How to Fly a Plane From Take Off to Landing (Plus, Training Requirements)

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Learn about taking control of basic aircraft functions
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If you're looking to fly a plane legally and safely, you'll need to sign up for training and get your pilot's license. If you're just curious about how to fly an airplane, keep reading for an overview of the process, from taking off and managing the flight to landing , even in an emergency. These basics, along with expert tips from pilot Javier Diaz and pilot & flight instructor Lewis Dixon, will help get you familiar with what a pilot does, along with the steps you need to take to get certified and become a pilot.

How to Pilot an Airplane

To fly a plane, you must attend flight school or receive lessons from a qualified instructor. After inspecting the plane completely, get permission to take off before lining up the artificial horizon and setting the cruising speed. Get clearance and reduce the airspeed at the right angle for descent and landing.

Section 1 of 6:

Get Familiar with Flight Deck Controls

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  1. Before taking off, it's important to perform a walk-around examination called a "pre-flight." The preflight inspection is based on the manufacturer’s specifications. Diaz notes that a pre-flight “includes a full walk-around inspection of all components of the aircraft as specified in the pilot’s operating handbook.” [1] Your instructor should provide you with a highly useful operating checklist for the specific plane; this checklist will tell you exactly what to do in each phase of flight. The basics of pre-flight are as follows: [2]
    • Check control surfaces . Remove any control locks and make sure your ailerons, flaps, and rudder are moving freely and smoothly.
    • Visually check your fuel tanks and oil . Make sure they're filled to the specified levels. To check the fuel level, you'll need a clean fuel measuring rod. To check oil, there's a dipstick in the engine compartment.
    • Check for fuel contaminants . This is done by draining a small amount of fuel into a special glass container tool, and looking for water or dirt in the fuel.
    • Fill out a weight and balance sheet to help ensure that you are not flying outside the capabilities of your airplane.
    • Look for nicks, dings, and any other type of body damage . These small imperfections might inhibit your aircraft's flying ability, especially if the propeller is compromised. Always check propellers before an engine starts. Use caution around airplane propellers —if there are electrical issues with the plane, the propeller could turn over unexpectedly, causing severe injury.
    • Check emergency supplies . It’s important to always prepare for the worst-case scenario. Make sure there is a supply of food, water, and first aid items. Ensure that you have an operating radio, flashlight, and batteries. A weapon may be needed along with standard repair parts for the plane.

    Meet the wikiHow Experts

    Javier Diaz is a stunt Pilot with over 20 years of flying experience in both helicopters and small planes. He specializes in helicopter charters, tours, flight training, and aerial film production.

    Lewis Dixon is a pilot, flight instructor, and aviation content creator with over 10 years of experience. Lewis has been sharing flight training, flying tips, advice, and more online @LewDixAviation since 2015.

  2. When you take your seat in the cockpit, all of the systems and gauges will look complicated, but they'll look simpler once you become familiar with what they do. The flight control looks similar to a modified steering wheel. [3]
    • This control, more commonly called the yoke , works like a steering wheel in a car. It controls the pitch of the nose (up or down) and banking of the wings. Get a feel for the yoke. Push to go down, pull to go up, and use left and right to roll, unsurprisingly, left and right. Don't use too much force when flying—It doesn't take much to control the plane.
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  3. They are usually located between the two seats in the cockpit. The throttle is black, and the mixture knob is red. In general aviation, they are usually just push/pull knobs. [4]
    • Thrust is controlled by the throttle, and the mixture knob adjusts the fuel-to-air ratio (either lean or rich in gas).
  4. On most aircraft, there are 6 primary flight instruments located along 2 horizontal rows. These indicators are often referred to as the 6 pack and show, among other things, altitude, attitude (orientation of the aircraft relative to Earth's horizon), compass heading, and speed—both forward and up or down (rate of climb). [5]
    • Top left: The " Airspeed Indicator " shows aircraft airspeed, usually in knots. (A knot is one nautical mile per hour—about 1.15 MPH or 1.85km/h). [6]
    • Top center: The " Artificial Horizon " shows the aircraft's attitude, which indicates whether the plane is climbing or descending and how it is banking (left or right).
    • Top right: The " Altimeter " shows the height (altitude) of the aircraft, in feet MSL—feet above mean, or average, sea level. [7]
    • Lower left: The " Turn and Bank Indicator " is a dual instrument that tells how fast you are changing the compass heading (rate of turn) and also whether you are in coordinated flight. This is also called the "Turn and Slip Indicator" or "Needle Ball."
    • Lower center: The " Heading Indicator " which shows your aircraft's current compass heading. This instrument should be calibrated (usually every 15 minutes). To calibrate, adjust the instrument to agree with the compass. This is done on the ground or, if in flight, only in straight and level flight.
    • Lower right: The " Vertical Speed Indicator,” which tells how fast you are climbing or descending in feet per minute. Zero means that you are maintaining altitude and are neither climbing nor descending. [8]
  5. Many small planes have fixed gear, in which case you will not have a landing gear control knob. For airplanes that do have a landing gear control, the location varies, but it usually has a white rubber handle. You will be using this after you take off and before you land and taxi the plane. It may deploy any non-fixed landing gear—wheels, skis, skids, or floats beneath. [9]
  6. These are a set of pedals at your feet used to control the rudder, which is attached to the vertical stabilizer. When you want to make minor adjustments to go left or right on the ‘’vertical’’ axis, use the rudder pedals. The rudder controls the yawing aspect of turning the aircraft. Turning on the ground is also controlled by the rudder pedals and/or the brakes, not by the yoke. [10]
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Section 2 of 6:

