasons. The higher an airplane goes the lower the fuel burn, and it also allows the airplane to achieve greater cruise speeds more efficiently. Furthermore, high altitudes ensure that the aircraft is well away from the most severe weather which can lead to turbulence and icing.

So, how is the cruise altitude for a particular flight determined? This article focuses on the main factors that determine the altitude of an airplane in a flight.

The service ceiling and the absolute ceiling

When an aircraft is certified, a ceiling called service ceiling is calculated by the manufacturer. This is typically defined as the altitude at which a jet aircraft can maintain a climb rate of at least 300 ft/minute. This ceiling varies with weight changes. For pilots operating an aircraft, the altitude of the main concern is the maximum certified altitude.

This altitude is fixed and is a part of the aircraft limitations mentioned in the flight manual. In most passenger aircraft, the maximum certified altitude is a structural limitation enforced due to the pressurization system. The higher an aircraft flies, the greater the pressure difference between the aircraft cabin and the atmosphere. This can, in the long term, damage the fuselage of the aircraft.

The absolute ceiling, also known as the aerodynamic ceiling, is the altitude at which the low-speed stall speed and high-speed stall speed converge. This altitude is also known as the coffin corner. You can read more about this phenomenon in this article: Aerodynamic Phenomenon: A Detailed Look At the Coffin Corner.

The optimum altitude

In normal line operations, airplanes are operated at an altitude called the optimum altitude. This altitude is the most efficient altitude to operate an aircraft as it leads to increased range and less fuel burn.

The optimum altitude is determined in several ways. In its most basic derivation, it is all about increasing the range or the fuel mileage of the aircraft. Large jetliners cruise using Mach number as a speed reference. As an aircraft climbs, its speed or True Air Speed (TAS) increases, and the local speed of sound decreases. The combined result of this is an ever-increasing Mach number.

Initially, the increase in TAS is quite beneficial as it allows the aircraft to cover more ground with less fuel burn. However, as mentioned before, this increases the Mach number. As the Mach number increases, there is a corresponding increase in compressibility drag (drag due to the aircraft approaching the speed of sound).

At some point, this drag increase can overcome the benefits of the increasing TAS and start to reduce the range of the aircraft. So, the altitude at which the effects of compressibility drag do not negatively affect the range of the aircraft is known as the optimum altitude.

One of the biggest factors that affect the optimum altitude is the weight of the aircraft. The heavier the aircraft the more lift-induced drag the aircraft generates (due to the increased operating angle of attack). This means that the speed for the best range increases, which ultimately increases the Mach number.

As the weight of the aircraft decreases, there is a decrease in drag and the speed for best range falls off allowing a decrease in Mach number which allows the aircraft to climb higher as it is no longer limited by the compressibility drag associated with large Mach numbers.

The most optimum or efficient altitude is not only affected by aerodynamics. The environment plays a major role as well, particularly the prevailing winds and temperature. In modern aircraft, the Flight Management System (FMS) calculates the optimum altitude by considering these factors. For this, the pilots are required to input accurate data into the FMS.

This includes entering cruise winds and updating the temperature for various altitudes. During the dispatch phase of the flight, the pilots are provided data on forecast winds and temperature for normal cruise levels of the aircraft. The pilots can then input these data into the FMS and then once in the air the FMS calculates the most optimum altitude based on the input data.

One might now wonder how winds can affect the range or the optimum altitude. The reason is simple. In tailwind conditions, the aircraft gets a push from the winds, which increases the ground range of the aircraft. In a headwind, it is the opposite. The range is reduced as the headwind reduces the ground speed of the aircraft. Thus, when accurate wind data is available, the FMS may give a lower optimum altitude because a favorable wind (a strong tailwind) results in a longer range.

Want answers to more key questions in aviation? Check out the rest of our guides here .

The entered Cost Index (CI) also plays a major role. CI is a time-to-fuel ratio. A higher CI indicates that a particular airline has lower fuel costs compared to time-related costs. A lower CI, on the other hand, indicates the airline spends more on fuel when compared to time-related spending. Each airline has a CI calculated based on their operations and this is mentioned in the flight plan. The pilots can then enter this value in the FMS and the FMS uses this information to further optimize the optimum cruise altitude.

Step climbs

Step climbs or cruise climbs is a climbing technique whereby pilots initially remain at a higher or a lower altitude than the optimum altitude. As discussed earlier, as an aircraft's weight decreases the drag reduces which increases the optimum altitude. In a long-range flight, the fuel burn results in large changes in weight which can keep modifying the optimum altitude throughout the flight.

In the initial parts of the flight, the pilots may cruise at a lower altitude than the optimum altitude. This happens most of the time due to the fact a heavier aircraft has lower climb rates, and a slow climbing aircraft can be a nuisance to both the pilots of other aircraft and air traffic control. Once the fuel is burnt enough, and the weight reduced the pilots can initiate a climb to the optimum altitude.

If the aircraft performance permits, a higher altitude than the optimum can be chosen. This way, as the weight of the aircraft, reduces the aircraft can settle to the optimum altitude later in the flight. This is the best option given all the other conditions, such as weather and ATC complies as this prevents the aircraft from being stuck at lower altitudes for the majority of the flight.

In real life, pilots may not be able to get the optimum altitude for a cruise on every flight. This mainly occurs due to ATC restrictions (other aircraft occupying the altitude, airspace restrictions, etc.). Weather and turbulence are other factors that may prevent pilots from achieving the desired optimum altitude. In such situations, the pilots should try to remain as close as possible to the optimum altitude. Generally, remaining within 2000 ft on either side of the optimum altitude does not affect cruise performance that significantly.

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How High Do Planes Fly? Airplane Flight Altitude

Fuel Efficiency

Avoiding traffic and other hazards, weather and turbulence, safely factors, airplane news update, emergencies, a word about light aircraft.

• And Finally...

Most airline passengers simply accept the fact that passenger jets fly very high. They rarely ask about it, or want to know what altitude is used. But there are good reasons for how high planes fly.

In fact, the common cruising altitude for most commercial airplanes is between 33,000 and 42,000 feet, or between about six and nearly eight miles above sea level. Typically, aircraft fly around 35,000 or 36,000 feet above sea level. This is why when you are on a long flight, you will generally hear the captain say something like, “Ladies and gentlemen, we have now reached our cruising altitude of 36,000 feet”.

Commercial airplanes can theoretically fly a little higher than this, and of course they can also fly lower if they choose to. But small aircraft such as those flown by private pilots cannot fly this high, and usually do not go above 10,000 feet. Indeed, they often fly much lower than this.

