Boeing 777-300ER Cockpit Take Off - Air France

[@MrPilotjoe]

Was in the jumpseat for just take-off and landing; great flight, B777 being my favorite airliner. That video was taken in June 2009.

[@jonny96]

For those of you asking, v1 is not a set speed. It varies every flight taking into consideration aircraft weight, temperature, Air pressure, runway length, runway condition eg wet or dry and many other factors. Also it can be the same speed as vr (rotate) but never less. It has to be above a speed called vmcg. This speed relates to the minimum control speed at which the rudder has enough power to counteract the thrust if one engine failed! Hope this wasnt too boring!! Ha Nice video, starti

[@bigtaxrefund]

awesome take off ! those 777's are a beast of a plane. nice scenery too. love it! im a pilot as well

[@hotelgulf]

What a huge responsibility for a two person crew~ All of that metal, fuel, passengers, and freight. Just amazing.

[@neeteshananth8529]

Its amazing how the pilots are able to hear and communicate with ATC with that incredible noise from the turbines ! Yeah i do understand that the engines are under full throttle during take off....but still...

[@ChiDraconis]

+Neetesh Ananth commercial has much-better comm with head-sets which do noise cancellation c my time when i could fly something like headphones was dream-land then they came out with this noise-cancelling and great-improvements were immediate ○ by now my hearing is not good for picking out voice on weak-signal filled with static but i recently obtained an ideal civilian-monitor and have over 20 freqs on detect ▬ about all of the calls from flight-deck such as seen here are so clear that I can hear what they are saying

[@Groveish]

Don't you see that they have headphones?

[@ChiDraconis]

Groveish thats for the stereo

[@nankervisj]

+Neetesh Ananth Full power takeoff? i wish..... :...( airliners basically never use full power during takeoff to preserve the engines and make them last longer also it uses a lot less fuel and as anyone in or interested in the aviation industry will tell you, fuel is everything

[@Groveish]

+nankervisj They use. FADEC allows full power spooling for almost a minute before overheating. 757s departing from Princess Juliana usually use full power

[@kenpalmer1965]

Now this is the ultimate in takeoff videos. There is nothing like watching a takeoff from the cockpit even though it's nice watching out of your window as a passenger. Beautiful video!

[@Moheader]

No one : Air France Captain : Retation

[@jiaxinjin]

Actually, he said it in French.

[@flyingbarbarian1]

It’s in France dude.

[@aslamnurfikri7640]

No one: Swiss001: "RO-TA-TE"

[@youtrein]

Nice to see a video from the cockpit in Martinique ! Great vid !

[@tah52er]

One day i will be a pilot.

[@320FL]

Go for it. If you have the heart.. Why not.

[@kevinp8108]

Follow your dreams! I regret not becoming an airline pilot. It's too late for me. I'm too old. Maybe in another life.

[@LS-to6el]

But the other days you won’t

[@flyingbarbarian1]

Kevin P Not too old u Can become a pilot At the ages between 21-50

[@artyjaycayairlines]

Same

[@redddawg14]

this is one of the better flight deck vids i've seen in a while...thanks for posting

[@CusterFlux]

Damn - is the cockpit noise always that bad?

[@8mmoore1]

THIS IS AWESOME, SIMPLY AWESOME, Michele.

[@Flightzeug]

It's just funny. The French guys are talking French with ATC and during the take off (they said 'rotation' not 'rotate') .... They'll never learn it

[@belunkkaz]

Agree with you... I have watched many video from any country that they pilot mostly spoke in english, but only french pilot never do that...

[@CraZy291]

They also say vert, which means green in French.

[@FlightSupreme]

Get your facts right, French is an official ICAO language. Meanwhile in Brazil, portuguese is not and they still speak it...

[@loch70]

Ive listen to some atc chatter from Arlanda sweden (liveatc.net). They mix swedish and english when they talk to atc.

[@FlightSupreme]

loch70 Indeed, they do that in norway as well, but usually that only goes in non-important things that other planes need to know...

[@psgman41]

I took that plane 4 times in the past 9 days (on Air France). YUL-CDG-RUN. total 35 hours. It was awesome. Those two big engines made me feel very safe and comfortable. I love the sound and power. haha when there are 472 people+crew on board and the pilot applies full-thrusts, the feeling of those powerful engines is so enjoyable. Those engines could frigging soak up a cow and blow it to smithereens :)

[@ehex3]

too bad it was filmed by someone with Parkinson..

