10000'
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lol netime I am getting a bit fed up of the biatching on here. I know that I have huge lungs but the price for this is the fact that I freeze when sitting in a room doing nothing for ages my heart beat drops to below about 40. Well random I know but noone is the same and until they are which is never then everyone has their own personal experience and can comment on them which is what was done here.
Dave
Dave
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Try going on the professional studies portion , it is full of assholes who can only criticize spelling and grammar and consider themselves to be perfect , Cant believe I am studying to be one of them . Some people on here type fast but like me are crap at it , everyone understands what is being said so why do they feel the need to point it out , do they really lack a life that much . On the private forum it is generally genuine people wanting genuine advice , but as usual everyones an expert . If you cant answer a query or have a valid point then dont contribute it just makes them look stupid
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effects of hypoxia can begin at 8000 ft
I don't see anybody disagreeing with the above.
Just avoid flying commercially, if you see obvious symptoms at 8k. And perhaps see a doctor to make sure there is nothing seriously wrong.
I use o2 at 10k on long flights, say 2-6 hours. Keeps me fresh and on the ball.
Effects vary. I once flew with an instructor whose vision was too blurred at 12.5k to read the instruments. Within seconds of getting o2 he could see fine. The FAA recommends o2 at night above 5k - that's a specific effect of reduced o2 on night vision.
But I maintain that anybody feeling noticeably ill at 8k should get looked at. And avoid commercial airlines. It might save their life.
Cant believe I am studying to be one of them
If you are studying for an ATPL and you get noticeable hypoxia at 8k, you are wasting your time, because that is what your airliner will be at.
I don't see anybody disagreeing with the above.
Just avoid flying commercially, if you see obvious symptoms at 8k. And perhaps see a doctor to make sure there is nothing seriously wrong.
I use o2 at 10k on long flights, say 2-6 hours. Keeps me fresh and on the ball.
Effects vary. I once flew with an instructor whose vision was too blurred at 12.5k to read the instruments. Within seconds of getting o2 he could see fine. The FAA recommends o2 at night above 5k - that's a specific effect of reduced o2 on night vision.
But I maintain that anybody feeling noticeably ill at 8k should get looked at. And avoid commercial airlines. It might save their life.
Cant believe I am studying to be one of them
If you are studying for an ATPL and you get noticeable hypoxia at 8k, you are wasting your time, because that is what your airliner will be at.
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For the tihird and final , time I do not suffer nor have I ever suffered on an airliner , ever ever ever , I have just achieved a class one medical , the required medical qualification for being a commercial pilot. I have undergone a lot of medical tests recently and I am A1 100 % .
I really dont know any other way of saying this so that it is understood . IO if you continue despite all the above to think I need medical assistance then please advise me of your AME and I wil go see him just to put your mind at rest . As you seem to think all the people I am seeing are quacks , although one did train in central america to be fair , we can probably discount him
I really dont know any other way of saying this so that it is understood . IO if you continue despite all the above to think I need medical assistance then please advise me of your AME and I wil go see him just to put your mind at rest . As you seem to think all the people I am seeing are quacks , although one did train in central america to be fair , we can probably discount him
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My friend had a stroke 3 days after his medical.
I am not saying you have any health problems. But seeing NOTICEABLE signs of hypoxia at 8500 (very precise) feet would cause me concern. Now if you are saying you have experienced some tiredness and fatigue as a result of altitude exposure then that is perfectly normal especially if night flying over 6000 ft, not to mention the effect on your vision. So for clarification are we talking this or, cyanosis, shortness of breath tunnel vision, ringing in the ears etc?
Having small lungs has nothing to do with oxygen exchange, the body naturally adapts the breathing cycle. How do you think girls manage.......
I am sure your books are correct and I will leave you happy in that knowledge.
So which chamber did you experience the aviation medicine hypoxia training in? North Luffenahm? Being Ex-RAF myself I also have a little knowledge of the syllabus .......
I am glad that my Class 1 medical makes me superhuman........
I am not saying you have any health problems. But seeing NOTICEABLE signs of hypoxia at 8500 (very precise) feet would cause me concern. Now if you are saying you have experienced some tiredness and fatigue as a result of altitude exposure then that is perfectly normal especially if night flying over 6000 ft, not to mention the effect on your vision. So for clarification are we talking this or, cyanosis, shortness of breath tunnel vision, ringing in the ears etc?
Having small lungs has nothing to do with oxygen exchange, the body naturally adapts the breathing cycle. How do you think girls manage.......
I am sure your books are correct and I will leave you happy in that knowledge.
So which chamber did you experience the aviation medicine hypoxia training in? North Luffenahm? Being Ex-RAF myself I also have a little knowledge of the syllabus .......
I am glad that my Class 1 medical makes me superhuman........
