Before each flight, the pilots will receive a briefing pack they received from their airline's operations team. The pack includes the planned route, how much fuel to load, number of passengers and cargo on board, weather forecasts, and any special notices such as closed runways or airspace restrictions. Using their professional judgment, the pilots review all this information carefully and make final decisions about the flight — including how much extra fuel to carry if bad weather or delays are expected. The pilots will then meet with the flight attendants to brief them on any specific safety topics for that flight, like expected turbulence. Together, they perform a full inspection of the aircraft, making sure inspect the aircraft, making sure all systems are working properly, emergency equipment is present and in working order, and there's no visible damage to the aircraft or engines. Only once the pilots are fully satisfied that everything is safe will they allow passengers to board.

While passengers are boarding, ground staff will be loading checked baggage and cargo into the cargo hold under the passenger cabin, which can cause loud bangs and the aircraft to shake. You may also hear a small jet engine start up in the tail of the aircraft; This is the auxillary power unit (APU), which provides electricity and allows the aircraft to be disconnected from ground power. The APU also provides the air needed to start the main engines and operate the air conditioning system, so its start will be accompanied by the air conditioning coming on.

Once all the doors are closed, the flight attendants will arm each door so the inflatable evacuation slide will deploy if the door is opened. Most aircraft can't reverse under their own power, so a tug will push it backwards out of the gate. When the aircraft is clear of the gate, the pilot will be given permission to start the main engines. During the pushback and startup process, the air conditioning may turn off and the cabin lights may flicker. This is normal and is associated with supply being switched from the APU to the main engines. You may also hear the high-pitched whines of the aircraft's electric hydraulic pumps as the hydraulic systems are pressurized; on the Airbus A320 and A330 family of aircraft, one particular hydraulic pump produces a sound similar to an impact drill or a barking dog.

During pushback, the cabin crew will give a safety demonstration to explain the key safety features of your aircraft. This may be performed by the flight attendants or shown as a video, depending on the airline and aircraft. The demonstration typically includes:

• How to fasten, adjust, and release your seatbelt
• Where and how to stow your hand luggage safely
• The use of emergency oxygen masks (in case of cabin pressure loss)
• The location and use of life jackets (on flights over water)
• The position of emergency exits and how to find them
• A reminder that the flight is non-smoking, and
• Instructions to switch devices to flight mode and turn them off for takeoff

You’ll also be shown where to find the safety card, usually in the seat pocket or printed on the seat itself. This card contains diagrams and information specific to your aircraft model and is worth reviewing during taxi. If you’re seated in an emergency exit row, a flight attendant will give you a short briefing on how to open the exit in case of an evacuation. If you’re not comfortable with that responsibility, you can ask to be reseated before takeoff.

Before takeoff, the aircraft needs to taxi — that is, move along the ground under its own power — from the gate at the terminal to the runway. This is a normal part of every flight and is carefully managed by both the pilots and air traffic control to make sure it's done safely.

Airplanes usually take off into the wind, because headwinds help the aircraft lift off more efficiently, reducing the distance needed for takeoff. This means your plane may need to taxi all the way to the far end of the runway so it can take off in the right direction. Taxiing speeds are slow — usually around 10 to 30 knots (about 12–35 mph or 19–56 km/h). You may notice the aircraft stops a few times — this is completely normal. The pilots may be giving way (yielding to other aircraft, waiting for clearance to cross another runway, or holding short until it’s safe to proceed. At smaller airports, the aircraft may need to “backtrack” — taxi partway down the runway itself, turn around, and then line up for takeoff. This is standard practice where there’s no dedicated taxiway leading to the runway threshold.

While taxiing, you may hear: A whirring or whining sound. This is the motors moving the flaps and slats on the wings into the correct position for takeoff. These devices help the aircraft lift off at lower speeds. You may also feel a bump or light movement as the pilots test the brakes and check that the flight controls (such as the rudder and ailerons) are moving freely. These are routine safety checks. All of this is normal and part of standard operating procedures.