[@TheBesme]

ehex3 Airplane moved idiots --'HASTAG FRENCH TEAM

[@TheBesme]

ehex3 AHah you are very bad you don't understand ? airplanes move x) english are very idiots

[@ehex3]

Besme _77 I love you

[@stark7412]

Hahahahahaha

[@yolsclassics6347]

+ehex3 Id like to see you hold it still in that cockpit. Everybody was wobbling around.

[@musician2598]

planes rotate at VR (or slightly after in case of engine failure after V1). VR is when you hear the word "Rotation". V1 is decision speed, after V1 the take off cannot be aborted, it leaves two options: crash into the fence at the end of the runway or lift safely. If you rotate before VR, the plane will jump up a bit and then crash down again since the speed is to low for being airborne. Just like the Spanair accident in Madrid, but that was due to error in flaps settings.

[@Sl3nzy]

Speak english for what ? they are French and this is a French Island end of History !

[@reckk4430]

English is the national language of aviation. All civilian flights have to be spoken in english

[@Sl3nzy]

Hope Reckk any pilot has the right to speak in its language desired to improve comfort.

[@Hadrien91]

Hope Reckk There are six ICAO languages (English, French, Spanish, Russian, Arabic and Chinese)

[@TheReverses78]

Hope Reckk Dude! Just so you know! Just because someone speak a language other than English, doesn't mean they are stupid...... Us people who speak other languages, we are still able to think and create stuff!!!! English doesn't have the monopoly of intelligence, these French pilots fly jets safely everyday speaking French in the cockpit!! Travel the world, you'll see

[@xzseng4524]

Because to keep things standard amongst all aircrafts.

[@insightsSAFG]

@MagnesiumAlloy Correct. The outer marker is normally located 7.2 kilometres from the threshold except that, where this distance is not practical, the outer marker may be located between 6.5 to 11.1 kilometres (3.5 to 6.0 nmi; 4.0 to 6.9 mi) from the threshold. The modulation is repeated Morse-style dashes of a 400 Hz tone. The cockpit indicator is a blue lamp that flashes in unison with the received audio code. If you go to SwissAir 111 you'll see they call 'pan pan pan' due to smoke

[@mohamedchaouki4404]

It's gay in french

[@ilikerio]

Boeing 777-300ER is my favorite airplane! nice vid

[@patrickrose3136]

there good but check out the luftansa pilots..nobody flys like the nazis. .best safety record of all countrys including the usa

[@propriono]

The last famous words!

[@CaptainArt777]

patrick rose Well, you know, this is you tube. So many tells lies to boost their country. Why don't you tell us all where you got that info. I have info that says otherwise. The Germans are right up there though.

[@AlexanderMcAllister]

+patrick rose You're forgetting Australia! Qantas has never lost an aircraft in their near 100 year history :)

[@lPowDog74l]

+patrick rose Andreas Lubitz approves your point

[@RyanTyler]

+Pad he probably wasn't a nazi

[@kenpalmer1965]

This is an absolutely cool video of this magnificent plane taking off. It was neat that the camera got some shots lookinng out of the side windows as well as the front.

[@RaPiDZzShOcKz]

This is truely magnificant, the brilliant structure of the 777 would blow your mind away! :O

[@Aviafilms]

Beautiful! Cockpit videos are the best...wish more people could make and share cockpit videos.

[@insightsSAFG]

@psyjpg Pan pan pan does not mean smoke in the cockpit. Its used to alert ATC to a final approach when the ILS is down or a localizer beacon is not functioning. This is essentially how glideslope is determined, usually about 3 degrees.

[@johng669]

The pilot may have the authority to allow visitors in the cockpit when in certain airspace. That's my guess. I am sure glad this was filmed because I love this video!

[@MrPilotjoe]

Yes, part of the electronic flight bag. An audio voice informs you in real time where you are on the airport (runway, taxiways ect) together with a moving map...

[@dbritton41]

thank you for this upload!! this is such an amazing cockpit video it felt like i was on the plane!!! :O awesome MrpilotJoe!!

[@onecunningfox]

Nice video. Good job keeping the camera pretty steadyas well. The 773, the best and safest lane AF has in their fleet, by faaaaar! If it aint a Boeing, I aint going.... Thanks again.

[@jonny96]

The F/O does have a tiller on the 777, we taxi if we are PF. You are correct though in saying that during a reject the captain takes control and the F/O becomes PNF. On the 737-300 we didn't have tillers on the right side, therefore couldn't taxi.