There are a number of reasons for all of the above, which we will take a look at now.

Ultimate Guide to Becoming a Pilot

The main reason for airliners flying so high is that it saves fuel and therefore saves money, which is always a priority for airlines. The air becomes thinner as the altitude increases, and thin air creates less drag on the aircraft. In addition, jet engines operate more efficiently at high altitudes, meaning the plane can travel faster while at the same time burning less fuel.

However, a plane’s engines need oxygen in order to function, so flying too high can also cause problems. Plus if a plane goes higher, it has to burn more fuel in order to get there. So there has to be a balance, which is the reason for the fairly specific altitudes generally used by airliners. 35,000 feet or thereabouts is the altitude at which fuel efficiency is greatest, while there is still enough oxygen available to power the engines.

Flying higher means that commercial airplanes can avoid most other airborne traffic. At the altitudes they use, there will be no light aircraft and helicopters, and no drones, which all fly much lower.

Birds rarely fly that high, which is important, as bird strikes, though rare, can be disastrous if they happen. An extreme case of this sort of disaster was the US Airways aircraft which was forced to land on the Hudson river after a bird strike. This sort of thing is extremely unlikely, but it does happen occasionally.

It is not essential for aircraft to avoid bad weather, but it is a good idea. Commercial airplanes usually fly above the troposphere, which is the part of the atmosphere where weather events usually happen. The troposphere is usually said to finish at 36,000 feet. This is why when you are cruising in an airliner, it is usually bright and sunny, with all the cloud and rain below you.

Turbulence is less common at high altitudes too. Again, airliners can generally cope with turbulence, but it is preferable to avoid it if possible.

Over 42,000 flights take place every day, with 5,000 planes in the sky at any one time, according to the FAA. With this much traffic, there has to be some official arrangement to make sure collisions do not happen, and there is.

There are certain rules for exactly where airliners can fly, and the direction of travel can affect what altitude they will climb to. Planes flying eastward, including northeast and southeast, will fly at odd altitudes, such as 35,000 feet.  Planes flying in approximately westerly directions have to fly at even altitudes. This means that planes flying in opposite directions to each other are at least 1000 feet apart, so avoiding a possible collision and making for safer flights.

Lastly, flying high gives you more time to act in the unlikely event of an emergency in flight. Modern airliners are incredibly safe most of the time, but should something happen which means an emergency landing is required, high altitude gives the pilots much longer to sort things out and find a safe place to land.

On the other hand, flying too high could have negative safety issues. In some emergencies, such as a rapid decompression, pilots want to return to a lower altitude as quickly as possibe. So again, there has to be a balance, which accounts for the altitudes generally used.

While jet engines operate well at high altitudes, the same is not true of piston engines, which are typically used for light aircraft of the type flown by most private pilots. Piston engines do not operate well in thin air, and this is one of the reasons why most small planes fly at altitudes of below 15,000 feet.

But in fact, small aircraft generally fly much lower than that for a variety of other reasons. This is partly because they tend to fly shorter distances, and pilots simply do not want to spend too much time climbing and descending on a short flight; it just isn’t worth it. Also, most small planes are not equipped with oxygen, which would be necessary if they were to fly too high. It is probably not really safe for them to be much above 10,000 feet. And a substantial majority of small planes are flown for recreational purposes, and pilots enjoy flying lower, where they can see things below them. This is not a factor in commercial flying.

However, legally planes must be at least 1000 feet above any object on the ground, and must be able to land clear of any congested area in the event of an engine failure. Therefore small planes generally fly between 2000 and 10,000 feet. It all makes sense when you know the reasons for it!

And Finally…

It should be noted that every airplane has a certified maximum altitude. During test flights this maximum is exceeded slightly to verify the that airplane remains safe should it have cause to ascend from that limit. The highest certified altitude of an airliner was Concorde’s 60,000 feet. Today some of the corporate jets can fly at 51,000 feet.

However, for all the reasons mentioned above, this is mainly theoretical, and most commercial airplanes fly much lower than this.

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How High Do Planes Fly?

And why 36,000 feet is the most common altitude.

It's a common situation for travelers. You fasten your seat belt, listen to the pre-flight safety demonstration (we hope), and prepare yourself for takeoff. After a few moments, the pilot comes on the overhead, "Ladies and gentlemen, we are now at our cruising altitude of 36,000 feet."

It's time to kick back and wait for that refreshment cart to come around. But how many of us have stopped to ask ourselves how high do planes fly? According to USA Today , the common cruising altitude for most commercial airplanes is between 33,000 and 42,000 feet, or between about six and nearly eight miles above sea level.

Typically, aircraft fly around 35,000 or 36,000 feet in the air. To put that in perspective, the peak of Mount Everest measures 29,029 feet. But this is why we have pressurized cabins : so you don't feel as if you're literally trying to breathe on top of Mount Everest. The area is called the lower stratosphere, which is just above the troposphere, the lowest part of the atmosphere, according to the UCAR Center for Science Education . Flying in this area has many benefits that make flying one of the leading ways for travelers to get from one place to another.

Although it's not impossible to fly higher than that — the altitude record is contested between the U.S. and the former USSR according to The Smithsonian — you can rest assured that there are many good reasons your plane will stay a bit closer to the ground.

Fuel Efficiency

The biggest reason for flying at higher altitudes lies in fuel efficiency. The thin air creates less drag on the aircraft, which means the plane can use less fuel in order to maintain speed. Less wind resistance, more power, less effort, so to speak. This is also the reason why it's called "cruising" altitude, because the plane is "sailing" through the air along the path of least resistance.

Spending less on fuel is great for airlines, for obvious reasons, but a plane's engines also need oxygen in order to work, according to Traveller , to create combustion, which also creates energy. So, flying too high can also cause problems because the air is much thinner. Plus, the higher a plane goes, the more fuel it has to burn in order to get there so there are some drawbacks with certain altitudes as well.

Avoiding Traffic and Hazards

Planes don't always fly at the same altitude, and that's for a very good reason that many of us wish we could do on the ground — avoiding traffic. Flying higher means planes can avoid birds (usually), drones, and light aircraft and helicopters, which fly at lower altitudes. According to Your Mileage May Vary , the direction in which your plane is traveling can also affect what altitude it will climb to. Planes flying eastward (including northeast and southeast) will fly at odd altitudes (i.e. 35,000 feet) and all other directions will fly at even altitudes. Routes going in the same direction are also often planned so that planes are 1,000 feet above or below each other to avoid a collision.