If it’s freezing or snowing, you might see the aircraft being sprayed with a de-icing fluid before takeoff. This is to remove any snow or ice from the wings, which is important for maintaining safe airflow and lift. The fluid may appear green or orange and is slightly heated. The process usually takes a few minutes and may happen right at the gate or at a special de-icing area near the runway. Once the aircraft is airborne, hot air from the engines is used to keep critical surfaces like the wings and engine inlets free of ice during flight.

Once everything is ready and the pilots receive clearance from air traffic control, the aircraft will move into position at the very start of the runway. At this point, you're just moments away from being airborne.

First, the pilots will increase the engine power to a moderate level to ensure all engines are performing evenly. This is a final systems check before full takeoff power is applied. Next, the pilots will apply full power to the engines. This causes a rapid acceleration and a noticeable increase in engine noise. Don’t be alarmed — this is exactly what’s supposed to happen. Jet engines are very powerful, and the aircraft needs that power to become airborne. As the aircraft gains speed it will reach a speed known as rotation speed (usually between 120–160 knots or 220–300 km/h / 140–180 mph),. This is when the pilot gently lifts the nose of the plane, allowing the aircraft to rise into the air. All of these calculations — from speed to power setting — are done precisely in advance, based on the aircraft’s weight, the weather, and runway length. There is always plenty of runway to safely complete the takeoff.

As the aircraft accelerates, you may hear or feel bumps. These are caused by seams in the pavement, runway lights, or slight unevenness. They are normal and not a sign of any problem. When the plane leaves the ground, you may feel a bump. This is simply the landing gear (the wheels) reaching full extension — a normal part of takeoff as the suspension reaches its limit when no longer holding the aircraft’s weight.

Sometimes, a pilot might decide to abort the takeoff. This happens very rarely and only if there’s a safety concern — like a warning light or engine issue. Pilots train extensively for this scenario and know exactly when and how to stop the aircraft safely. If a takeoff is rejected early in the roll, the plane simply slows down and exits the runway. After a certain speed (usually 80–100 knots), the plane will only abort takeoff for more serious issues; otherwise, it will continue into the air and return for landing if necessary. This decision is always made with safety as the absolute priority.

Once the aircraft lifts off the runway, you’re officially airborne — but the next few minutes are still very active for the pilots and aircraft systems. Here’s what to expect during the climb to cruising altitude, and why certain sensations are completely normal.

Shortly after takeoff, the pilots will raise the landing gear. This is usually accompanied by a rushing sound as the gear doors open and a brief bump or vibration as the wheels are pulled into the aircraft. This is a standard part of every flight and nothing to worry about — it's just the mechanical process of tucking the gear away for flight.

Many passengers notice that planes climb steeply and may turn sharply shortly after takeoff. This can feel surprising, but rest assured — it’s completely normal and often done to get on course quickly and efficiently, an/or to minimize noise for communities living near the airport. Pilots follow pre-set departure routes designed to keep everything orderly and safe, and every movement is guided by air traffic control.

About two minutes after takeoff, you might hear the engine noise reduce. This is called a “thrust reduction” and is done because full power is only needed for takeoff and early climb. This step often surprises nervous flyers, who may associate the sound change with a problem — but it’s actually a good sign: it means the aircraft is climbing well and can now fly more efficiently. At the same time, the nose of the aircraft lowers slightly, allowing the aircraft to pick up speed and begin retracting the flaps and slats. You might hear some mechanical sounds or feel a brief shift — this is perfectly routine.

Depending on the flight’s length, it usually takes around 15–20 minutes for the aircraft to reach its cruising altitude. During this phase the seatbelt sign stays on for passengers, even though the flight attendants may be allowed to begin moving around once the aircraft passes 10,000 feet (about 3,000 metres). The climb is usually smooth, but occasional bumps or jolts, especially while passing through clouds, are completely normal. Air is not perfectly still at all altitudes — these light changes in motion are expected and handled easily by the aircraft.

