Arming status of emergency exits is about making sure the evacuation slides are ready to deploy the moment a door is opened in an emergency. For the 767, the rear pair of passenger doors (3L and 3R) are configured so their evacuation slides are always armed when the door is closed and the aircraft is in passenger service. This ensures rapid, reliable deployment of the slides without requiring separate arming steps before every flight, which is crucial for the primary evacuation routes. The other options don’t fit the typical door design: doors on these aircraft usually hinge on the side and swing outward, not from the bottom; they open outward away from the cabin rather than inward toward it; and they do have emergency slides as part of their exit capability.

Paging the flight deck uses the cockpit interphone channel. On the 767, you select that channel by pressing the control labeled PILOT, which routes your voice directly to the pilots. The PA control is for cabin announcements, not the cockpit; ALERT is for alerting crew, and PPT is just the push-to-talk trigger after a channel has been chosen. Pressing PILOT is what targets the flight deck.

The main idea here is how door slides are managed for quick evacuation. Doors that have slides are arming-dependent: arming sets the door so that if it’s opened during an emergency, the slide automatically inflates and provides a rapid escape route. For doors designated as the aft passenger exits (the 3L and 3R doors), the evacuation path is a primary concern, and the system is designed so these doors are kept ready for immediate use. In this aircraft configuration, those aft doors are configured to be always armed, so the slides will deploy if the door is opened in an emergency. That’s why the statement about them being always armed is considered true. In contrast, other door characteristics can vary by design and type, such as how a door is hinged, whether it opens inward or outward, and whether any door has a slide at all—these details aren’t universal across all aircraft. But for the specific 3L/3R doors in this context, the requirement is that they stay armed to ensure a rapid, ready evacuation.

Two pilots are required to operate the cockpit, and there is a certified need for cabin crew to handle safety duties, service, and potential emergencies for a typical long‑haul 767-400ER. For this aircraft, the standard minimum cabin crew is five flight attendants, so the lowest overall crew that meets both flight-safety staffing and regulatory needs is seven people: two pilots plus five cabin attendants. That’s why seven is the correct minimum. In practice, airlines may staff more based on route, occupancy, or company policy, but seven is the certified minimum for this aircraft configuration.