Have you ever wondered why the view outside your plane window can be sunny one moment and rainy the next upon descending into your destination airport? That has everything to do with the altitude. Most planes are flying above the troposphere, where weather events usually happen, according to Traveller .

Of course, turbulence still happens on airplanes, but you may be surprised to know that it happens a great deal less because of the high altitude of many commercial flights. According to The Points Guy , when planes run into air pockets and fierce winds, air traffic controllers can sometimes suggest different altitudes to avoid it. According to USA Today , flying higher can actually minimize turbulence.

Emergencies

A higher altitude can also give pilots one precious commodity when they're up in the air: time. According to Traveller , should something happen that would warrant an emergency landing, the high altitude gives pilots much longer to fix the situation or find a safe place to land than if they were on a light aircraft cruising at 10,000 feet.

Different Planes, Different Altitudes

Not all planes are made to cruise at the same altitude. According to Thrillist , a plane's altitude is determined by its current weight and the atmospheric conditions at the time of flight. A flight's direction (as mentioned above), the amount of turbulence (based on reports by other pilots in the air), and flight duration are also factors.

Who Makes The Call?

Despite pilots being in control of the plane, they aren't the ones who decide on its altitude. Air dispatchers, instead, are in charge of planning and deciding a plane's route, including altitude, as well as tracking where an aircraft is in the air. According to an interview with Richard Taylor of the CAA in Traveller , there are laws in place that dictate aircraft must not fly "below 1,000 feet over a built-up area, or 500 feet over any person, vehicle or structure."

Related Articles

How High Do Planes Fly? Commercial Passenger Planes’ Altitude

By Ken Hyde

Last updated: March 5, 2024

Millions of people travel over the sky daily, using it as a highway as planes travel through the atmosphere at different heights. Have you ever wondered how high airplanes fly? We’ll solve the puzzles around aviation heights and investigate the variables that affect aircraft altitude.

In this article:

How high can a plane fly .

Most commercial aircraft models typically cruise at altitudes ranging from 33,000 to 42,000 feet , or around 6 and almost 8 miles above sea level. This aeroplane’s flying height translates to around 10-13 km. A typical airplane cruises at an altitude of 35,000 or 36,000 feet. To make things easier to imagine, the elevation of Mount Everest’s summit is 29,029 feet.

Smaller private aircraft will often fly at lower altitudes, below 15,000 feet, regardless of whether they are flown for profit. Their inability to achieve the same heights is typically caused by the kind of engine they have.

Why Planes Fly At Their Cruising Altitude

Fuel economy.

Fuel efficiency is the primary driver behind flying at greater altitudes. Because the airplane experiences less drag from the thin air, it may consume less fuel to maintain its speed. In other words, less wind resistance, less work, and more power.

A plane can travel so quickly, thanks to its altitude. Because of the less dense air at higher heights, the aircraft is really moving over the ground considerably quicker than what the pilots in the cockpit are seeing on the aircraft speed indicator. It implies that the plane is tracking more accurately than what the equipment is indicating.

However, there is a catch: the plane will slow down in exceptionally cold weather. Pilots can discover the sweet spot between the high altitudes that save fuel and the slowing effects of below-freezing temperatures.

Turbulence still occurs aboard airplanes, but since many commercial flights take place at a high altitude, you might be shocked to learn that it occurs far less frequently. Many aircraft brands claim that air traffic controllers occasionally advise changing altitudes to avoid air pockets and strong winds. In fact, flying higher helps reduce turbulence.

A greater altitude can also provide pilots with time, which is a valuable resource in the air. The high altitude provides pilots with a longer time to address the problem or locate a secure landing spot in the event of an emergency, compared to when they are flying at 10,000 feet in a small aircraft.

Avoid Collisions

Let’s face it: everyone’s safety depends on preventing collisions and other risks, especially with lots of other aircraft flying in the sky. Commercial airplanes fly high to avoid private jets, drones, birds, helicopters, and other objects. 

Those flying west will cruise at even elevations, while others heading east will fly at an unusual altitude. The goal of this is to maintain a reasonable air traffic flow.

What Occurs When A Plane Flies Too High Or Too Low?

There are several difficulties that arise when an aircraft reaches overly high altitudes. Engine performance is impacted at higher elevations when air gets thinner. Here are the most common issues.

• Oxygen Supply: The reason airlines set altitude limitations is to make sure there is adequate oxygen available for all masks throughout the time needed to complete an emergency descent to a level (about 10,000 feet) at which there’s no need for oxygen masks anymore.
• Cabin Depressurization: Flying too high can cause cabin pressure loss, leading passengers and crew members, including pilots, to lose consciousness. When it occurs in under a minute, a fighter jet may easily roll over and descend straight back to a reasonable height. That being said, for a commercial airplane, it’s not that insignificant.
• Equipment Failure: Almost all contemporary airplanes are equipped with advanced computers that track parameters such as speed, outside air temperature, weight, wind direction and speed, and wing angle concerning the approaching wind. Suppose an aviator attempts to go over the suggested height and persist; the engines would run out of thrust, or their wings would stop.

Though flying an aircraft too high might result in many terrifying events, flying an aircraft too low can also be extremely risky. At lower altitudes, there is a lot more general aviation activity, including smaller private and commercial aircraft and flying through poor weather systems located lower in the sky.

Another significant danger of low-altitude flying? Stumble over birds. The majority of bird attacks happen during landing and departure.

Frequently Asked Questions

Why don’t planes fly over the atlantic ocean.

They do. The misunderstanding might have its roots in the idea that there are neither airports nor places for emergency landings over open waters. But with backup plans, safe transatlantic flights are guaranteed by established air routes, sophisticated navigation systems, and laws.

Will Planes Fly Higher Over Ocean Than Land?

Yes. This rise in height over the ocean results in increased fuel economy since it enables airplanes to fly at higher cruising altitudes in the thinner air. It also improves safety and navigational flexibility for long-haul flights across large maritime stretches.

See more: How High Can A Helicopter Fly?

The Bottom Line

The altitudes at which aircraft operate should balance efficiency, safety, and engineering. All airplanes must follow the law to avoid unwanted incidents when they fly too low or too high. If you still have any questions about aircraft, don’t hesitate to reach out; we’re all ears!

Ken W Hyde is the founder of The Wright Experience™ . He is passionate about antique airplanes and has restored many of the Wright brothers' planes, including the 1918 Curtiss Jenny and the 1903 Wright Flyer . He is also a pilot and mechanic who has worked for Capital Airlines, Bendix Corporation, and American Airlines.

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How High Do Planes Fly?