[@MrPilotjoe]

@cdennis85 An engine operating at full thrust wears off quicker. Once the aircraft has lifted off, it doesnt need all the takeoff thrust to continue the climb. So "takeoff thrust" is changed to "climb thrust" which is a reduced power setting. Some aircraft even have reduced thurst setting for takeoff ("takeoff thrust" OR "alternate take off thrust") when performance allows it, in order to save engine wear.

[@insightsSAFG]

@crazywind28 No, 'pan pan pan' doesn't mean smoking in the cockpit. That only happend on one occasion with SwissAir 111, and it crashed as a result -- so he's right about that. But we're talking about reversed thrust (V1 means the speed of engine 1 when only one of the reversers is working properly). Its more common to use both (V2) however, you can conceiveably stop a plane on just V1.

[@jonny96]

@7thcavalary Yeah they have TOGA buttons, the Pilot flying will set around 55% N1 so they stabilise and then push the TOGA button as the F/O did at 0:23. If you look carefully on the F/O's PFD in the top left hand corner, you can see a green box appear, it says 'THRUST REF'. He then calls it out. That means the Autothrottle is now engaged and setting the desired thrust that they have calculated. After 80kts it will change to HOLD, then at 400ft go back to 'THRUST REF' if VNAV is armed.

[@YankeeTango748]

nice video, thanks for uploading!

[@insightsSAFG]

@MagnesiumAlloy The captain and F/O of Alaska 261 tried to troubleshoot the problem mid-flight and did not ever say 'pan pan pan'. This plane was inverted and crashed into the pacific. Once the plane is upside-down you can no longer use 'pan pan pan' . By contrast, with USAir 427 the rudder pedals wouldn't move the flight control surfaces and the plane became inverted. Speedbrakes and flaps are really the same thing (Airbus calls them speedbrakes) so extending them would not have helped.

[@buster757]

@insightsSAFG The flaps extend from the lower trailing edge of the wing and are used to increase the camber of the airfoil thereby enhancing low speed handling and lift. The spoilers on the other hand are on the topside of the wing, and when extended, kill the lift on that wing. They are used to augment the ailerons with flaps extend, further improving low speed handling. They are also used to lose altitude rapidly, and on landing to help the airplane to stop flying entirely.

[@tuhhodge]

Reducing thrust after takeoff is mainly due to noise regulations and sometimes speed limits. It wouldn be inefficient to use takeoff thrust in the climb but engines actually run faster at high altitudes to produce the same thrust in the thinner air. The engines wouldn't overheat if you used normal takeoff thrust in the cruise. Max continuous thrust is usually around the same amount as takeoff thrust but it would be inefficient to use it and you'd probably experience mach buffet (ie overspeed)

[@piloteyes24]

@psyjpg Actually that’s incorrect. V1 refers to your take-off decision speed. In the event of an engine failure the pilot can either reject or continue the take-off. V1 has nothing to do with visibility.

[@Ozgrin_thewizard]

@pablof59 No it's something else. You can notice that when both pilots take their hands of the throttle they also say V1, which means they cannot abort the takeoff and they put the throttle on TOGA-Take Off/Go Around which will transfer control to the flight computer which will use the throttle according to the situation, at this phase the plane has consumed most of the runway and thereby cannot stop using the rest of it.

[@lastblueline]

@LAMIPODO You can wear corrective lenses and the pilot's license will state the restriction that the lenses must be worn during flight. It's the same restriction as you would find on a driver's license. US military pilots are typically required to have 20/20 uncorrected, but it's not a requirement for all pilots in all countries. Most pilots carry a backup set of glasses in the cockpit with them in case something happens to the other set.

[@yehend]

@xcode394 The difference between travelling in your car and travelling a plane? When air conditioner breaks down in your car you kick it down the road and fix it when you feel like it. In air travel you make and emergency landing and it makes front page news. There're so few serious accidents in air travel compared to the number of flights going on. You're safe up there.

[@navymmw]

@TheBrrrrrra They are reducing the engines to climb thrust, TO thrust is not needed for their climb, also they have to stay below 250knts below 10,000ft (in the USA at least)

[@BlackJacket86]

Not boring at all, good video

[@mrhoffame]

Great video! Thanks for the posting it!

[@TheHaryanvijatt]

beautifully shot thanx for uploading

[@qq290677797]

French is one of the six ICAO official languages (English, Spanish, French, Aribic, Chinese, and Russian). Therefore they are allowed to speak French in cockpit (including call-outs), and via radio when flying in French airspace. And I'm pretty sure they have manuals, sop, checklists in both English and French.

