Originally Posted by TriJetFlying
(Post 10828175)
oh please...
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Originally Posted by mcoates
(Post 10827595)
It just proves again how great our emergency services are and how quickly they are deployed in any event like this. A lot of pilots get comfort from knowing that if something goes wrong Australia will throw out every available resource to assist you. Well done guys !
Anybody else involved? |
Originally Posted by jack-daw
(Post 10828755)
Not sure which emergency services you are referring to. ATC, whilst not an emergency service, did their job well, and flydoc was already airborne for other reasons.
Anybody else involved? |
Originally Posted by Ixixly
(Post 10828749)
Oh Please what? What did your HF training teach you about hypoxia for a smoker? I remember mine telling me they'd start getting affected above 5,000 compared to a non-smoker and that's just an example.
oh and Ixixly, forgot to mention.. My initial post was a reply to BlueSky’s dramatic post. Not so much to the incident. |
Originally Posted by Ian Arrighi
(Post 10827742)
Sio am I right in concluding this guy went through BNE primary control zone unplanned and without communication without issue (as he intended to end his journey just to the north of BNE) and somehow that didn't raise any red flags but after he had flown another 120km and exceeded his SAR time ATC started to get concerned?
The aircraft was originally under the control of ATC and on radar before losing comms well north of Brisbane. That is when the red flags were raised (and presumably a SAR phase initiated). |
If my memory serves me ok, I recall the RAAF at PCK back in the Winjeel days used O2 at night above 3000ft.
I believe the training these days in this subject is somewhat lacking. |
Originally Posted by Youwanna
(Post 10829309)
No, you are not right to conclude that.
The aircraft was originally under the control of ATC and on radar before losing comms well north of Brisbane. That is when the red flags were raised (and presumably a SAR phase initiated). |
You might be amazed at what you’ll learn by purchasing one of these...
https://www.mydeal.com.au/fingertip-...SABEgLU0_D_BwE |
I dunno whether that's going to tell you what you need Squawk. There wasn't much difference between what I was reading at F140 to 10,000ft to 5000ft in the thing I used to fly. And anyway, that thing isn't going to wake you up when you're that fatigued or when you may have suffered a medical event.
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Originally Posted by cogwheel
(Post 10829313)
If my memory serves me ok, I recall the RAAF at PCK back in the Winjeel days used O2 at night above 3000ft.
I believe the training these days in this subject is somewhat lacking. In the real world, a squillion pilots and passengers used to/will soon again fly around for many hours at a cabin altitude of about 8,000’. |
Originally Posted by VariablePitchP
(Post 10828210)
I’ve spent half my life at 8,000 it feels like, can’t imagine the extra 2,000 taking me from totally fine to unconscious.
I said 90 mins at 10,000 feet in the middle of the day used to make me very tired. Sometimes I’d be doing everything I could to stay awake. I was in my early 20s and very fit. Sweating, chucking bags, earlies, lates etc. it all adds up. So 4 hours at night at FL110 would be a right pain. Especially as you age. Yes there is a big difference between 8000ft and 10,000 feet. Which is why you need oxygen over 10,000 feet. It’s also why so many airline Pilots fall asleep on the flight deck at high cabin alts during the circadian lows - and suffer immense fatigue doing long haul flying. It’s also why the 787 is so good to fly. |
Originally Posted by Lead Balloon
(Post 10829447)
The 3,000’ oxy was probably in preparation for those pilots transitioning to trained killer status with what would be now be impressive ‘Darth Vader’ breathing.
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VASAviation has done a video on it- I can't link to it due to post count.
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Originally Posted by GAnoob
(Post 10833833)
VASAviation has done a video on it- I can't link to it due to post count.
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VH-DQP
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Report out. It took the ATSB almost a year to come out with this.
What the ATSB foundThe ATSB found that the pilot was likely experiencing a level of fatigue due to inadequate sleep the night before and leading up to the incident. Further, operating at 11,000 ft with intermittent use of supplemental oxygen likely resulted in the pilot experiencing mild hypoxia. This likely exacerbated the pilot’s existing fatigue and contributed to the pilot falling asleep.Full report here https://www.atsb.gov.au/media/577971...-032-final.pdf |
I've done many runs in the chambers, and experienced Hypoxia in various scenarios.
Two things I learned. One is that I personally feel really good when hypoxic. Like, really really good. Yet the video showed I was pretty much stoned. The second being that the effects of hypoxia during night flying weren't really noticed - until I put on the oxygen mask and noticed that the lights got brighter and stopped moving around (they were glued into the wall). So for everyone without training to say that they never had any issues flying at altitude, then they aren't the best judge of their own performance. |
Some of the findings generated from this report should give CASA a lot of factual information with regards to reality, opposed to scientific theories they have enforced on industry with regards to the new 48.1 regulations.
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Interesting to note that oxygen on private flights in the USA is not required below 12500 AMSL.
I wonder why Australian air is much thinner / Australian pilots so inferior that oxygen is required at 10000. |
Because there are no solid lines in the sky, where one side of the line you are OK and the other you aren't - and the highest mountain in Australia is only 7,000 ft AMSL, so it's not onerous to require O2 at 10,000'
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