Jul 22, 2020
Edited: Jul 22, 2020

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Jul 22, 2020

Have a nice day Petr . Congratz.

Jul 22, 2020

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

Jul 23, 2020

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

Jul 22, 2020

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:)

Jul 22, 2020

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

Jul 27, 2020

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 ....

Jul 27, 2020

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.

Jul 27, 2020

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