Thanks again all for this information it is really helping me understand stuff. As Peterh337 mentioned, the complete info is not out, so let me fill that in a bit, and then you can all tell me that I am mad.
I am IMC+Night with about 180 hours total time. Most of the flights have been in the UK obviously, but with a fair amount of Cross-Channel to France and Channel Islands, so I am familiar with all the Flight Plans etc. I have always tried to do something safe but challenging when I fly. Sort of so that I have 180 hours, not 1 hour 180 times... if that makes sense.
The aircraft that I have access to at the moment are C152, C172P and PA28-161. (I could get access to a C182 with a wobbly prop and a fuel injected C172 as well, but this raises my next question about Differences Sign-off under EASA, could a German Instructor sign me off on Differences for these aircraft?) As my preference would be for the C182 or Fuel Injected C172 as they have higher Service Ceilings. The PA28, I would only attempt on a CAVOK day where I could see right over the Alps, High Pressure on a winter day perhaps, but basically when I would be willing to bet my pension that the weather isn't going to change for a while. So at the moment I am settling on a C172, books says service ceiling 14,000ft; obviously I would trial this before hand if I can find a gap in some airspace or a very nice controller, but I would also go up with a pulse oximeter and take some notes on my own performance. But this will restrict me to about FL140, if I can find some O2 or FL120 without.
There are two destinations I have in mind, 1 is Portoroz in Slovenia and the other is Parma in Northern Italy. The two VFR routes that have been recommended to me are Innsbruck-Brenner Pass-Bolzano and Innsbruck-Pfunds-Malles Venosta-Merano-Bolzano; both bring you to approximately the same place. I would choose the upwind of the larger peaks based on the day. For the Portoroz flight I am looking at continuing east along the valley north of Bressanone, which would route towards Lienz before turning south to track just east of the Aviano CTR Boundary. But from what I am reading in the info that you have all provided it is probably best to head south over Bolzano and get out of the higher regions of the Alps as quickly as possible. This would reduce the time in the regions of FL100 to FL120 down to about 20 minutes. Also I guess if I planned a routing, on the Portoroz flight, south of Aviano CTR, once I got to Trento I could start looking to get a short cut through the CTR.
If I can summarise the discussion so far tho.
Achimha,you said: -
(2) Flights with cabin altitudes of more than 3600 meters (12 000 feet) may only be conducted if the oxygen carried on board is sufficient for the following:
1. Supply of all crew members as well as 10% of the passengers if the flight duration at a cabin altitude of 3600 meters (12 000 feet) exceeds 30 minutes and
Thanks for your notes of the legal position. This reads to me like 12,000ft legal limit without O2 on board, as you say it only says I need a bottle. But this reads to me that if I go above 12,000 I do not need O2 unless I am there for 30 minutes or more, but I need it on board to bust 12,000. Is that a correct interpretation?
Fuji,
As to the question why would you worry about the MSA? If you are crossing in VMC and the weather is suitable you are not restricted by the MSA.
Yes agreed with you. Although someone once told me that a big issue in mountains is that clouds can whip up quickly. Now although I can fly on instruments, being halfway across the Alps when I suddenly have to fly IFR is not exactly where I want to be... I have a IMCr not a full IR, and no real de-icing equipment. So thoughts were, be above MSA, stay there and have a chat to ATC for some vectors. That niggle has stayed with me, and so I am just thinking if the clouds pulled in quick what would I do.
David Roberts, thanks for the advice on waves, are there any good websites for this info, I will Google it later, or is it down to experience. I'm assuming that the downwind side should always have the greatest interest.
Pace, I've taken what you've said on board and will check my O2 performance with altitude.
Peter, I wish I had access to something that could get me up to FL180 etc and stay there, without me getting very bored on the way up. I do read your trip blogs they are very informative and to be honest are inspiring me to give things a go, albeit with a lot of care because I recognise I am not the most experienced.