[Stock photo: Shutterstock]

You might be surprised to learn that all airplanes aren’t able to fly at every altitude. That’s because airplanes have different designs and capabilities for certain flight profiles and missions. This article will explain some of the nuances that determine how high different airplanes fly. It will also outline the highest altitude that some popular airplanes are designed to fly. Finally, it will lay out the effect altitude has on airplane performance, as well as factors such as weather and passenger comfort that explain why pilots choose to fly at various altitudes.

Pass the Test. Take to the Skies

What is Maximum Altitude?

All airplanes are certified by their manufacturers to fly up to a maximum altitude. This altitude is discovered during the production and flight-testing phase under federal regulations to ensure the airplanes can operate safely in normal operations. Some reasons airplanes are limited to certain altitudes are to protect the airframe, engines, and other critical onboard systems.

What is Cruising Altitude?

The cruising phase of flight begins after an airplane levels off after a climb and remains until it initiates a descent for landing. The cruise phase is the majority of the flight.

Maximum Altitude for Select Aircraft

Generally, the higher an aircraft gets, the less fuel it is required to use, as the air at higher altitudes is less dense, therefore, creating less drag. However, some airplanes are more fuel efficient than others, especially based on the type of engine they have. So some airplanes, such as those with piston engines, can only fly at lower maximum altitudes. Meanwhile, turboprops and turbine engines allow other airplanes to fly higher.

Commercial Airliner (Airbus A380)

The Airbus A380 is a wide-body airliner made by French manufacturer Airbus. It is powered by four turbine engines and was designed to compete with the Boeing 747. The A380 is certified to fly as high as 43,000 feet, according to the manufacturer’s certification.

Twin-Engine Commercial Airliner (Boeing 777)

The Boeing 777 is a wide-body, long range airliner made by U.S. manufacturer Boeing. It is powered by two engines and is the largest twin jet aircraft. The Boeing 777 is certified to fly as high as 43,100 feet, but typically cruises between 35,000-39,000 feet.

Military Jet (F-15 Eagle)

The McDonnell Douglas F-15 Eagle is an American twin-engine fighter designed by defense company McDonnell Douglas with many variants to the design. It is powered by Pratt & Whitney engines that allow the jet to fly as high as 65,000 feet.

Military Reconnaissance (Lockheed U-2)

The Lockheed U-2, also called the “Dragon Lady” because of its high demand on pilots, was made by defense company Lockheed Martin as part of its Skunk Works innovation division. The only comparable aircraft would be Lockheed’s SR-71 Blackbird. The U-2 was designed as a reconnaissance aircraft in the 1950s and had one engine, made by General Electric. The U-2 had a service ceiling of 70,000 feet.

Private Jet (Gulfstream G550)

The Gulfstream G550 is a business jet made by Gulfstream Aerospace, a subsidiary of General Dynamic. It is comparable to Bombardier’s Global 6000 and Dassault Falcon’s 8X business jets in terms of price, range, and operational capabilities. The ultra-long-range airplane has a maximum operating altitude of 51,000 feet.

Single Prop (Cessna 172)

The Cessna 172 by Textron Aviation is a single-engine, piston aircraft, designed primarily as a trainer. It’s also popular for general aviation owners. It is comparable to other light aircraft like the Piper Cherokee, the Diamond DA40, and Cirrus SR20. The service ceiling for the C172 is 13,500 feet.

Single Prop (Piper Cub)

The Piper Cub is a light single-engine aircraft built by Piper Aircraft. It is the company’s most-produced model with more than 20,000 built between 1938 and 1947. Similar aircraft are the Aeronca Champion, Aeronca L-3, American Eagle Eaglet 31, and others. The Piper Cub has a service ceiling of 11,500 feet.

Ultralight (Thunder Gull 2000)

The Thunder Gull 2000 is a cantilevered, ultralight aircraft made by Earthstar Aircraft in California. It is comparable to other ultralights, such as the Kolb Firestar, Aeromarine Merlin, Aero‑Works Aerolite 103, Pterodactyl Ascender, and others. Powered by a single-cylinder, two-stroke engine—The Zanzottera MZ 34—the Thunder Gull 2000’s service ceiling is 14,000 feet.

What Stops Airplanes From Flying Higher?

As explained earlier, the limiting factors for airplanes flying higher are restrictions on the engine and airframe. Temperature cools with altitude, and engines can only sustain negative temperatures to a certain limit before they are unable to operate.

How High Do Helicopters Fly?

Helicopters can also fly at various heights based on their engine capabilities. Turbine-powered helicopters can fly up to 25,000 feet but may hover at lower altitudes. Given the shorter trips that helicopters take, they usually fly much lower, generally at 10,000 feet, where the air is denser and makes it easier to maneuver the flight controls. If a helicopter flies too high, the air becomes less dense, and the rotors have a higher likelihood of being unable to generate or maintain enough lift.

High or Low

The benefits of flying at higher altitudes include flying over bad weather, turbulence, and getting to the destination generally faster. High altitudes are also scenic and offer passengers experiences like no other. Every airplane has its own altitude limitation, usually based on the engine powering it, and pilots have to decide what altitude is best for their mission flexoffers.

In 1977, Alexandr Fedotov of the then USSR, flew a modified military jet, the MIG-25, designated as Foxbat, to 123,523 feet.

Though some capable turbine-powered airplanes are certified to fly higher than Mount Everest’s 29,000 feet, the bad weather around the famous peak as well as search and rescue limitations in the Himalaya Mountains dissuade many pilots from flying over Mount Everest.

Military jets typically fly higher than commercial and business jets travel to avoid traffic and weather. They tend to cruise between 45,000 to 51,000 feet, and have powerful engines that allow them to climb to those altitudes quickly.

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How High Do Airplanes Go?

A common question that many commercial frequent flyers wonder is, “How high do airplanes go?” This is not a bizarre question, and it’s not surprising that many people wonder about this. It is clear that some planes cruise higher than others, though this depends on how far the flight is traveling.

The logistics of flying can be a bit of a mystery to people who are not involved in that world. This is why Sheffield School of Aeronautics is here to give you some insight into how high commercial flights get in the air. Keep reading to learn more about airplanes’ max altitudes as well as the dynamics of cruising altitude.

Sheffield School of Aeronautics is a flight dispatcher school that specializes in teaching aircraft dispatching and offers many online flight dispatcher courses. Have you ever wondered, “How high do airplanes go?” We have put together this guide to inform you about the max altitude for commercial airplanes, and we also discuss why cruising altitude is so important. The next time you take a commercial flight, you might be able to point out the different steps of the ascent, descent, and cruising level.

