Video / Audio
Click the description next to the videos to read more about the video.
Video 1. Check flaps, ailerons and spoilers
The pilots check flap setting, ailerons and spoilers after pushback.
Video 2. Cleared for takeoff. Pilots inform cabin crew
The pilots signal to the cabin crew that the aircraft has permission from ATC for takeoff.
Video 3. Power reduction after takeoff
You can often hear when the pilots reduce the power from takeoff power to climb power. In this example it happens about 8 seconds into the video.
Video 4. Retraction of flaps after departure
You see the flaps being retracted after departure.
Video 5. Taxi and takeoff Airbus A320 in Vienna Airport
When you watch the video on youtube.com, I recommend that you have the video and the text side by side on your screen.
You see an Airbus A320 taxi and takeoff from Vienna Airport and the pilots are reading the ‘before takeoff’ checklist and confirm that it is done.
At 0:25: The pilot reads back that ATC cleared them for takeoff on runway 29. This also gives them permission to cross the stop line you see across the taxiway marked by the red lights and yellow lines just before the aircraft enters runway 29.
At 3:05: The power is reduced from takeoff power to climb power, and you can stop watching this video clip after this action.
Video 6. Airbus A340 getting ready for taxi and takeoff in Zurich Airport
When you watch the video on youtube.com, I recommend that you have the video and the text side by side on your screen.
In this video, you will see what the pilots are doing while the aircraft is parked at the gate and during taxi and takeoff. We are in Zurich Airport on board an Airbus A340 (Swiss 188) bound for Shanghai.
Please note that the pilots read back all clearances and instructions from ATC to make sure that no misunderstandings occur. It is also worthwhile noticing the calm and professional atmosphere in the cockpit. Maybe you also notice that you see no controls in front of the pilots on this type of aircraft. The pilots control the aircraft using a joystick instead. The joystick is placed to the left of the captain and to the right of the first officer.
At 0:01: The pilots confirm that the fuel load and the number of passengers are correct.
At 0:19: Reading the checklist.
At 0:55: Departure briefing ─ how the pilots will fly the departure regarding altitude, headings, and speed. Pilots know their base airport in and out, but they still brief one another on the procedures. Pilots do this every time they fly.
At 1:40: The captain briefs on the actions to take if an emergency should occur during takeoff. It is very unlikely that there would be a problem, but despite this the pilots check what to do if the unlikely event does happen. This is standard before every departure.
At 2:30: Reading of the checklist before engine start.
At 3:01: The first officer tells ATC that she is ready ‘to copy clearance,’ meaning that she is ready to receive the instructions for the departure from ATC.
At 3:15: The first officer reads back (repeats) to ATC the instructions given by ATC and she sets the transponder on code 3025, also as instructed (“Squark 3025”). Transponder codes are four digit numbers transmitted by the transponder in an aircraft in response to a secondary surveillance radar interrogation signal to assist air traffic controllers in traffic separation. A transponder code (often called a squawk code) is assigned by ATC for uniquely identifying an aircraft. This allows easy identification of an aircraft on radar.
At 3:58: Pushback of the aircraft from the nose-in position at the gate and start up of engines so the aircraft soon can move under its own power.
At 5:08: The pilots read the checklist after engine start/pushback.
At 6:48: The pilots check the speed settings: V1 at 134 kts (248 kph/154 mph). Before this speed is reached, the aircraft will be stopped if a problem should occur. After this speed has been reached, the aircraft will take off, here at the VR speed of 149 kts (276 kph/171 mph). V2 shows the speed 157 kts (291kph/181mph), at which speed the aircraft can climb safely with one engine inoperative.
At 7:30: The first officer tells ATC that they are ready for departure. ATC instructs the pilots on Swiss 188 to line up behind the preceding aircraft – US Airways’ Boeing 767 – and wait. They have not yet received permission to take off.
At 8:44: Swiss 188 is cleared for takeoff by ATC, and the pilot reads back the clearance. The pilots also receive the latest information on wind and velocity near the runway. The pilots do not have to read back general weather information.
At 9:05: A bell rings twice. This is a signal from the pilots to the cabin crew that the aircraft is cleared for takeoff (has permission from ATC to take off).
At 9:18: The pilots check that the gyrocompass reads the same direction as the runway direction to ensure that the gyro instrument is working properly.
At 10:08: The V1 speed is reached. The captain removes his hand from the thrust levers as the aircraft will not be stopped after this speed has been reached. It will take off shortly after when the speed VR has been reached and the pilot calls out, “Rotate.”
At 10:29: After having checked a positive climb rate on the VSI instrument (Vertical Speed Indicator) and after having checked a positive climb on the altimeter as well, the first officer tells the captain to pull up the gear.
At 10:55: ATC requests Swiss 188 to change frequency to contact Departure. On the first call on a new frequency the pilot states present position and the clearance given until now. ATC confirms that they can see Swiss 188 on their radar screens (“You´re identified”). The pilots are now instructed to climb to 6,000 ft by ATC.
At 11:38: The first officer reduces the power from takeoff power to climb power. The flaps are retracted to position 1 after the speed has been verified correct for this action.
At 12:15: The flaps are retracted to position 0 after the speed has been verified correct for this action.
Video 7. Flaps extention during approach
During descent, the speed is reduced and the mass of air over the wings is reduced as well. Because the aircraft needs the same force as before, the aircraft must accelerate the air more toward the ground.
This is done by using slats and flaps which are extended from the leading and trailing parts of the wing to curve the wing more to bend the flow of air more toward the ground. The closer to the runway, the slower the aircraft will fly and the more the flaps are extended.