[@MrPilotjoe]

To add to this definition, At V1, you are committed to take-off, regardless of the failure, unless it is a serious control malfunction ! Any speed faster than V1, if you decide to abandon the take off, a safe outcome can not be guaranteed: Not enough runway remaining to stop, tyre burst due to speed ect ect

[@bonbondesel]

@dreduardoortiz HELLO, I ANSWER: 1 to turn on the ground, they use the nose tiller which is in situated on the left side of the captain (pilot on the left). In some airliners they have it at both sides: capt & copilot. It is used to control the nose wheel & turn left/right or go straight. They use engine power at low rate to move the aircraft & push the upper parts of the pedals to activate wheel brakes if required. Directional control from rudder pedals are effective only above 40 knots or more

[@IMG71.....]

What a nice!! Is a beatiful view of a takeoff

[@SuperBoris81]

Very nice clear video. Looks like you´re sitting inside the cabin :-)

[@bonbondesel]

@dreduardoortiz Part 2: At take off, they use tiller to line aircraft with runway, set power, & use the tiller to keep aircraft aligned at very low speed. Below a specified low speed. Nose wheel is protected from movement & they use rudder pedals to stay aligned. In flight the pedals are used with aileron to make the aircraft turn correctly or are use to counter cross winds effects or an engine inoperative.

[@goodshipkaraboudjan]

Depends on the country the company is registered to as well. In Australia and most of Asia the law is 9h30m but most airline SOPs state 8hs.

[@jonny96]

@DeadlyInertia Some airlines are Go oriented. Although to an outsider, it may seem safer to stay on the ground, most of the time it isn't. A lot can go wrong in a high speed reject, brake fires, tyre deflation (fuse plugs melting) just staying on the runway depending on the conditions. These aircraft (especially the 300ER) are very capable of climbing very well on 1 engine. Less things to hit in the air than on the ground. At BHX on the 300ER we make the decision to go before V1 sometimes.

[@hiddencharges]

@bajesus666 Its actually a good safety to have. In Kentucky 2yrs ago a plane actually lined up on the taxiway thinking he was on the runway and obviously ran out of pavement and crashed. It was very early in the am and i think low visibility. I say any backup is welcome.

[@Fowl2ful]

@r1oot because, french is an ICAO language. In France, ATC and pilots can speak in french or english on the frequencies

[@blueb0g]

@wr1830 No, but in the cockpit, you can speak whatever language you like - just not to ATC, and if you talk to the PAX every message has to be also in English.

[@lunatic231]

i love the 777, the powerplants are amazing, pretty much everything about this airplane is amazing.

[@asukaj]

@lutschauto23 V1 is a decision speed. Before they reach that speed they are guaranteed that they will have enough runway to stop on it if they choose to abort take off for any reason. after that it is safer to take off since it is better to go in the air and fight the malfunction than risk runway excursion. that is v1 in simple words.alot of different things affect V1 but basicaly that is decision speed to GO/NO GO in the air.

[@1053857]

@chron123 Martinique is French department (or province, state etc.) even though it is overseas. So it is actually France so to speak.

[@Ciatation]

The throttles have something called "friction lock", whereby both levers move equally. The Pilot flying takes his hands off the throttle to, focus on the actual flying part, whereas the Pilot Not Flying has his hand on the throttle levers (up to V1) in case they have to abort take off .

[@topgun37]

There are no flights that last more than 16 hours at Air France, except SCL when it is late. The rule is 3 pilots above 9h30 of flight, and 4 pilots above 14h or 14h30, something like that. But it also often happens that the Captain decides to "call the reserve" when he feels the needs, because of heavy traffic, heavy weather, difficult flight conditions or whatever it the reason could be.

[@stormshadow07]

@Lovesredheads09 Each aircraft has what are known as "V speeds" which indicate safe speeds for certain actions or configurations. V1 and V2 deal with getting airborne. (V1 = takeoff can continue even if an engine fails) V2 is the safe takeoff speed for the aircraft.

[@insightsSAFG]

@dreduardoortiz The jaw is controlled by rudder pedals which are on the floor in front of the captain and copilot. The steering wheel is used to control only the front wheel (the back wheels don't steer) and the speedbrakes are used to slow the aircraft by reversing the airflow upon landing. It would be too expensive to outfit each airliner with the kind of brakes you find on a car, for instance.