Max Altitude for Commercial Airplanes

The maximum height that a commercial airplane is allowed to reach when they fly is 42,000 feet, as this is the universally approved maximum altitude. This max altitude for airplanes is known as the “service ceiling.” Most commercial air jets fly at such a high altitude because it is known to optimize efficiency. At higher altitudes, the air is thinner, making it easier for the aircraft to be controlled. Additionally, it is easier to go faster while using less fuel to get the passengers to their destinations in a  timely manner. The factor of time is important for all commercial aircraft so as to not have any changes to their schedules.

What Is Cruising Altitude?

A plane’s cruising altitude is typically very clear to passengers when the plane is in the stages of take-off and touch-down. You might notice that the flight attendants typically won’t begin their drink and snack rounds until well after take-off. This is because they are waiting until the pilot has hit their cruising altitude. Once cruising altitude is hit, the pilots may also turn off the fasten seatbelt sign because it is the safest time to move around the cabin.

The cruising altitude of a commercial airplane depends on the size of the airplane but is generally once the plane hits 30,000 to 40,000 feet in the air. Often, short-haul flights will cruise lower than this because, by the time they have ascended, they will need to almost immediately begin their descent.

More About Sheffield School of Aeronautics

Sheffield School of Aeronautics is an experienced flight dispatcher school that is here to make sure that our students receive the best training possible for their careers. We are here to answer your questions, including “How high do airplanes go?” If you are looking for a flight dispatch course, our classrooms and professors are some of the most cutting-edge available. This translates to ou r airline dispatcher school being ready to ensure that you can accomplish the aeronautics career that you desire. Contact us today to learn more about international flight planning , flight plans for private planes, or becoming an FAA dispatcher.

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VFR and IFR Cruising Altitudes

August 28, 2010 by Geoff McKay 2 Comments

What Flight Level should I cruise at?

Is Fifteen Feet O.K. for my Cruising Altitude? Viper North owner Jeff “Biscuit” Lewis flys his Czechoslovakian designed Aero Vodochody L-29 Delfin jet at 15 feet above the deck. How’s that for a cruising altitude?

Pilots must be aware of VFR and IFR Cruising Altitudes. VFR (Visual Flight Rules) and IFR (Instrument Flight Rules) Cruising Altitudes apply for safe flight operations.

Automobile Analogy Here’s a simple analogy. Car drivers know they have their own side of the road to travel on. There is even a yellow line separating the two sides of the road. Cars on each side of the road must stay on their own side to avoid a collision with oncoming traffic. Similarly, pilots use different cruising altitudes for vertical separation. These “roads” or “airways” in the sky are similar to traffic lanes to separate converging traffic.

Vertical Separation In the air, pilots use vertical separation to help avoid collisions with other oncoming traffic. Pilots fly at different altitudes for different directions of flight. This altitude separation works like traffic lanes to keep aircraft flying in different directions from colliding into each other.

When operating below 18,000 feet MSL

• On a magnetic course of zero degrees through 179 degrees, any odd thousand foot MSL altitude +500 feet (such as 3,500, 5,500, or 7,500)
• On a magnetic course of 180 degrees through 359 degrees, any even thousand foot MSL altitude +500 feet (such as 4,500, 6,500, or 8,500)

When operating above 18,000 feet MSL, maintain the altitude or flight level assigned by ATC.

Hemispherical Cruising Altitudes – VFR and IFR Cruising Altitudes

VFR Cruising Altitudes

VFR Cruising Altitudes VFR Pilots flying on a magnetic course (track) of 0 degrees through 179 degrees should fly any odd thousand foot MSL (Mean Sea Level) altitude plus 500 feet. Example VFR Cruising altitudes would be 3,500 feet, 5,500 feet, 7,500 feet etc.

VFR Pilots flying on a magnetic course (track) of 180 degrees through 359 degrees should fly any even thousand foot MSL altitude plus 500 feet. Example VFR Cruising altitudes would be 4,500 feet, 6,500 feet, 8,500 feet etc.

Vertical Separation These VFR Cruising Altitudes provides a minimum of 1,000 feet clearance or vertical separation from other VFR airplanes heading in opposing directions.

These altitudes are based on your course or ground track, and not necessarily your heading being flown because of variance caused by cross-wind effects.

East is Odd As a memory aid, I always think of people from out east speaking with an ‘Odd’ accent. East directions, from 0 degrees through 179 degrees represented on the right (or east) side of the diagram therefore use ODD 1,000 foot altitudes plus 500 feet. Conversely, the West directions, from 180 degrees through 359 degrees on the left (or west) side of the diagram use EVEN 1,000 foot altitudes plus 500 feet.

Who’s flying at the 1000’s? If the VFR Pilots are cruising at the 1,000’s PLUS 500 feet, who is flying at each of the 1,000 foot levels? The IFR Pilots.

IFR Cruising Altitudes

IFR Cruising Altitudes IFR Pilots flying on a magnetic course (track) of 0 degrees through 179 degrees should fly on an odd thousand foot MSL altitude. Example IFR Cruising altitudes would be 5,000 feet, 7,000 feet, 9,000 feet etc.

IFR Pilots flying on a magnetic course (track) of 180 degrees through 359 degrees should fly on an even thousand foot MSL altitude. Example IFR Cruising altitudes would be 4,000 feet, 6,000 feet, 8,000 feet etc.

Remember, Cruising Altitudes are based on your course or ground track, and the pilot must consider cross-wind variances to their heading being flown.

Vertical Separation These IFR Cruising Altitudes provides a minimum of 1,000 feet clearance or vertical separation from other IFR airplanes heading in opposing directions. In addition, we can see the IFR traffic is separated from the VFR traffic by minimum 500 feet.

See and Avoid Pilots should always be actively scanning for other airplane traffic. The VFR pilot should see and avoid other air traffic. And, it is comforting to know there is a built-in vertical separation for safety based on these established cruising altitudes!

Flight Level (FL) Sometimes altitudes in feet are abbreviated as Flight Levels. A Flight Level is a standard nominal altitude in hundreds of feet. The Flight Level altitudes are calculated from the International standard pressure datum of 1013.25 hPa (29.92 inHg), or the average sea-level pressure.  This may not be the same as the aircraft’s true altitude either above mean sea level or above ground level due to variances in atmospheric conditions (from standard pressure) where the airplane is being flown.

Flight levels are described by a number, which is this nominal altitude (“pressure altitude”) in feet, divided by 100. Therefore an apparent altitude of, for example, 35,000 feet is referred to as “flight level 350”.