Once the plane has reached cruising altitude, you're in the most stable and relaxed part of the flight. During this time, the aircraft is flying high above most weather and turbulence, guided by sophisticated systems and monitored closely by the flight crew and air traffic control.

Most modern jet aircraft cruise at altitudes between 30,000 and 40,000 feet (about 9,000 to 12,000 metres). On shorter flights — usually under 45 minutes — the plane may cruise a little lower, around 20,000 feet. At these heights, the plane rides on an invisible cushion of air, created by the movement of air over the wings. This cushion keeps the plane lifted and stable. Sometimes, the cushion of air isn’t perfectly smooth. Just like you might feel a bump while driving over a rough road, the plane might jolt or shake slightly when it encounters areas of air that are more turbulent. This is called turbulence, and it’s completely normal, very common, and not dangerous to the aircraft

Turbulence can happen in both cloudy and clear skies, and while it might feel unsettling, modern planes are designed to handle it safely. You don’t need to do anything except keep your seatbelt fastened when the sign is on. Significant turbulence ahead can be detected on the plane's radar, and if it is the pilot will switch the seat belt sign back on. This may mean a very bumpy ride for a few minutes but there is no cause for alarm. If there is really severe turbulence ahead (for instance in thunder clouds) the pilot will normally divert around it. Turbulence in clear skies is hard to predict and can occur with no warning; if an aircraft experiences unexpected turbulence, it will be reported to air traffic control so they may warn other aircraft in the area. You might see the wings flex slightly during turbulence. That’s actually a good thing — the wings are built to bend, just like a tree sways in the wind. This flexibility helps the plane absorb the motion smoothly and safely.

Commercial aircraft don't fly in a straight line between airports. Instead, they fly via a number of waypoints or intersections, usually along designated airways. Aircraft flying in opposite directions along the same airway are kept apart by flying at alternating altitudes - aircraft in one direction (usually eastbound) fly at odd thousands of feet, while aircraft in the other direction (usually westbound) fly at even thousands of feet. Aircraft flying in the same direction at the same altitude are kept apart by time, typically 5-15 minutes. Air traffic controllers constantly monitor the position of aircraft and can request pilots change their altitude or speed to ensure adequate separation. Modern aircraft are also equipped with traffic collision avoidance systems (TCAS) that automatically detect another aircraft coming too close and advise evasive action as needed.

During cruise, the autopilot uses programmed instructions to fly the plane. The (human) pilots monitor the autopilot and make corrections to it as required, as well as monitor the fuel, weather and other systems on the aircraft. On long flights, especially over oceans or remote areas, pilots follow special safety procedures to ensure the aircraft is never too far from a suitable airport in case a diversion is needed. This is all part of standard flight planning and is rarely required — but always prepared for.

As the aircraft nears its destination, the aircraft will begin a carefully planned descent. The pilots will reduce engine power and begin to descend. You may notice the engines become quieter because they are idling or running at low power. The pilots will typically switch the seat belt sign on as the aircraft begins to descend, although flight attendants won't typically be seated until the aircraft descends through 10,000 feet (3,000 m). The descent path and steepness can vary depending on the airport and traffic conditions, but everything is coordinated by air traffic control and managed smoothly by the pilots. Spoilers (panels on top of the wings) may rise slightly; the spoilers decrease lift and act as brakes to slow the plane down and reduce lift.

Aircraft where possible land into the wind, which helps slow the plane down. In addition, air traffic control has to sequence aircraft from multiple origins into a single-file stream for the runway. The plane may have to make a series of turns to merge into the stream and line up with the runway; these are usually carried out at slow speed and can feel quite sharp. If the airport is busy or weather conditions aren't ideal, the aircraft may need to enter a hold. This means the aircraft will fly in a circular or racetrack pattern in the sky to await its turn turn to land.

As the plane begins its final approach into the airport, the pilots will gradually extend the flaps and slats on the wings, more than during takeoff, to help plane fly slower and with more stability. The landing gear (wheels) will be lowered, usually with a noticeable sound and slight jolt. Since the landing gear and flaps create drag, the pilots may need to increase engine power a little to maintain the proper speed and descent path.