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Little bit of thread creep going on all be it some interesting discussions. I am quite confident that MAXDRYPOWER has a fine pair of lungs...so back to my original post....I have got to 10,000' what should I attempt next in my "LUSTY" 152??
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Go somewhere interesting to do it!
The last itme I was that high (actually 11,200 on 1013) was over central-ish Scotland. Could see Inverness, Edinburgh, Glasgow but unfortunately not much of the west due to cloud. Apart from being colder than my heating could cope with it was rather nice. Interestingly the aircraft stalled and generally operated just as it does at sea level although the max climb was down to around 3 to 400ft per minute.
Strangely my Mogas did n't immediately convert to vapour or my brain shutdown due to hypoxia. But great views and easy to get there using a bit of wave lift. Shame its so blooming cold! (about -26 that day!)
The last itme I was that high (actually 11,200 on 1013) was over central-ish Scotland. Could see Inverness, Edinburgh, Glasgow but unfortunately not much of the west due to cloud. Apart from being colder than my heating could cope with it was rather nice. Interestingly the aircraft stalled and generally operated just as it does at sea level although the max climb was down to around 3 to 400ft per minute.
Strangely my Mogas did n't immediately convert to vapour or my brain shutdown due to hypoxia. But great views and easy to get there using a bit of wave lift. Shame its so blooming cold! (about -26 that day!)
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I must say my recent flight whereby I found out that apparently I am seriously ill an due to drop dead any day was over that sort of way . Dropped into benbecula then over to cumbernauld via Ben Nevis , amazing flying and excellent views. Although you cant help but wonder if the engine does fail where are you gonna go ? Recommend it to anyone
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The original thread reminds me of a flight with a mate in a Cub out of a 5500 ft AMSL strip in Kenya. The Cub peaked at about 9000. That was probably thermal assisted cos we looked up and there was a vulture circling about 1000 feet above us.......... and he wasn't even flapping his wings!
PS personally, 22000 feet, wooden glider, Aboyne. And I feel much happier being on oxygen above 11 grand.
PS personally, 22000 feet, wooden glider, Aboyne. And I feel much happier being on oxygen above 11 grand.
Have had a 152 up to over 9,000 in Crete, to get over t ' ills between Heraklion and the south coast (at +33 C on the ground). Would have been a very interesting day if the donk had quit. Even the road below was just a succesion of hairpins with no straight bits.
In Colorado Springs 9,000 is necessary (in a nice injected C172), just for about 1,500 feet terrain clearance over my daughter's house and I was nowhere near high enough to get over the mountains nearby. The Hoosier Pass is 11,500 and the Eisenhower Tunnel between Denver and Vail only a little lower with some of the hills up to 13,000 +.
The circuit at Meadowlake is flown at 7,600 and even at my age I can breath OK.
DGG
In Colorado Springs 9,000 is necessary (in a nice injected C172), just for about 1,500 feet terrain clearance over my daughter's house and I was nowhere near high enough to get over the mountains nearby. The Hoosier Pass is 11,500 and the Eisenhower Tunnel between Denver and Vail only a little lower with some of the hills up to 13,000 +.
The circuit at Meadowlake is flown at 7,600 and even at my age I can breath OK.
DGG
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I've done 10K in a C172N, mind you only to escape some turbulence. Still had the throttle in the firewall and 80kts indicated......with 1200ft/min going down. Not a happy moment.
Ahh the joys of mountain flyging.
Ahh the joys of mountain flyging.
Tabs please !
I have done the 5 digits in a balloon on a couple of occasions and my colleague and I checked on each other by asking if we felt slightly pissed which was to be our first indication that decending to below 10,000 feet would be prudent. The flame did get rather wide and "feathery" at altitude. 
I have also thermalled to over 10,000 in the French Alps on a paraglider which gave me a great view of Mont Blanc and plenty of time to contemplate the sanity of trusting my life to a collection of threads and a reserve chute.
I have also thermalled to over 10,000 in the French Alps on a paraglider which gave me a great view of Mont Blanc and plenty of time to contemplate the sanity of trusting my life to a collection of threads and a reserve chute.
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In my last job, our cruise en route altitude in an un-pressurised a/c was 11000 one way and 12000 the other. Sometimes at night too! Highest I ever went sans O2 was 15,000 but admittedly wouldn't want to stay up there for long (just to dodge a couple of storm clouds) 12 grand never really seemed to have any noticable effect.
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Dear SoCal,
I meant San Luis Obispo.
My cross countries did cross the mountains we flew a triangle from Van Nuys to Santa Barbara and then San Luis Obispo.
I agree with you, in retrospect it was a big challenge for a student pilot but I am still here to tell the tale.
SB
I meant San Luis Obispo.