Flight levels are usually designated in writing as FLxxx, where xxx is a one-to-three digit number indicating the pressure altitude in units of 100 feet.  For instance, FL200 indicates the pressure altitude of 20,000 feet. The phrase “flight level” makes it clear that this refers to the standardized pressure altitude.

At or Below 3,000 Remember, these VFR and IFR cruising altitudes only apply to pilots operating aircraft at more than 3,000 feet AGL (Above Ground Level). Pilots operating at or below 3,000 feet AGL may fly at other altitudes. Also, these cruising altitudes do not apply when the airplane is turning or manoeuvring while practicing flight manoeuvres such as stalls, steep turns, and other activities.

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November 5, 2011 at 11:54 pm

Where are these cruising altitudes based on flight tracks for VFR and IFR mentioned in the AIM or CARSs. In these documents they that these rules exist above 3000 AGL. Even the From The Ground Up mentions these cruising altitudes.

November 9, 2011 at 10:12 am

Canadian Aviation Regulations (CARS) Part VI: General Operating and Flight Rules: Subpart 2: Division 1: Section 602.34

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How High Do Planes Fly? Accurate In-depth Guide

February 8, 2021

We have all gazed up to the sky and seen long contrails from jets way up in the blue and wondered how high they are above us.

These jets are mostly commercial airliners crisscrossing the skies, transporting millions of people around the world. They seem so far away, and they are. They are miles above Earth, but just how far exactly?

I have been an airline pilot for the last 5 years, and flying for 10 years, accumulating over 3500 hours in a variety of aircraft from fast jets to slow, small prop planes. As a pilot many of my family and friends are interested and curious about flying and what happens up front in the cockpit.

One of the most common questions is, “how high can you fly?”

And that’s exactly the question that I’ll answer in depth in the following sections. You will learn how high airplanes fly, why do they need to fly that high, and many other details and some stories from my adventures in the sky.

Keep reading!

How High Do Planes Fly?

1. efficiency, 3. fast high-level winds., what is cruising altitude, can some jets fly even higher, what happens if a plane flies too high why can’t an airplane just fly into space, what is the highest-flying plane in history, popular planes maximum cruising altitudes, how to find an aircraft’s altitude.

Commercial planes will typically fly at an altitude between 30,000 and 41,000 feet (9 and 12 km). Short flights on regional aircraft will not go as high because there is not enough time to climb up. The shortest commercial jet flights may only go up to 6,000 feet or just one mile (1.8 km) up in the air.

Frequent travelers have likely heard a captain make one of their mumbled announcements including the cruising altitude. “Folks, welcome aboard flight 989, service to Los Angeles. We are expecting a smooth ride today, we’ll be cruising at 36,000 feet . We’re glad you’re joining us on Travel air.” I do try my best not to mumble my announcements. I’m working hard to break that stereotype one announcement at a time.

You may see and hear small propeller drive aircraft fly overhead. They may be as low as 1,000 feet above you. Helicopters that typically fly below 5,000 feet, and are allowed to go lower most places as they can land on buildings and in tight spaces.

How high a plane is flying is called its altitude . When pilots refer to the altitude they mean how far above sea level an airplane is flying. It is standardized for all aircraft that way everyone is flying according to the same standard and system. Having the same standard system is important especially when airplanes are flying closer together during takeoffs and landings near airports.

Why Do Planes Fly So High?

Most commercial airplanes fly between 30,000 to 41,000 feet. The views from miles in the air are impressive, and it is one of my favorite parts about flying, but there are five main reasons airplanes fly so high: better efficiency, higher speed, to take advantage of high level winds, avoiding weather, and increased range. Let’s see what all of these mean:

Fuel is the largest cost to an airline, accounting for over half of an airline’s expense sheet. Everything in aircraft design and operations is for safety and efficiency.

The biggest difference in flying high is air density. Closer to the earth air is thicker. As altitude increases, there is less and less air. This is also the reason airplanes are pressurized, otherwise, there would not be sufficient air for everyone to breathe.

Airplanes rely on air to create lift over the wings holding the airplane up, but this air also creates drag. Imagine sticking your hand out of the window of your car on the highway. You can feel your hand push up against the air, the faster you drive the higher the resistance.

Thinner air means less resistance so there is less holding you back. For airplanes, this means the engines don’t have to work as hard, saving fuel up higher.

Planes can fly faster at higher altitudes. Also because of the thinner air. At high altitudes, airplanes have to fly faster just to get enough air over the wings to create lift. This is ideal because we want to fly faster anyway, and it creates an efficient operation.

Once again the thinner air provides less resistance allowing the engine to work less to maintain a high speed compared to the thicker air at lower altitudes.

The jetstream exists between 5 and 9 miles up. Even if it is a calm day on the surface the winds above can be over 100 miles per hour. This is like a free boost for airplanes.

The fastest wind I have ever encountered was 164mph. Some of my friends have hit 200+mph over the Atlantic Ocean.

Imagine paddling a canoe in a lake versus a fast-moving river. For the same amount of work, the canoe in the river will be moving much faster because it gets to use the stream of the current in addition to the power from the paddle.

This also hurts performance when flying into the wind, however, it is still beneficial to fly at high altitudes despite a strong headwind.

Those big, billowing clouds that turn into thunderstorms are dangerous to fly through and around. Pilots have to maneuver airplanes away from these. They can go up to an altitude of over 45,000 feet. For smaller, propeller aircraft they usually don’t have an option of going above. They must go around the weather which adds time and expense to the flight.

Once at our cruising altitude I spend a lot of time using the onboard weather radar and coordinating with our dispatcher about upcoming weather to make adjustments early to save time and money. The autopilot can do a lot, but it is up to us pilots to make decisions about avoiding weather and turbulence .

This one is pretty straight-forward. If the plane burns less fuel flying higher up, and it flies faster. Then, it will be able to fly a longer distance. A jet would not be able to cross the Atlantic Ocean if it cruised at only 2,000 feet. High altitude flight has enabled the super long flights we are used to today.

So on nearly all accounts, airplanes like to fly high and fast, it is efficient, smoother, and faster.

In that announcement from the captain, they mentioned the cruising altitude would be 36,000 feet. Cruising? Are there different types of altitudes?

Cruising altitude refers to the planned altitude for the primary duration of flight when the aircraft is at its maximum altitude en route to the destination. After an aircraft takes off it begins to accelerate more and climb up all the way to cruise altitude. Usually the cruising altitude of most commercial airplanes is around 35000 feet, but it can vary between 30000 and 41000 feet as we saw earlier.