It’s not unusual to feel a bit of instability or bumpiness on approach, especially when the aircraft is closer to the ground. This happens because the air near the surface is often more turbulent due to terrain, buildings, and weather patterns. In windy conditions, the pilot may need to point the plane slightly into the wind (this is called a crab angle) to stay aligned with the runway. From the ground, it can look like the plane is landing sideways, but don’t worry: the pilots straighten the aircraft just before touchdown, and this technique is commonly used.

Sometimes, you may not see the ground until the very last moment due to fog, clouds, or rain. That can feel disorienting, but it’s absolutely safe. Most airports have instrument landing systems that guide the aircraft to the runway even in poor visibility. Modern planes can land safely with as little as 800 m (½ mi) of visibility, and at many major international airports, that drops to 50 m (150 ft) in specially equipped aircraft. If the weather doesn’t meet the safety requirements for landing, the pilots may hold and wait for conditions to improve, or divert to another airport where the weather is better. All commercial aircraft carry extra fuel — enough to reach the destination, hold for up to 30 minutes, and then fly to an alternate airport if needed. This is a legal requirement, and pilots plan for it before every flight.

The final moments before landing are often the most noticeable part of the flight for passengers. The sounds and sensations can seem sudden or dramatic — but every part of the process is completely normal and handled with precision by trained professionals.

Just before the aircraft touches the the runway, the pilot flying will reduce engine power to idle and raise the nose slightly — a maneuver called a flare — so the main wheels (under the wings) touch down first and take the weight of the aircraft. You may feel a noticeable jolt or “hud as the landing gear hits the ground. The landing may also be firmer than you anticipated, especially if the runway is wet or short. In this case, The pilots land more firmly on purpose to ensure the aircraft grips the runway and doesn’t float above it.

Once on the ground, several systems work together to slow the aircraft safely and efficiently. Spoilers on the wings pop up to reduce lift so the aircraft stays firmly on the ground. Reverse thrust is activated — this means the engines temporarily direct their power forward instead of backward, helping slow the plane. You’ll often hear the engines roar again briefly during this. Finally, the wheel brakes on the wheels finish the job, slowing the plane to taxiing speed.

At some airports, especially where runways are short or busy, the aircraft may slow down more sharply than usual. This is simply to exit the runway promptly and make room for other incoming flights — it’s nothing to worry about.

Occasionally, just before landing, the pilots may choose to go around — this means they abort the landing and climb away for another approach. This can happen for a variety of routine, safety-first reasons, such as the aircraft not being properly aligned with the runway, strong winds or turbulence affect the descent, another aircraft or object is still on the runway, or the visibility is too poor to land safely.

If a go-around happens, you'll hear the engines power up sharply, sometimes louder than during takeoff, and the aircraft will begin to climb quickly. The landing gear will be raised and flaps adjusted for the climb. This might feel sudden, but it’s a common and safe maneuver that pilots are trained and tested on regularly. After climbing to a safe altitude, the aircraft will either circle back for another landing attempt, or divert to another airport if conditions don’t improve. There’s no reason for concern if this happens. It simply means the pilots are making the safest possible decision — which is exactly what you want them to do.

Once the aircraft has landed and slowed down, it leaves the runway and begins the final phase of the journey: taxiing to the gate, where passengers will disembark. This part of the flight is usually quiet, slow, and very familiar — in fact, most of the taxi in is just like the taxi out before takeoff, simply in reverse.

Once the plane reaches its gate the pilots shut down the engines, and turn off the seatbelt sign when it’s safe to stand. Sometimes you may feel small movements or hear mechanical noises as the jet bridge is attached or the cargo hold is opened — again, these are normal and safe.

