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Jul 22
Edited: Jul 22

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What would be your course of actions in case that you notice airspeed unreliable during take off roll up to 80 knots and above?

Above 80kts you will only Reject the takeoff for: Fire, Fire warning, engine failure, predictive WS warning or aircraft unsafe or unable to fly

it depends on performance factors.normaly i continue after 80 knots.but if stop margin is good , with autobrake rto at 80knots energy is so low it can easily stop even with manual braking.qrh says continue.better continue:)

Good evening, Petr! Thanks a lot, it was great idea to create this forums!!! And good evening for everyone here!

According to B737 FCOM a single pack in high flow is capable of maintaining pressurisation and acceptable temp throughout the airplane up to the MAX CERTIFIED CEILING. still why we need to maintain FL250 in case of single pack failure ?

thanks in advance ....

Fl250 is restricted for MEL despatch only as I remember. if you have pack failure in flight you can continue climb up to the max.That way I think restriction based on oxygen equipment for despatch.

Pressurised Aircraft

  • An aeroplane intended to be operated at flight altitudes at which the atmospheric pressure is less than 376 hPa or which, if operated at flight altitudes at which the atmospheric pressure is more than 376 hPa , cannot descend safely within four minutes to a flight altitude at which the atmospheric pressure is equal to 620 hPa ... shall be provided with automatically deployable oxygen equipment. The total number of oxygen dispensing units shall exceed the number of passenger and cabin crew seats by at least 10 per cent. Note 1: Approximate hPa-altitude equivalents: 700 hPa = 10,000', 620 hPa = 13,000', 376 hPa = 25,000'

Annex 6 ICAO I mean. But it just my guess only