Did you ever want to learn to fly, but just couldn’t muster up the time, money, or bravery to step foot into a noise making metal machine? Well this article will teach you the basics of how pilots take off and land a plane. The following instructions are based on a Cessna 152, one of the most common 2 seat airplanes used for basic pilot training.

Every flight must have at least one take off and one landing, or else something is wrong! Take off and landing are the two most important phases of flight, and they are also the most dangerous. Airplanes were meant to be in the air, and operating them at slow speeds low to the ground creates the possibility for many problems. The reason airplanes are able to remain in the air is because of the airflow over the wings. The shape of the wings creates lift, but only if enough air is moving over the wings surface.

In order to better understand the terminology that may be used, here are a few definitions.

Rudder: The rudder is connected to the vertical stabilizer on the tail of the plane. This control surface operates similar to the way a boat rudder does; it deflects the airflow and causes the plane to rotate about a vertical axis. This rotation is called yaw. When the airplane is turned, rudder is needed to help coordinate the turn. The rudder is controlled by pedals on the floor. Pressing the left pedal caused the aircraft to yaw left, and pressing the right pedal causes the aircraft to yaw right.

Aileron: The ailerons are the long control surfaces on the back of the wings, closer to the wingtips. These two control surfaces are connected, and when one goes up the other goes down. The ailerons increase lift when deflected down, and decrease lift when deflected upwards, thus causing the aircraft to roll about the longitudinal axis. The ailerons are controlled by turning the yoke to the left and right. Turning the yoke left causes the aircraft to roll left, and turning the yoke right causes the aircraft to roll right.

Coordinated Turn: A coordinated turn is a turn that involves the use of both aileron and rudder. When initiating a turn, pilots will first roll the airplane by turning the yoke either left of right. However, when one of the ailerons is deflected downward, that wing experiences both an increase in lift, and an increase in drag. This increase in drag will cause the nose of the aircraft to want to point to the outside of the turn. In order to counteract the force of this drag the pilot will use rudder in the same direction of the turn. The inclinometer, an instrument that measures the quality of the turn, is essentially a ball in a curved tube filled with liquid. If the turn is coordinated then the ball will be in the middle of the tube. However, if the ball slides to either side, the turn is no longer coordinated. To fix this, “step on the ball.” That is, push the left rudder pedal if the ball is on the left side of the tube, or push the right rudder pedal if the ball is on the right side of the tube.

Elevator: The elevator is the control surface that is connected to the horizontal stabilizer on the tail of the airplane. The elevator is used to make the airplane climb and descend. The elevator is controlled by pulling back and pushing forward the yoke. To climb, pull back on the yoke. To descend, push forward. When climbing, make sure that the airspeed does not get too low. The green arc on the airspeed indicator displays the airspeeds at which the airplane will continue to fly without any flaps (see below).

Flaps: Flaps are the control surfaces in the back of the wings, closer to the cabin. Flaps are controlled in the Cessna 152 by using the lever on the control panel. There are three different positions for the flaps; 10 degrees, 20 degrees, and 30 degrees. Flaps are used to increase lift (and drag) and decrease airspeed. When 30 degrees of flaps are extended the airplane is able to slow down to a safer landing speed while descending faster. Flaps can also be used for takeoff (maximum of 10 degrees) to increase lift, allowing for a shorter take off roll and a maximum climb angle.

Stall: When the airplane is said to have “stalled,” do not think about the engine. A stall in the world of aviation is purely aerodynamic, meaning it has to do with the wings. During normal flight there is sufficient airflow over the wings surfaces so that enough lift is produced to keep the airplane in the air. A stall occurs when there is no longer enough lift being produced, and the airplane can no longer fly. This can occur when the airplane is slowed down too much, or when being controlled too aggressively, causing the wing to exceed the “critical angle of attack.” This critical angle refers to the angle that the wing makes with the air flowing over it – exceed the angle and the wing can no longer produce lift.

Ok, so now that you understand a few terms, let’s get into the details!

After starting the engine you must taxi to the runway. Before takeoff there are a few key things that you must check. First, check to see that the fuel shutoff valve is in the ON position. The last thing you want during the take off roll is for the engine to quit due to fuel starvation! Second, make sure the landing light is on, so that everyone else can see you. Third, check to see that the ignition switch is on the “Both” position, and that the engine is running smoothly. And finally, check the vacuum, oil pressure, and oil temperature, to make sure the engine is ready to go.

After doing the before takeoff checks, taxi the airplane onto the runway. Line up with the center line using the rudder pedals to steer, put the yoke in the neutral position, and slowly add full power. Check the engine instruments to be sure you have achieved full power, and continue tracking the center line. Once the airspeed indicator shows 50 knots, slowly pull back on the yoke. As the nose wheel lifts of the ground adjust the pitch of the airplane using the elevator to maintain 70 knots in the climb. Using coordinated aileron and rudder, try to keep the wings level as you climb to traffic pattern altitude. When the engine is running at high power, and the airplane is in a climb, forces on the propeller make the airplane want to yaw to the left. This left turning tendency must be corrected for using appropriate rudder inputs.

Congratulations! You just took off! Now turn left to fly the crosswind leg, and then left again for the downwind, then left again for the base, and left again for the final leg of the pattern. Now it’s time to land. Are you ready!?

During the landing phase of flight the most important aspects are airspeed control and coordination. Forgetting about either one of these can lead bad endings. During the end of your downwind leg slowly reduce power to about 1500 rpm, and slow down to 70 knots. Once the airplane is below 85 knots you can add 10 degrees of flaps, and pitch the aircraft down to maintain 70. When the end of the runway makes a 45 degree angle with your line of sight of the airport, turn left into the base leg. Once established add 10 more degrees of flaps, and slow down to 65 knots. This will be the final speed at which you will land.

As you get closer to the extended centerline of the runway, turn left to intercept the final leg. Be sure to keep all turns in the pattern coordinated, and remember to correct for any wind drift. When you are sure you will make the runway (if the engine quits), you can set the flaps to 30 degrees. Continue adjusting pitch and power to maintain an adequate glide slope and 65 knots. During the landing phase of flight it is helpful if you associate power with altitude and pitch (elevator) with airspeed. If you change one, the other must also be changed (i.e. if you fall below the glide slope you must both pitch up and increase power) so that the airspeed does not get too low or too high.

As you near the end of the runway, continue tracking the extended centerline, and aim for the numbers that are painted on the runway. As you fly over the end of the runway pull the power to idle, and pull back on the yoke so that you level off a foot or so over the runway. As the airspeed slows, gradually increase the back pressure on the yoke, so that the nose of the aircraft is in a climb attitude. This will ensure that the main wheels touch down first, avoiding damage to the nose wheel and firewall.

This phase of landing is called the “flare,” because the airplane is continually being pitched up until the wings can no longer produce enough lift, and the wheels gently kiss the runway. During this process you should look down the runway about as far as you would if you were driving around the same speed. If you look at the runway too close to the airplane, or too far away, then this will lead to you level off and flare either too high or too low. Both of these conditions will result in unfavorable endings.

And now you are slowing down, the airplane is flaring, and you are just inches above the pavement. Then you hear this beautiful chirp as the wheels gently touch the runway, and you are now truly a pilot. You just landed! Congratulations!

I hope this article has been a helpful look into the world of flying, but please seek professional instruction prior to leaving the ground.