My cross countries did cross the mountains we flew a triangle from Van Nuys to Santa Barbara and then San Luis Obispo.
I agree with you, in retrospect it was a big challenge for a student pilot but I am still here to tell the tale.
SB
As I have only recently taken any notice of US ICAO codes it has just struck me how logical they are.
KCOS being Colorado Springs, KVNY = Van Nuys California, KSBO = Swainsboro Georgia, why can't our lot be as logical ?
ELHR for Heathrow or EGAT for Gatwick ........
I have trouble remembering EGTF is Faoroaks.
DGG
KCOS being Colorado Springs, KVNY = Van Nuys California, KSBO = Swainsboro Georgia, why can't our lot be as logical ?
ELHR for Heathrow or EGAT for Gatwick ........
I have trouble remembering EGTF is Faoroaks.
DGG
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Socal app
Well please excuse my ignorance - I stand geographically corrected.
It was '93 and about 1600hrs ago.
I do recall that the routings my X-C took me on demanded a higher VFR cruise level than you suggest, if I still had the navlogs I would post them straight to you.
SB
Well please excuse my ignorance - I stand geographically corrected.
It was '93 and about 1600hrs ago.
I do recall that the routings my X-C took me on demanded a higher VFR cruise level than you suggest, if I still had the navlogs I would post them straight to you.
SB
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12K in a flexwing BBRRRRRRR cold or what. Nice fresh air though.....Might take my aqualung and get a bit higher too....That will confuse em when the wing falls off and they find somebody in what looks like a golf buggy, wearing a boilersuit with an aqualung that died of hyperthermia.
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Sorry to be a spoilsport, but I take it you Gents (and Ladies, if appropriate) are aware of the following from the UK AIP GEN 1.5.3. :-
1.3 Carriage of SSR Transponders
1.3.1 The requirements for the carriage of Secondary Surveillance Radar (SSR) equipment are hereby notified for the purpose of
Article 20(2) and Schedule 5 to the Air Navigation Order 2005. With the exceptions listed at paragraph 1.3.3, aircraft shall carry SSR
transponder equipment with a minimum capability as prescribed in the following table:
UK AIP (7 Jun 07) GEN 1-5-3
Civil Aviation Authority AMDT AIRAC 6/07
GEN 1.5 — AIRCRAFT INSTRUMENTS, EQUIPMENT AND FLIGHT DOCUMENTS
GEN 1.5.3 — EQUIPMENT TO BE CARRIED (cont)
(a) All aircraft operating outside of notified Mode S Enhanced Surveillance
airspace:
(1) United Kingdom Airspace at and above FL 100.
(2) United Kingdom Controlled Airspace below FL 100 when
operating under IFR.
(3) The Scottish TMA between 6000 ft ALT and FL 100
(4) When flying for the purpose of public transport.
(b) All aircraft operating inside notified Mode S Enhanced Surveillance
airspace:
(1) When operating in accordance with a Special Flight Notification
and a Rule 21 Flight in Class A Airspace exemption authorized
by the Civil Aviation Authority.
(2) When operating with a valid exemption from the Mode S
carriage requirements at sub-paragraphs 1.3.1 (c) and 1.3.1 (d)
below issued by the Civil Aviation Authority.
Mode A with Mode C altitude reporting.
1.3 Carriage of SSR Transponders
1.3.1 The requirements for the carriage of Secondary Surveillance Radar (SSR) equipment are hereby notified for the purpose of
Article 20(2) and Schedule 5 to the Air Navigation Order 2005. With the exceptions listed at paragraph 1.3.3, aircraft shall carry SSR
transponder equipment with a minimum capability as prescribed in the following table:
UK AIP (7 Jun 07) GEN 1-5-3
Civil Aviation Authority AMDT AIRAC 6/07
GEN 1.5 — AIRCRAFT INSTRUMENTS, EQUIPMENT AND FLIGHT DOCUMENTS
GEN 1.5.3 — EQUIPMENT TO BE CARRIED (cont)
(a) All aircraft operating outside of notified Mode S Enhanced Surveillance
airspace:
(1) United Kingdom Airspace at and above FL 100.
(2) United Kingdom Controlled Airspace below FL 100 when
operating under IFR.
(3) The Scottish TMA between 6000 ft ALT and FL 100
(4) When flying for the purpose of public transport.
(b) All aircraft operating inside notified Mode S Enhanced Surveillance
airspace:
(1) When operating in accordance with a Special Flight Notification
and a Rule 21 Flight in Class A Airspace exemption authorized
by the Civil Aviation Authority.
(2) When operating with a valid exemption from the Mode S
carriage requirements at sub-paragraphs 1.3.1 (c) and 1.3.1 (d)
below issued by the Civil Aviation Authority.
Mode A with Mode C altitude reporting.
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