[@asukaj]

@Razii85 I am sorry but you are not correct. I tried to be simple but it is easy to get confused. V1 IS decision speed-calibrated speed not less than Vef (assumed critical engine failure speed) plus the speed gained for the pilot to recognise failure. At that speed if you are at 1 kt below you can safely start braking and you will have enough rwy to stop.Above that speed You should take off since there is insufficient rwy (again you can have speed range for V1 depending on the mass and rwy leng

[@vsbfbmusic]

@partyboy923 ground proximity warning system. the GPWS is linked with the autopilot, so some planes can also land fully "automatic". I'm not sure about the B777, but most of the newer airbus planes can.

[@kwongi]

Very nice video very nice - my little boy enjoyed that so much, thanks - he's siting in this plane Christmas 2011

[@b747a380an225]

The capt. is a good teacher. He gave the FO a chance to handle the take-off. One day when the FO would become a Capt. should do the same thing to his first officer

[@insightsSAFG]

@psyjpg pan pan pan means smoke in the cockpit but this has nothing to do with visibility. By V-1 you are talking about the distance from the localizer, not from within the cockpit. V2 is about the safe speed upon take off with one engine out. Apples and oranges.

[@TheTikel]

super belle video , le décollage est parfait :)

[@MrPilotjoe]

@VotGadast Of course ! about 7 years ago, I think the limit for a initial class one medical was -5... and I think this has been relaxed further... the general rule is that you need to have near perfect vision, corrected with lenses or not.

[@tollgga]

squawk 7700 : engine 2 out :D really nice video sir!!!!thxx!

[@insightsSAFG]

@Arkipelago2 This has nothing to do with V-1. V-1 deals with a rotation speed where the pilot makes a decision about the speed of his engine. If there is an engine out, then we look at the other engines to see whether we do a TOGA or continue the takeoff. During winter months with severe icing conditions lift depends upon the amount of ice on the tail (where the elevator is).

[@turbofan450]

@insightsSAFG Pan Pan Pan is the URGENCY radio signal.It is different from mayday mayday mayday which is the distress radio signal (requiring immediate assistance). Pan pan pan is used in a situation where the condition concerns the safety of the aircraft or vehicle within sight or person on board or within sight, but does not require immediate assistance.

[@PilotKriss]

So cool! Awesome how it tells you what runway you are on!

[@stefil9]

@hammoudy1300 and by the way, usually in most airlines, when it's a right seat take off, the f/o advance the throttle and then the cpt adjusts it and keep the hand on it until the V1 call..just because he is the one that on a normal situation aborts the Take off. Hope it answer your question!

[@ByteMash]

@carpfisherman25 Dude, the V Speeds aren't generic! They change with weight, runway length, outside temperature, etc.

[@Writeowl]

Thanks for the upload, Joe :-) Interesting to see the FO handling the takeoff.

[@j30789]

The way a take off works in a multi crew enviroment is that the pilot flying (in this case the 1st officer) get's the throttles to a ruff engine speed and the pilot monitoring get's the engines to the speed they should be set and equal to each other while the pilot flying stears down the runway. Happen with any aircraft apart from the airbus as the computer does the balancing for them

[@TheTomyossarian]

I've always seen it as standard practice for both captain and first officer to throttle up together for symbolic reasons as well as to make sure the throttle levers are balanced through spool up to avoid unintentional yawing throughout the takeoff roll...

[@Rolandhinio]

This... is... so... BEAUTIFUL

[@grulloc]

@mnetcallin someone will have control of the throttles until V1 (the point where if there's an engine failure you still take off). The second officer was taking off so he followed the throttles when the auto thrust put the to takeoff power then went to flying the plane while the captain waited for v1.

[@jonny96]

@CcCMilliyetciTurkCcC yeah the 777 is far larger than the 330. At Emirates, we operate the 777-300er in 2 and 3 class configs, in the 2 class they seat to 442. The airbus 330 only seat 278. Granted they are a330-200's but the a330-300 can only seat up to 335 I believe.

[@kso747]

great video, very clear i love the 777

[@JamesMr90]

@sulutkin The Captain took his hand off of the throttle as soon as you hear "V1". V1 is decision speed, the speed at which you can no longer abort takeoff safely. This means you're going in the air no matter what, so pilots take their hands off at V1 to not feel tempted should something happen after said speed.