This altitude has been carefully planned for the flight by airline dispatchers. They use advanced technology that accounts for wind, distance, weather, the specific airplane performance, and traffic to choose the most efficient cruising altitude.

Pilots may elect to change altitudes because of weather, better wind speed, or if it becomes turbulent. Sometimes changing altitude by just one thousand feet can be the difference between bumpy and smooth.

We have established that most commercial airliners will fly between 30,000 and 41,000 feet. This is the altitude range I have spent most of my hours. On our cockpit displays I can see all the other airplane traffic and their altitudes. Even when we are flying high at 37,000 feet I will still see jets soaring way above us.

Business jets, like Gulfstreams, Dassault Falcons, and Cessna Citations are capable of flying even higher. They regularly have cruising altitudes of 41,000 to 51,000 feet. They can do this because they carry less weight in passengers, and have longer wingspans.

Flying that high is a major advantage. They are above the congested airspace where all the commercial aircraft air. This means more direct routing, often smoother air above the weather, and even more fuel efficiency. But tThere are challenges associated with flying that high up though.

You may be wondering if it is efficient to fly so high up, why not just fly all airplanes as high as they can go? As I’m cruising along at 35,000 feet I wish I could just keep climbing all the way up to space, and pretend I’m an astronaut … but the plane can’t do that.

There is a limit for every aircraft’s altitude capability. It is called the aircraft’s service ceiling. It is based on that airplane’s performance, the weather, and how heavy it is loaded.

On long flights, it is common for an aircraft to start at a lower altitude, and then climb as it burns off fuel, becoming lighter. This is called a step-climb.

The limiting factor for how high airplanes fly is the thin air high up. At very high altitudes there simply is not enough air to sustain lift, and an aircraft would stall, meaning it no longer can produce enough lift to hold the airplane up. This is a dangerous situation to get into, and requires us to be extremely vigilant when flying at high altitudes.

Rockets launch into space by burning a ridiculous amount of fuel and can escape the atmosphere, but airplanes will always be limited by air. The wings need lift and as altitude increases air eventually decreases to nothing.

Because the air is so thin, high up oxygen becomes more important. If a rapid depressurization were to occur there is so little oxygen at high altitudes that without immediately putting on an oxygen mask, we would pass out.

Above 40,000 feet you see in the following table how important it is to immediately have the ability to receive oxygen. We are trained for this procedure. We have special masks in the cockpit that can be donned in under three seconds, and we practice this every year in the simulators.

It is so important that above 41,000 feet one pilot is always required to have their oxygen mask on. In addition, anytime my other pilot leaves the cockpit for a bathroom break I must put on my oxygen mask until they return.

A well-known accident in aviation history involved the professional golfer Payne Stewart. They were flying a Learjet at an altitude of 45,000 feet. The airplane lost pressurization and for some reason, no one was able to get to oxygen. According to the chart, they would have had only 9 seconds or less if it was an explosive decompression.

F-16’s intercepted the jet since it was unresponsive and the F-16 pilots noted the windows were fogged up with condensation indicating a rapid depressurization. Everyone onboard was incapacitated, and a few hours later the airplane ran out of gas and crashed into South Dakota…

Ever since man figured out flying, there has been a competition for who can fly the highest and the fastest. Disregarding flight that is rocket-powered or launched from another airplane, like the X-15 rocket plane, the highest operating aircraft was the SR-71 Blackbird reaching 85,000 feet.

The SR-71 was a long-range, high-speed reconnaissance aircraft. It could cruise at 85,000 feet at speeds over Mach 3.0. This allowed it to use its high-powered cameras to spy on enemy targets while being too high and too fast to be shot down.

While it is reported that the maximum altitude is 85,000 feet there is a lot of secrecy surrounding this aircraft, and some sources say it can climb to over 100,000 feet!

At those altitudes, the pilots need to wear astronaut-like suits because the atmosphere is so hostile and thin their blood would boil without protection. They can see the curvature of the earth!

The SR-71 had its last flight in 1999. Since then the highest-flying plane is another reconnaissance jet. The U-2. It is capable of altitudes around 70,000 feet. Despite being designed in 1955, there are still 30 of these aircraft operational.

The need for high flying aircraft became less as satellite technology increased. High powered cameras on satellites have largely taken the role that aircraft during the Cold War used to provide.

These are maximum altitudes for these jets. These numbers can be replicated only when certain weather conditions and aircraft performance parameters are met.

For most jets it is not uncommon to go to the service ceiling, however, it is more likely to cruise a few thousand feet below this. It is difficult to get an airplane to climb up to their absolute limits. It is usually more advisable and safer to cruise below the maximum altitude.

There are a couple of ways to see the altitude of aircraft. A website called FlightRadar24 tracks airplanes all over the world. If you see an airplane flying overhead, you can open the app, see your location, and see the airplane displayed above you. If you select it you will get information on its route, the type of plane, its speed, and altitude.

Flightaware also has flight information. Before a flight, you can see the filed flight plan and cruising altitude for any commercial flight.

Airlines that have seatback entertainment often have a flight tracker display. It will list the aircraft’s speed, altitude, and some other fun facts about the flight.

Another option is coming up front and asking the pilots before or after the flight. We, as pilots, are always happy to share some of our passion for flying. None of this information is secret, sometimes I have people ask if it is classified. It is all public information and we are happy to tell you!

Take note the next time you hop on a plane. Have a listen to the announcement, or look at a flight tracker. You can see how high you are flying and enjoy seeing cars looking like tiny little dots below you knowing that every part of the flight has been carefully crafted to ensure safety and efficiency.

About the author

Airline Pilot & Flight Instructor - Aviation Professional

Phil McCain is an experienced U.S. airline pilot. He has accumulated over 3500 hours of flight time across the United States, Canada, and Mexico. He is also a flight instructor, industry expert, and passionate traveler. He currently lives in Detroit, Michigan. Outside of the cockpit, Phil loves to read, cook, run, and explore the world around him.

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Cruise climb.

An aeroplane cruising technique resulting in a net increase in altitude as the aeroplane mass decreases.

Source: ICAO Doc 4444 PANS-ATM

Description

Cruise climb is the most fuel efficient cruising technique. It allows the aircraft to constantly operate at its optimal performance. 

As fuel is burnt, the aircraft gradually becomes lighter. Therefore, less lift is required to balance the weight. This means that either speed will increase, or altitude will increase, or thrust will be reduced. Increasing the speed will also increase drag, hence fuel consumption. Reducing thrust means the engine would run in a sub-optimal mode. Increasing the altitude, on the other hand, will keep the engine setting and reduce drag due to air density reduction.

