A Long-Haul Flight From the Inside — What Actually Happens in the Cockpit

Eleven hours and thirty minutes. 5,100 nautical miles. Frankfurt to Tokyo Haneda. For the passengers, that means two meals, three movies, and a restless night in a cramped seat. For the cockpit crew, it means a highly complex operation that begins hours before boarding and does not end until long after landing. This article takes you along for the ride — from the briefing room to engine shutdown.

The Briefing: 1.5 Hours Before Departure

While the first passengers are arriving at the gate, the cockpit crew is already seated in the briefing room at the operations center. For a long-haul flight, the crew consists of at least three, often four pilots — a so-called augmented crew. The captain-in-command leads the briefing, during which the following documents are reviewed:

The OFP (Operational Flight Plan) is the central document of the flight. It contains the planned route, cruising altitudes, calculated flight times for each segment, wind and temperature forecasts, projected fuel consumption, and the alternate airports. For our Frankfurt-Tokyo flight, the OFP shows a route over Scandinavia, the North Pole, and Siberia — the so-called Polar Track, which is considerably shorter than a routing via the Middle East.

The fuel is calculated according to a fixed formula: Trip Fuel (for the planned flight), Contingency Fuel (5% of Trip Fuel or the regulatory minimum), Alternate Fuel (for the alternate airport, in this case Osaka-Kansai), Final Reserve Fuel (30 minutes of holding), and if necessary Extra Fuel at the captain's discretion. For our flight, this yields a block fuel of approximately 210,000 to 231,000 lbs (95 to 105 tonnes) — a substantial portion of the A350-900's maximum takeoff weight of 617,000 lbs (280 tonnes).

The weather briefing covers current METARs and TAFs for Frankfurt, Tokyo Haneda, the alternate, and the enroute weather. Particular attention is paid to the jet stream — on the polar route, wind speeds of 200 knots and above can occur, with significant impact on flight time and fuel burn. Turbulence forecasts (SIGMETs, AIRMETs) and the current status of the Space Weather situation (solar storms can affect HF communications on polar routes) are also discussed.

The NOTAMs (Notices to Air Missions) provide information about temporary restrictions: closed airspace, unserviceable navaids, runway works, or military exercise areas along the route. For a long-haul flight spanning multiple countries and time zones, the NOTAM package can run to dozens of pages.

Preflight: In the Cockpit

Approximately one hour before scheduled departure, the crew boards the aircraft. While the captain conducts the Joint Briefing with the cabin crew — emergency exits, special passengers, expected turbulence, planned crew rest — the First Officer begins the Cockpit Preparation.

Cockpit preparation follows a standardized sequence: first the batteries are activated and the Preliminary Cockpit Check is performed — a systematic verification of all switches, circuit breakers, and displays. Then the FMS programming begins: the complete flight route is entered into the Flight Management System — departure procedure (SID), waypoints, airways, arrival route (STAR), approach, and alternate. For a flight like Frankfurt to Tokyo, the route comprises over 50 waypoints.

Simultaneously, the performance data are calculated and entered: takeoff weight, center of gravity, flap setting for takeoff, V-speeds (V1, VR, V2), and the Cost Index — a value that defines the ratio between time costs and fuel costs, thereby determining the optimum cruise speed.

The walk-around (external inspection) is performed by one of the pilots: a visual inspection of the entire aircraft — engines, landing gear, control surfaces, sensors, tires, brake discs, static ports, and pitot tubes. For an A350, this walk-around takes approximately 15 to 20 minutes.

Taxi and Takeoff: The Most Critical Minutes

After pushback and engine start, taxi to the runway begins. At Frankfurt, this often means a taxi time of 15 to 25 minutes, depending on the assigned runway and traffic. During taxi, the Before Takeoff Checklist is completed, and the captain briefs the planned departure route, the procedure in case of an engine failure, and the Minimum Safe Altitude.

At the runway threshold, the clearance comes: "Lufthansa 710, Runway 25 Center, cleared for takeoff, wind 230 degrees 12 knots." The captain advances the thrust levers, and the First Officer monitors the engine indications and calls the standard callouts:

• "Power Set" — engines at takeoff thrust
• "100 Knots" — cross-check of airspeed indications
• "V1" — decision speed: from this point, the takeoff is continued even with an engine failure
• "Rotate" — rotation speed: the pilot lifts the aircraft off the runway
• "Positive Climb" — confirmation that the aircraft is climbing

For our heavy A350, the V-speeds are typically around V1 = 152 kt, VR = 158 kt, V2 = 165 kt. In less than 40 seconds, the 595,000-lb (270-tonne) aircraft accelerates to liftoff speed.

Climb and Cruise: The Rhythm of Long-Haul Flying

After takeoff, the climb follows the assigned departure procedure (SID). Typically, the autopilot is engaged above 1,500 ft AGL and the automated climb procedure takes over. The departure phase around Frankfurt is complex: dense traffic, tight radar vectors, and numerous frequency changes demand the full attention of both pilots.

As altitude increases, the workload decreases. The aircraft initially climbs to FL340 (34,000 ft), the initial cruise altitude. The reason for not going higher immediately: the aircraft is too heavy at the beginning of the flight. The optimum cruise altitude depends on weight — as the aircraft gets lighter (through fuel burn), it can cruise more efficiently at higher altitudes.