Taking Off When Flying an Airplane

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  1. Get permission to take off . If you are at a controlled airport, you must contact Ground Control before taxiing. They will give you further information as well as a transponder code, commonly called a "squawk code." Be sure to write this down, as this information must be repeated to Ground Control before you are given clearance for takeoff. Once given clearance, proceed to the runway as directed by Ground Control, making sure to never cross any runway unless you are cleared to do so. [11]
    • Your permission to take off must be granted to enable the control tower to keep track of your progress.
  2. Extend the flaps to the takeoff setting during the taxi phase, usually just before or while taxiing away from the gate. You can also perform a flaps test during pushback, when first backing up the plane from the parking position during takeoff. 10 degrees of flaps are usually used to help increase lift, but the specific flap setting for takeoff is determined by runway length, aircraft weight, and weather conditions; longer runways typically require lower flap settings. [12]
    • Check your aircraft manual, though—some aircraft do not use flaps for takeoff.
  3. Before you reach the runway, stop at the run-up area. You'll have to perform the engine run-up procedure here. This helps ensure that your aircraft is ready to fly safely. [13]
    • Ask your instructor to show you this procedure.
  4. Push the fuel mixture knob completely in and advance the throttle slowly. This will increase the engine RPMs (revolutions per minute), generating thrust, and the airplane will start to move. Note that the plane will want to go left when you do this, so add proper rudder to stay on the runway centerline. [14]
    • If there's a crosswind, you will need to turn the yoke carefully into the wind. As you pick up speed, slowly decrease this correction.
    • You'll need to control the yaw (twisting on a vertical axis) with the rudder pedals. If the plane starts twisting, use the foot pedals to control it.
  5. In order to take off into the air, the plane needs to achieve a certain speed to create enough lift. The throttle should be full on in most aircraft, though some will have a maximum setting to reduce over-torquing. You will gradually build enough airspeed to become airborne (usually around 60 knots for small planes). The airspeed indicator will tell you when you have reached this speed. [15]
    • When the plane gets enough lift, you’ll notice the nose lifting off the ground a bit. Pull gently back on the flight control, being sure to maintain the proper climb rate for the particular aircraft.
    • “The four basic flight maneuvers in all of aviation, which are regularly used and demonstrated in flight, are straight and level, turning, climbing, and descending,” notes Diaz. [16]
  6. When at a safe height above the ground and you have a positive rate of climb as indicated by the VSI (Vertical Speed Indicator), return the flaps and landing gear to neutral position. This will reduce drag and extend the safe flying time and distance. [17]
    • Remember to maintain climb speed and use the rudder pedals to counteract the natural way airplanes pull to the left due to aerodynamic forces. During takeoff, the right rudder can keep the aircraft tracking straight down the runway centerline. [18]
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Section 3 of 6:

Managing the Flight While in the Air

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  1. This will keep the plane level. If you fall below the artificial horizon, pull back to raise the nose of the airplane, lifting it. Again, be gentle—it doesn't need much. [19]
    • The best way to keep the plane at the right altitude is to make sure you constantly scan the attitude indicator and the altimeter, as well as the rest of the 6-pack. Get in the habit of scanning so that you don't fixate on any single instrument for an extended time.
  2. If you have a wheel in front of you (the yoke), turn it. If it’s a stick, move it to the left or right to turn. Stay in coordinated flight by using the needle ball (turn coordinator). This gauge depicts a little airplane with a level line and a black ball along it. Keep the black ball in the center by adjusting the rudder so your turns feel smooth (coordinated). [20]
    • A useful learning aid is to use the phrase “step on the ball” to know which rudder pedal to step on when coordinating a turn.
    • The ailerons "control" the bank angle and work in conjunction with the rudder. When turning, coordinate the rudder and ailerons by keeping the turn and bank instrument ball centered, while remembering to keep an eye on your altitude and air speed by scanning the six pack.
      • Note: When the yoke is turned to the left, the left aileron goes up, and the right goes down; when turning right, the right aileron goes up and the left aileron goes down. Do not worry too much about the mechanics of aerodynamics at this point; just try to become familiar with the basic concepts.
  3. Every airplane has an engine power setting optimized for the cruise phase of flight. Once you've reached your desired altitude, this power should be set to around 75%. Trim the aircraft for straight and level flight. You will feel the controls become smoother as you trim the plane. You'll also find on some aircraft that this power setting is in the torque-free zone, where no rudder input is required to maintain straight-line flight. [21]
    • At maximum power, you may find that the nose drifts laterally due to the engine torque and requires an opposite rudder correction. Similarly, you may find that the opposite rudder input is required at the flight idle power setting.
    • To keep the plane steady, it's necessary to maintain sufficient airflow and speed. Flying too slowly or at overly steep angles can cause the plane to lose airflow and stall. This is most dangerous during takeoff and landing, but it's also important to keep the plane at the appropriate speed during flight.
    • Just as you would wear out your car engine if you drove with your foot planted to the floor, you'll do the same to the plane's engine. Only increase power to maintain airspeed in a climb and reduce power to descend without accelerating.
  4. If (and when) you experience extreme turbulence, it is critical not to over-correct. Sudden, large changes in the control surface orientations can push the aircraft past its structural limits, causing damage to the plane and, potentially, compromising its ability to continue flying. [22]
    • Another issue is carburetor icing. There is a small knob labelled "carb heat". Apply carb heat for short periods, about every 10 minutes or so, especially at the high relative humidity levels that encourage icing. Note that this only applies to planes with a carburetor.
    • Don't zone out—you still need to be scanning for other aircraft and keeping an eye on the 6 pack.
  5. Once you get a constant cruising speed, you can set the controls and lock them, so the plane will remain at a constant power, and you can focus on keeping it level. At this stage, reduce the power on the throttle to about 75% of where it was set. When flying a single-engine Cessna , this should be somewhere around 2400 RPM. [23]
  6. 6
    Set the trim next. The trim is a small surface on the edge of the elevator. It can be moved from within the cockpit. Setting it correctly will prevent the plane from climbing or descending while in cruise flight. [24]
    • There are different kinds of trim systems. Some consist of a wheel, lever, or crank that pulls a cable or rod attached to a trim surface bell-crank. Another is a jackscrew and rod. And yet others are an electrical system (which is the easiest to use). The trim setting on each plane has a corresponding speed that the aircraft will seek and hold. It varies by weight, plane design, center of gravity, and carrying weight (cargo plus passengers).
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Section 4 of 6:

How to Land the Plane Safely

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  1. Get clearance to land using the communication radio. An essential part of flight is staying in touch with ATC (Air Traffic Control), Approach Control, or Tower, during approach and landing procedures. You can find the correct frequencies on your sectional chart. [25]
    • When changing frequencies on the communication radio, it is courteous to listen for the better part of a minute to make sure no stations are in the middle of an exchange. Only when you are sure there are no "conversations" going on should you make your initial broadcast. This helps to avoid the "stepped on" situation, which occurs when multiple stations are broadcasting on the same frequency at the same time.
  2. To do this, reduce power and lower the flaps to the appropriate level. Do not deploy flaps at excessively high speeds (only when airspeed is within the white arch on the airspeed instrument). Stabilize the airspeed and rate of descent by applying back pressure on the control wheel. Knowing if you're right just takes practice. [26]
  3. This is controlled by a mixture of throttle and yoke. Once you've found a runway, you need to have the combination exactly right to land. When it comes to flying an airplane, this is the hardest part. [28]
    • A general rule is that the best approach speed is 1.3 multiplied by the stalling speed of the aircraft. This should be indicated on the ASI. However, always take into account wind speed, too.
  4. The runway numbers are there to tell the pilot whether they’re going to overshoot or land short. Lower the nose, while keeping the numbers right on your horizon. [29]
    • If the numbers start to disappear under the aircraft's nose, you are landing long.
    • If the numbers distance themselves from the aircraft's nose, you are landing short.
    • As you get closer to the ground, you will experience the "ground effect." This will be explained by your instructor in detail, but basically, the ground effect causes the plane to float a bit because of reduced drag near the ground. [30]
  5. Raise the nose slowly by pulling back on the yoke until the two main wheels touch down. Continue holding the nose wheel off the ground; it will settle to the ground by itself. Once the nose wheel has touched down, you can apply brakes to slow for exiting the runway. Exit as soon as possible on the off-ramp specified by the tower. Never stop on a runway. https://pilotworkshop.com/tips/final_approach_speed/
  6. 6
    Use the ABCD method when landing a plane in an emergency . For small aircraft like Cessnas, Dixon teaches his aviation students the following method:
    • A – Airspeed: Get to your best glide speed.
    • B – Best place to land: Look for a safe area like an open field or an airport.
    • C – Checklist: Do a quick troubleshooting checklist from memory that includes checking mixture, fuel selector, primer, and magnetos. Attempt to restart the engine.
    • D – Declare: Declare an emergency. Set your transponder to 7700 and contact ATC. If you’re not on a frequency, switch to 121.5 and call “Mayday.”
    • Then put all your focus into landing safely. [31]
    • Keep in mind that an unlicensed person should only take control of an aircraft in an emergency; taking control in any other situation could lead to a fine or even a prison sentence.
    EXPERT TIP

    Javier Diaz

    Entrepreneur & Stunt Helicopter Pilot
    Javier Diaz is an Entrepreneur & Stunt Pilot, and owner of Wings Air Helicopters LLC. With over 20 years of flying experience in both helicopters and small planes, his company specializes in helicopter charters, tours, flight training, and aerial film production. He earned his BS from the United States Merchant Marine Academy and is a member of the Screen Actors Guild (SAG). As a Stunt Pilot, Javier has many major film credits, including several blockbuster films.
    Javier Diaz
    Entrepreneur & Stunt Helicopter Pilot

    Every emergency landing situation is unique. The landing procedure depends on the type of emergency that you’re experiencing. However, with all emergencies, your goal is to get the aircraft on the ground safely, avoiding harm to its occupants or persons or property on the surface.

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Section 5 of 6:

Training & Certification Requirements When Becoming a Pilot

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  1. 1
    Look for flight schools and instructors in your area for training. You can often find them at airports, or look into college programs that offer flying lessons as part of an aviation course. Go for an introductory flight lesson with a local instructor to start to see whether you really want to learn how to fly (and if you’re interested in becoming an airline pilot ). [32]
    • Getting flying training in the military is possible, but keep in mind that it can be both competitive and demanding.
    • A minimum of 1,500 hours of training is required to receive your Airline Transport Pilot (ATP) certificate to fly for a commercial airline.
  2. 2
    Get certified by first passing a written exam and a check ride. The written test includes questions about aspects of aviation, like aerodynamics, meteorology, navigation, and regulations. You’ll also need to complete a check ride after the written test; a check ride is a flight test that is conducted by a Federal Aviation Administration examiner that includes an oral exam and a practical flight test. [33]
  3. 3
    Take a solo flight to complete your certification. To take your first solo flight, you’ll need to get an aviation medical certificate from an approved examiner. You can find a list of approved aviation medical examiners here . Once you pass, you’re eligible to receive the following certifications: [34]
    • Private Pilot Certificate (PPC): This certificate allows you to fly for personal reasons.
    • Instrument Rating: This allows a pilot to fly under instrument flight rules (IFR), which means they can operate an aircraft solely by reference to instruments.
    • Commercial Pilot Certificate: This certificate allows you to pilot a plane professionally . [35]
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Section 6 of 6:

Additional Resources

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  • Question
    What age can I start learning to pilot a plane?
    Danoyachtcapt
    Top Answerer
    In the US, you can get your student pilot's certificate and solo at 16, but your instructor may let you start learning sooner. Ask an instructor at your local airport.
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  • Question
    Is it a must to have 20/20 eye vision to fly a plane?
    Danoyachtcapt
    Top Answerer
    You don't have to have natural 20/20 vision, as long as you can correct it to 20/20 with glasses or contacts.
    Thanks! We're glad this was helpful.
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  • Question
    How long does it take for one to complete the course of pilot?
    Danoyachtcapt
    Top Answerer
    The average student requires about 50 hours to complete the course. You should fly as often as you can so you don't forget required details. If you flew 10 to 12 hours a month, it would take about four to five months to complete pilot training.
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      Expert Interview

      If you’d like to learn more about flying an airplane, check out our in-depth interview with Javier Diaz .