Turbulence is a completely normal part of flying. It can help to think of your plane as travelling along an invisible 'road' made of air and that the turbulence you feel is pot-holes in this 'road'. Turbulence can sometimes be unexpected and may vary from just a few minutes to throughout the whole flight. It is highly recommended you wear your seatbelt whenever you are seated, even if the fasten seatbelt sign is off, just in case of unexpected turbulence. If turbulence is predicted, the flight attendants may ask you to stow any loose items (to prevent them becoming projectiles) and may stop serving hot food and drinks (due to the risk of burns if the food or drink is thrown around). Injuries and deaths from turbulence are rare, but all have resulted from unrestrained passengers and crew being flung around the cabin during unexpected severe turbulence.

Though turbulence is not in any way a threat to an airliner, turbulence feels like a threat to anxious fliers. This is because the amygdala, the part of the brain that releases stress hormones, reacts automatically to downward motion. If we were on a ladder painting the ceiling, lost our balance and began to fall, the amygdala would immediately release stress hormones to force us to shift our focus from painting to falling. In turbulence, stress hormones can be released each time the plane moves downward. As stress hormone levels rise, they cause physical sensations, such as rapid heart rate, breathing rate, tension, and perspiration, that are associated with danger. Thus, though the intellect may well understand that turbulence is not a danger, the emotional and physical state contradict the intellect. If stress hormones rise high enough, what psychological theoretican Peter Fonagy calls psychic equivalence takes place, causing the person to conflate what is imagination with what is perception. Imagination that the plane is "falling out of the sky" can, when stress hormones are high, become all too real to the fearful flier. Some are helped by conceptualizing how the plane is being held in the air as suggested in this video.

As the aircraft climbs or descends, you might notice a blocked or popping sensation in your ears. This is a very common experience called ‘airplane ear’, and while it can be uncomfortable, it's almost always temporary and easily relieved.

At cruising altitude, the air outside the aircraft is much thinner than at ground level, so aircraft cabins are pressurized to make the air breathable. The cabin pressure is adjusted gradually during climb and descent — typically to a level similar to being 6,000 to 8,000 feet (1,800 to 2,400 m) above sea level.

Inside your body, pressure in the middle ear is equalized through small passages called Eustachian tubes, which connect your ears to the back of your throat. If the cabin pressure changes faster than your ears can adjust, you might feel a blocked or clogged ear, a slight loss of hearing, popping or pressure, and ometimes even dizziness or discomfort, especially if you have a cold or hay fever. This is known as ear barotrauma, or simply “airplane ear.”

Most of the time, a few simple actions are all it takes to prevent or ease airplane ear. Swallowing, yawning, drinking, sucking on sweets, and chewing gum all move your mouth and help keep the Eustachian tubes open; some airlines hand out sweets during descent for this purpose. If you have nasal congestion, consider taking a decongestant (oral or nasal spray) before takeoff and again before landing (check with your doctor or pharmacist first).

If your ears fees blocked, try the Valsalva maneuver: pinch your nose, close your mouth, and gently blow as if blowing your nose. This can help “pop” your ears safely. Alternatively, try gently blowing your nose into a tissue. In most cases, any remaining pressure or discomfort resolves itself within a few hours after landing. If symptoms last longer or become painful, it’s a good idea to check in with a doctor or pharmacist.

Like any large piece of machinery, an aircraft makes mechanical noises along with 'clunks' and 'thuds'. These are entirely normal and should be seen as a positive indicator - your plane is functioning correctly! Other sounds that you may hear are whining sounds, whistling sounds and loud banging sounds.

Airbus A320 and A330 families of aircraft are well known for producing a "barking dog" sound, especially during engine start-up and taxi. Again, this is completely normal - the noise comes from the power transfer unit (PTU), which equalises pressure between the aircraft's two engine-powered hydraulic systems when one engine isn't running (aircraft engines can only be started one at a time, and some airlines taxi on one engine to save fuel).

To turn an aircraft, the pilot cannot just use the rudder as you would in a boat. They also have to bank it - to raise one wing while lowering the other, making the aircraft turn in the direction of the lowered wing. This should be smooth and gentle, and the angle of bank doesn't normally exceed about 30 degrees.