This is why step climbs are performed throughout the flight: after approximately 2 to 3 hours, the aircraft climbs to FL360, later to FL380, and possibly FL400. Each step climb is coordinated with ATC and requires clearance. The Cost Index entered into the FMS at the start of the flight determines the optimum speed — typically Mach 0.84 to 0.85 for an A350.

In cruise, the workload drops to a low level. The pilots monitor the systems, regularly cross-check fuel burn against the plan, communicate with ATC during sector handoffs, and make position reports. The SELCAL code (Selective Calling) allows the HF radio to be muted, with the crew alerted only when ATC specifically calls them — a welcome relief on the noisy HF frequency.

Crew Rest: Sleeping at 40,000 Feet

On a flight of over 11 hours, crew rest is not merely permitted — it is required. The augmented crew — three or four pilots — rotates in shifts. With a three-pilot crew, two pilots are always on duty while the third rests. With a four-pilot crew, two can rest while two fly.

Modern long-haul aircraft like the A350 or B787 are equipped with a Crew Rest Compartment — a small cabin above or behind the cockpit with bunks, curtains, and ventilation. Rest periods are clearly scheduled and established before the flight in the Crew Rest Plan. Typically, each pilot works two duty shifts of 3 to 4 hours each and has a rest period of 2 to 4 hours.

At each crew change, a structured Handover Briefing takes place: the relieving pilot is briefed on the current position, weather situation, fuel state, system messages, and upcoming frequency changes. Only when the fresh pilot is fully briefed may the fatigued pilot leave the cockpit.

Oceanic Procedures: Flying Without Radar Coverage

Although our Frankfurt-Tokyo flight routes overland (polar route over Russia), it crosses areas without radar surveillance. On transatlantic or transpacific flights, oceanic procedures are even more pronounced.

Over the North Atlantic, the NAT Tracks (North Atlantic Tracks) are published daily — optimized flight routes that account for the jet stream. Westbound tracks (evening departures) are typically positioned further south to avoid headwinds; eastbound tracks (morning) are placed further north to exploit tailwinds.

Communication is conducted via CPDLC (Controller-Pilot Data Link Communication) — a text-based communication system between cockpit and ATC, similar to a text message. Additionally, HF radio (high frequency) is available as a backup, though with notably poorer audio quality and occasional connectivity issues.

In non-radar airspace, larger separation standards apply: typically 10 minutes longitudinal (instead of 5 NM) and 1,000 ft vertical. The pilots regularly submit position reports — either via CPDLC or HF radio — containing position, altitude, speed, estimated time of arrival at the next waypoint, and the subsequent waypoint.

Descent Planning: Preparing for Arrival

Approximately 200 to 250 nautical miles from the destination — on our flight, about 40 minutes before the planned landing — the descent preparation begins. Both pilots are now back in the cockpit (crew rest has ended) and prepare for the arrival:

• ATIS: monitoring the current weather and runway data for Tokyo Haneda
• Approach Briefing: the pilot flying briefs the planned approach — runway direction, approach type (ILS, RNAV), decision height, missed approach procedure, notable obstacles
• FMS Update: loading and verifying the arrival route (STAR) and approach in the FMS
• Cabin Crew notification: "Cabin Crew, 40 minutes to landing" — so cabin preparation can begin
• Fuel Check: comparing actual fuel remaining against the planned figure. Is fuel sufficient, or do corrective measures need to be taken?

Approach and Landing: Maximum Concentration

The descent typically begins at the Top of Descent (TOD), which the FMS calculates. Ideally, it is a Continuous Descent Approach (CDA), which saves fuel and reduces noise. In practice, ATC often clears the descent in stages.

Tokyo Haneda sits in the middle of the city, right on Tokyo Bay. The approaches are complex and may include visual segments. On a night approach, the lights of the sprawling metropolis create a spectacular yet challenging backdrop.

On final approach, the workload climbs steeply. The Approach Checklist is completed, landing gear and flaps are extended, and speed is reduced to VAPP (approach speed) — typically 140 to 150 knots depending on landing weight. The pilots fly the ILS approach with glideslope and localizer, with the autopilot usually remaining engaged until shortly before landing.

At the Decision Height — typically 200 ft above the runway — the captain must decide: land or go around. If the runway is in sight and the aircraft is in a stabilized approach configuration, the landing proceeds. Otherwise, a go-around is initiated — a missed approach maneuver that every pilot trains regularly.

After touchdown, thrust reversers are deployed, spoilers extend, and the brakes decelerate the aircraft. Taxi speed is reduced to a safe level, and the aircraft exits the runway at the assigned taxiway.

Post-Flight: The Flight Is Not Over Until Everything Is Documented

After parking at the gate and shutting down the engines, the post-flight begins: the After Landing Checklist and the Parking Checklist are completed. The captain logs the flight time, cycles, technical messages, and any defects in the Technical Log. Special occurrences are documented in the Voyage Report.

From arriving at the briefing room to leaving the cockpit in Tokyo, approximately 14 to 15 hours have elapsed for the crew. What follows is the mandatory rest period in Tokyo — a minimum of 18 hours, often 2 to 3 days — before the return flight. For the passengers, it was a flight. For the crew, it was a highly complex day of work demanding concentration, teamwork, and professional discipline at the highest level.

"Long-haul is not a sprint — it's a marathon. You have to manage your energy, because the most critical phases — takeoff and landing — come at the beginning and end of a very long day." — Long-Haul Captain, A350