      References

      1. ↑ Javier Diaz. Pilot. Expert Interview
      2. ↑ https://www.experimentalaircraft.info/flight-planning/aircraft-preflight.php
      3. ↑ https://www.skybrary.aero/index.php/Throttle_Lever
      4. ↑ https://www.skybrary.aero/index.php/Throttle_Lever
      5. ↑ https://skybrary.aero/articles/standby-flight-instruments
      6. ↑ https://www.grc.nasa.gov/WWW/K-12/WindTunnel/Activities/knots_vs_mph.html
      7. ↑ https://www.skybrary.aero/index.php/Altimeter
      8. ↑ https://www.skybrary.aero/index.php/Vertical_Speed_Indicator
      9. ↑ https://skybrary.aero/articles/landing-gear
      1. ↑ https://skybrary.aero/sites/default/files/bookshelf/921.pdf
      2. ↑ https://youtu.be/H4skJviQlMo?t=59
      3. ↑ https://www.boldmethod.com/learn-to-fly/maneuvers/short-field-takeoff-how-to-fly-it/
      4. ↑ https://www.oharenoise.org/sitemedia/documents/noise_mitigation/FlyQuietCommittee/Ground+Run-Up+Procedures+Manual+2015.11.10.pdf
      5. ↑ https://youtu.be/RlyY69h-JOE?si=XUdzqwMWARTSUEQL&t=59
      6. ↑ https://youtu.be/RlyY69h-JOE?si=IzxX_wceKOAWm7SN&t=121
      7. ↑ Javier Diaz. Pilot. Expert Interview
      8. ↑ https://eaglepubs.erau.edu/introductiontoaerospaceflightvehicles/chapter/takeoff-landing-performance/
      9. ↑ https://northstarvfr.com/blogs/news/what-every-pilot-needs-to-know-about-the-airplane-rudder
      10. ↑ https://www.thrustflight.com/flying-basics/
      11. ↑ https://krepelka.com/fsweb/lessons/student/studentlessons02.htm
      12. ↑ https://krepelka.com/fsweb/lessons/student/studentlessons02.htm
      13. ↑ https://www.aopa.org/news-and-media/all-news/2016/april/flight-training-magazine/the-case-of-the-mysterious-lever
      14. ↑ https://www.cessnaflyer.org/cessna-models/cessna-singles/cessna-182/flying-the-cessna-182.html
      15. ↑ https://www.boldmethod.com/learn-to-fly/systems/how-pilots-should-use-trim-in-flight-phases/
      16. ↑ https://edition.cnn.com/travel/how-easy-is-it-to-land-a-passenger-plane
      17. ↑ https://skybrary.aero/sites/default/files/bookshelf/4071.pdf
      18. ↑ Lewis Dixon. Pilot and Flight Instructor. Expert Interview
      19. ↑ http://www.pilotfriend.com/training/flight_training/fxd_wing/landing.htm
      20. ↑ https://www.entireflight.com/blogs/learntofly/airplane-landing
      21. ↑ https://pilotinstitute.com/runway-numbers/
      22. ↑ Lewis Dixon. Pilot and Flight Instructor. Expert Interview
      23. ↑ https://americanflightschools.com/learn-to-fly/
      24. ↑ https://leaviation.com/7-steps-to-flight-2/
      25. ↑ https://leaviation.com/7-steps-to-flight-2/
      26. ↑ https://atpflightschool.com/become-a-pilot/airline-career/airline-pilot-requirements.html

      About This Article

      Article Summary X

      To fly an airplane, you need to keep the artificial horizon instrument, also known as the altitude indicator, lined up so the plane stays level. If you start to fall below the horizon, pull back gently to raise the nose of the plane. If you need to turn the plane, turn the wheel or stick in front of you in the direction you want to go. Make sure you regularly scan the flight instruments in front of you and check for other aircraft so you're not zoning out. To learn how to take off and land, keep reading!

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