[@MrPilotjoe]

@gio31brasil The captain, whether he is pilot flying or pilot not flying will always keep his hand on the throttles (until the commitment speed of V1), because he only can decide to reject a take-off or to continue, should a malfunction develop. A copilot doing the take-off will remove his hand from the throttles once take-off thrust is set.

[@jonny96]

@psyjpg Errrrr, no. The autopilot doesn't fl the plane. It does what you program it to do. Whether its the turn of a simple heading bug or the programming of an RVAV GNSS approach, you still have to tell it exactly what to do. Garbage in Garbage out! Also, V1 has nothing to do with visibility, its the point at which the aircraft is committed to getting airborne which is why the captain takes his hands off the thrust levers at that point, to stop him pulling them back if anything happens.

[@yelfridi]

Nice video. Good job :)

[@jonny96]

The button he pushes shortly after applying power is just changing the lower EICAS screen from the taxi camera to the monitoring page. Any warnings would flash up on that screen. Also co pilot is flying, captain just has his hands on the thrust levers so he can make a decision to stop or go before v1, at V1 he let's go of the levers!

[@blueb0g]

@jm431 If an aircraft is heavy, or on a short runway, or the temperature is high or the airfield elevation is high then maximum power may be used... I also believe that full power is used during go-arounds.

[@sidhumax]

@ThiWhiteBoii ..hi there, i am a Student Pilot and as for your question,mathematics does play an important part in Aviation,while flying there are many Calculations tht needs to be done,although you will not actually be using calculus while flying,the key is the ability to manage Calculations and is vital,,i would suggest get the 'FROM THE GROUND UP' Manual from the book store and go through it,.

[@Tigerkos]

@xcode394 The probability of your plane crashing, are minimal when compared to the probability of a car crash. As Mr Pilot said, it's the safest form of transport! Have a nice flight!

[@samborlon]

V speeds are independent of the wind speed as they are "Airspeeds". The wind can only affect the ground speed. So let's say you have a 20 kt headwind. You still rotate at say 150 IKAS (Indicated) but the only difference is that the aircraft is actulally going slower on the ground, and therefore less runway is needed. V speeds are only affected by the weight of the aircraft, and of course in case of V1 it's diferrent, as it is the maximum speed at which the T/O can be aborted, (Continues-->)

[@Joeschmoe94]

@DelayedBullet i can reassure you this, it is far safer to travel by plane than by car because of the immense safety and security measures air travel has these days. On average in the US, 40,000 people die each year in car related accidents compared to less than 1000 people per year in air travel. your are considerably safer in the air than on the ground believe it or not lol. so no worries man. take care.

[@recordevo]

@surreyboy84 true to some extent. however if you look at the epaulette on the pilot handling, you will see that he is of the rank of F/O. In some airlines F/O is a rank as well and an appointment in the cockpit environment. I have seen two pilots in the cockpit who are of Capt rank and one of them is the F/O (2 I/C) for that flight, regardless of of who is flying the sector.

[@samborlon]

@TheFairyParty And therefore V1 (Decision Speed) also depends on the environment, such as wind, temp and pressure as it is also related to ground speed and the stopping distance available in case of an RTO.

[@LateNightCable]

@MrPilotjoe From here, it looks as though he used the CANC/RCL button on the display select panel, which cancels and displays cautionary and advisory messages... Then gear up... Then he toggled the ND range selector on the Electronic Flight Instrument System (EFIS) which selects the desired nautical mile range scale on the pilot's nav display... Then he used the numeric keypad on the Control Display Unit (CDU) - a flight management instrument... Then, flaps up, from detent position 5.

[@bohemiadarapstar]

every aircraft after takeoff will be ordered to maintain a Flight Level and maintain at heading and speed,which is given by the airport ATC. after getting above 10,000ft pilots can turn on the auto pilot switch

[@KSharp320]

@MrPilotjoe Yeah F/O's at my airline can reject when they are flying for 1) Pilot incapacitation (cptn) 2) Engine fire before V1 or loss of oil pressure or failure 3) Loss of directional control 4) Runway obstruction. All other malfunctions are captains discretion. For example a generator fault or bleed valve malfunction.

[@McWrisk]

@readou For commercial pilot (In Canada where I live) it is allowed. I know some that have had the operation and are flying, but military might be an issue. You are right on that fact.

[@MrPilotjoe]

@arjennovic What I would suggest is to get your "class One" medical now since your eyes are at the limit. Once you pass the INITIAL medical, the limits are different for subsequent visits... Best thing to do really is to contact your Aviation medical office, I've done my medical a long time ago, rules have changed and also varies from country to country...