Video 8. Emirates Boeing 777 during landing at Manchester Airport
When you watch the video on youtube.com, I recommend that you have the video and the text side by side on your screen.
In this video, you see an Emirates Boeing 777 during landing at Manchester Airport. When a wing generates lift the air on the top surface has lower pressure relative to the bottom surface. Air flows from below the wing and out around the tip to the top of the wing in a circular fashion. A circulatory flow pattern named vortex is observed with a low-pressure core. Looking forward from the tail in the direction of the flight, there is one wingtip vortex trailing from the left-hand wing and circulating clockwise, and another one trailing from the right-hand wing and circulating anti-clockwise. The two vortices do not merge because they circulate in opposite directions. The result is a downwash between the two vortices behind the aircraft. They dissipate slowly and linger in the atmosphere for some time after the airplane has passed. ATC knows how to space aircraft so they will not be impacted by these vortices.
Because the air in this video is very humid, it is possible to see the vortices from the wings. Note that the generation of vortices stops when the nose wheel is on the runway.
Video 9. Lufthansa Airbus A380. Approach and Landing in San Francisco
When you watch the video on youtube.com, I recommend that you have the video and the text side by side on your screen.
You see Lufthansa (LH) 454 approaching SFO (San Francisco). The aircraft is the biggest passenger airliner in the world, the Airbus A380.
Enjoy watching the calm and professional atmosphere in the cockpit and between the pilots and ATC. You will also hear communication between ATC and aircraft other than LH 454.
Please also note that all instructions are read back to avoid misunderstandings.
The video begins during descent from 11,000 ft:
At 1:08: The captain briefs the passengers on what they can see below.
At 1:22: ATC request the pilots to reduce the speed to 230 kts (426kph/265mph/) (Double the speed of 230 kts and deduct 10 % from this figure and you get a good idea of the speed in kph in round figures (2 x 230 = 460 – 10 % = about 410kph). The first officer ─ in the right-hand seat ─ reads the instruction back.
At 1:35: The pilots are asked to reduce the speed again, now to 210 kts (389 kph/242mph) and to descend to 6,000 ft (about 1,800 m) and, when this altitude has been reached, they shall maintain this altitude until further notice. Observe the read-back again.
At 1:43: The pilots are instructed to contact another ATC unit, namely Nor Cal Approach on the frequency 135.65. The first officer reads this instruction back.
At 1:58: You see the speed 210 kts (389 kph/242mph) in the left side of the instrument, a bit to the right the heading 140, and more to the right the altitude at 6,000 ft (about 1,800 m).
At 2:05: You see that the flaps are extended to flaps position 1, and you see the position on the flap indicator in the cockpit.
At 2:17: You hear the instruction “turn left heading 100.” To avoid mistakes ATC instructs the pilots to a) turn left and then b) fly heading 100. ATC could wish to turn the aircraft to heading 100 by performing a right turn. This will take more time and it could for instance be relevant to increase distance to other aircraft ahead.
At 3:58: The pilots receive the clearance/permission to begin the approach for ILS runway 28R (R stands for the right-hand runway). The pilots are not allowed to begin the approach until ATC gives this clearance/permission. However, the pilots have not yet received clearance to land.
At 5:51: The captain asks for gear down and the first officer extends the gear.
At 6:24: If the pilots must perform a missed approach/go-around they will climb directly to 3,000 ft (900 m) in this case, configure the aircraft for a new approach, or divert to another airport, depending on the reason for the go-around. The 3,000 ft is now set in the instrument, and the pilots do not have to deal with this later in case of a go-around.
At 6:45: The pilots go through the landing checklist. The pilots are asked to change frequency from Approach in SFO to Tower in SFO as the aircraft is getting closer to landing. The pilots get the latest weather for the runway in use and receive the clearance for landing.
At 7:28: The pilots are informed by an automatic call-out that they have descended to 1,000 ft (about 300 m). The pilots check the altimeter in the cockpit and confirm that it is also showing 1,000 ft.
At 7:33: Speed is now 142 kts (263kph/163mph), altitude 800 ft (245 m), heading 285 degrees, ground speed GS (speed over the ground) 134 kts (248kph/154mph). As the airspeed is higher than the ground speed there is some headwind.
At 8:25: Minimum or decision altitude has been reached. If runway is not in sight due to weather or there are obstacles on the runway, a go-around is performed. In this video the captain says “continue” and the landing will be carried out.
At 9:01: Note that the spoilers/airbrakes are activated on top of the wings to reduce the speed after the landing.
The fire brigade sprays water over the aircraft as a tribute to Captain Jürgen Raps, who flew his last flight after 41 years as pilot.
Video 10. Final phase of the approach for a Finnair MD11 into JFK in New York with a go-around
When you watch the video on youtube.com, I recommend that you have the video and the text side by side on your screen.
Here you can see the final phase of the approach for a Finnair MD11 into JFK in New York. Close to the runway the pilots are instructed to make a go-around due to traffic on the runway.
At 1:20: You hear a callout that minimum has been reached. This is the time/point where the pilots must decide to land or to go-around.
At 1:22: ATC instructs the pilots to go-around.
The pilots react to the instruction from ATC at once, increase the power, retract the flaps after having determined positive climb of the aircraft and retract the gear to reduce the drag and thereby build speed and altitude faster. Notice that the pilots are working quickly in a calm and professional way; they have trained intensively for this scenario; it is second nature for them.