The downside of cruise climb is that it is often incompatible with ATS procedures and traffic demand. In busier airspaces (e.g. Europe, USA, etc.) traffic levels are such that clearing a flight to perform a cruise climb will deny several others the opportunity to fly at or near their optimal levels.

Another issue with clearing an aircraft to perform a cruise climb is that the vertical speed is much lower than the usual 1000-2000 feet per minute. This results in a situation where the aircraft has vacated a level (i.e. is 300 feet away from it) but it is still not available for use by another aircraft. Therefore, ICAO explicitly states in Doc 4444 that if the higher aircraft (A) is performing a cruise climb, the controller cannot clear another aircraft (B) to the level that has just been vacated by A.

The third consideration when clearing a cruise climb is whether the aircraft can reach its final level before the end of the sector. In busier airspace, the time spent in a sector is usually in the range between 5 and 20 minutes. This obviously precludes large vertical movements at a slow rate of climb. If the cruise climb procedure is to be used, its application needs to be specified in local instructions or letters of agreement between neighbouring ATS units.

In practice, cruise climb was used by the Concorde  for the transatlantic portion of the flight. This was justified because the aircraft flew above most of the other traffic (the cruise climb was normally between FL 450 and FL 600).

Aircraft authorized to employ cruise climb techniques are cleared to operate between two levels or above a level.

The controller would issue the clearance using the phrases: "CRUISE CLIMB BETWEEN (levels)"  or "CRUISE CLIMB ABOVE (level)"

In the flight plan message , the commencement of cruise climb is specified in field 15 (route) by the symbol "C/", location, speed and levels. For example, "C/48N050W/M082F290F350" means "cruise climb starting at 48 degrees North, 50 degrees West, at Mach 0.82 between FL290 and FL350" . If the climb is planned to be above a certain level (instead of between two levels), this is specified by using the "PLUS" string instead of the second level. 

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Some airline issues get you a refund, some don't. How it works | Cruising Altitude

John Schrier was traveling home to New York from Taipei, Taiwan, last month and said the flight was interminably boring.

“As we boarded, you could see that about half of the screens had a black screen,” he told me. “Half of us were not able to watch an entertainment system.” 

Schrier said he reached out to the Taiwanese airline EVA Air on multiple platforms, including on social media during the flight, but initially had no luck hearing back or getting reimbursed for the inconvenience of a transpacific flight with no inflight entertainment.

Unfortunately for Schrier, it’s unlikely any compensation will be coming. Airlines have conditions attached to every ticket, known as contracts of carriage, that outline their minimum obligations to passengers. Contracts of carriage, coupled with rules from regulators like the Department of Transportation, give passengers their basic rights when flying – but seatback screens are not usually considered mandatory equipment, even if they’re advertised as an available amenity.

Nevertheless, the Transportation Department recently announced new rules that give consumers increased protections when other kinds of things go wrong, so here’s what you need to know about what is and isn’t a reimbursable offense by an airline these days.

What is an airline contract of carriage?

Airline contracts of carriage are the terms and conditions that passengers agree to when they fly. Travelers automatically sign on when they purchase their tickets, even if they don’t have to formally sign a document. The contracts typically outline an airline’s commitments for transportation, as well as what happens if your flight is delayed or canceled and other fine print related to your itinerary.

“Some airlines have a customer bill of rights to basically simplify the airline contract of carriage, but essentially it’s what’s allowed, what’s not allowed, but everybody has a little bit different verbiage,” Loulu Lima, founder of the Texas-based travel agency Book Here Give Here, told me. 

If you want to comb through the fine print, airlines make their contracts of carriage available on their websites. EVA’s contract , which covered Schrier’s trip, includes terms and conditions on how tickets can be used and (not) transferred, how stopovers work, what kinds of delays or cancellations make a passenger eligible for a refund and other assorted policies.

“It’s going to depend on the airline. An American airline is going to have a different set of rules than an Asian one,” Lima said. “The rules are really written based on the country of the corporate office."

Here are the contracts of carriage for each of the major U.S. airlines, if you want to take a look: 

• American Airlines
• United Airlines
• Delta Air Lines
• Southwest Airlines

Can passengers get a refund for broken inflight entertainment?

Usually not. 

“If you have status, you might get some loyalty points out of it, but other than maybe going on social media and making a big stink about it you’re probably not going to get anything,” Lima said.

Some airlines are also more accommodating than others and may voluntarily give passengers credits when something like that goes wrong. A few years ago, I was flying on Delta, and my seatback screen was broken, and I was given about 2,500 SkyMiles as a goodwill gesture. 

Schrier said EVA eventually offered him about $100 in compensation.

Last week's Cruising Altitude: Another Boeing plane issue? Don't fall for the headlines.

New Department of Transportation rule increases traveler protections

Though inflight entertainment isn’t typically considered crucial equipment by an airline, which means it’s safe to travel even if those seatback screens aren’t working, the Transportation Department recently announced new rules that help guarantee protections and refunds for other kinds of problems in the air. 

Part of the change mean: 

• Airlines will have to automatically issue refunds within 20 days if a passenger’s flight is canceled or significantly delayed (over three hours) and they choose not to travel on alternative flights offered.
• If a traveler pays a checked bag fee and their bag is significantly delayed, they’ll be entitled to a refund of the fee. 
• If a traveler pays in advance for an ancillary service like an extra legroom seat or Wi-Fi and then does not have access to that amenity on the flight, they will have to receive a refund for those charges.

The refund policies were also coupled with another new rule that requires more upfront, clear-cut disclosure of airline fees.

“A lot of what we hear from passengers involves refunds – or the lack thereof – for passengers who experience cancellations and disruptions.” Transportation Secretary Pete Buttigieg said in a statement announcing the new rules. “Infrequent fliers are especially vulnerable, since they may not know that we are here for them, and are often not told about their right to a refund, and too often instead offered compensation in form of a voucher or miles whose value amounts to pennies on the dollar of what they are actually owed. Or they enter the vortex of call centers and chatbots, sometimes giving up before they get their money back.”

Schrier, for example, said he had a lot of trouble getting through to EVA to file his complaint. 

It’s definitely frustrating for travelers who are on a long flight without functioning entertainment. I’m usually totally dependent on the seatback screen for my distractions while flying. But if the alternative is for a flight to get significantly delayed or canceled while technicians fix the operating system, I think I’d rather just get going. 

Zach Wichter is a travel reporter for USA TODAY based in New York. You can reach him at [email protected].