10000'
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10000'
Finally manged to achieve a physcological ambission of getting a 152 to 10,000' at the weekend. Once I got there started to worry about hypoxia as I was on my own so came strait back down again. Mind you had I been two up, probably wouldnt have got there.
Aboslutley majestic view from up there in a high wing, anybody else managed to coax one up that high? Certainly thought this is what flying is all about..the view, the freedom [cas considered].
Got me thinking about what else I can achieve? What challenges can I go for next that wont cost the earth?
Must keep the flame alive...
Aboslutley majestic view from up there in a high wing, anybody else managed to coax one up that high? Certainly thought this is what flying is all about..the view, the freedom [cas considered].
Got me thinking about what else I can achieve? What challenges can I go for next that wont cost the earth?
Must keep the flame alive...
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I've flown a PA28 at 10,000 quite abit. It was in Phoenix and at that height was the only place were it was cool enough to enjoy the flight 
oh and have had a glider up to 13,000ft too
oh and have had a glider up to 13,000ft too
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Must say went fL100 t'other week with Mr Horgy . passing 9000 I started to get a banging headache and had difficulty focusing properly on instruments .My breathing was also affected . Lcukily the much younger man was flying and was unaffected , bt it certainly gave me what I think is vaulabe information , I now know my no oxy limits . I will be going no higher than 85 when Im PIC . Intersting experience
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Not a 152, but have had an 85hp Cessna 120 upto 11000' across the Alps. It took most of the way from Chambery to the Rocciamelone pass to get there.
Have also done the same in a Jodel 1050 and (much, much easier) an RV-4.
The ANO allows you upto FL100 without supp. oxygen and about half an hour upto FL120 IIRC.
Have also done the same in a Jodel 1050 and (much, much easier) an RV-4.
The ANO allows you upto FL100 without supp. oxygen and about half an hour upto FL120 IIRC.
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Developing severe symptoms like inability to focus without having spent some time at altitude (you suggest whilst still climbing- ie.almost instantly) suggests suboptimal physiology. Either heavy smoking / other lung disease / anaemia, or an aircraft issue like an exhaust leak. If you are youngish and fighting fit, get the aircraft checked.
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yeh Im aware of that matey we had been at 85 for a while and it cos worse as we climbed up , I am far far from fighting fit and knocking on in years , got the same thing skiing in america . I got a class one easily enough though so Im not panicking just yet , give it another six months maybe though 
Dancing with the devil, going with the flow... it's all a game to me.
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So how long did it take to get the C152 to 10'000ft? Often wondered what it'd be like up that high in a tiny aeroplane - my gut feeling is that it'd be slightly freaky?
Been to 8000ft in C172 but never had the need to go higher than that and to be honest, would probably get bored in the process!
VFE.
Been to 8000ft in C172 but never had the need to go higher than that and to be honest, would probably get bored in the process!
VFE.
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Got an A65-powered Taylorcraft up to 10,000 ft (11,200 when I switched to 1013), just to see the number on the altimeter. Took me about 20 minutes to get back down for fear of shock-cooling the engine. It was mighty cold up there, if I remember correctly.
Had the Pitts up that high over Norfolk one time, too. Amazing cloud formations on that day, which was what got me to climb that high on that day.
I have to admit I felt a bit uncomfortable being that far away from the ground, as daft as that sounds.
Well done!
Pitts2112
Had the Pitts up that high over Norfolk one time, too. Amazing cloud formations on that day, which was what got me to climb that high on that day.
I have to admit I felt a bit uncomfortable being that far away from the ground, as daft as that sounds.
Well done!
Pitts2112
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I've climbed to 12,000' in East Anglia a couple of times. Slightly more challenging as I did it both times in a glider in cloud. Climb rate was measured at 1,000' per minute and it took about ten minutes once in the cloud.
Climbed to 27,500' in a glider in the States along a wave bar over Minden (Nevada). Was still getting a climb rate of around 200' per minute but didn't go any higher due to my oxygen consumption and it's a bit chilly up there!
Climbed to 27,500' in a glider in the States along a wave bar over Minden (Nevada). Was still getting a climb rate of around 200' per minute but didn't go any higher due to my oxygen consumption and it's a bit chilly up there!
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You should not get hypoxia at 10k, unless you have serious health issues, smoke, etc. If you do you should go to a doctor for a good check up because you are heading for big trouble.
Most people can spend hours a 10k with just tiredness and occassionally a headache.
Airliner cockpits are pressurised to about 8k, and there you are breathing pretty lousy air as well.
I agree flying high up is nice - on a clear day you get great views. I've done 18k. One needs an o2 kit for above about 11k; I can't remember the current CAA (G-reg) rules.
Most people can spend hours a 10k with just tiredness and occassionally a headache.
Airliner cockpits are pressurised to about 8k, and there you are breathing pretty lousy air as well.
I agree flying high up is nice - on a clear day you get great views. I've done 18k. One needs an o2 kit for above about 11k; I can't remember the current CAA (G-reg) rules.
Years ago, I struggled up to 13800ft in a Chipmunk over Berkshire.....with an horrific hangover from the session in the White Waltham Officers Mess the previous evening!
Young and very stupid - but that was the UAS culture of the time and didn't seem to do many people any lasting harm!
Trying to get down again without knackering the engine was quite tricky, I settled for a series of 2G descending turns and felt even worse.
Young and very stupid - but that was the UAS culture of the time and didn't seem to do many people any lasting harm!
Trying to get down again without knackering the engine was quite tricky, I settled for a series of 2G descending turns and felt even worse.
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IO Im sorry there old chap but I have to disagree . Unless for some reason you think Im fibbing like a fibbing thing . I was suffering from , or rather should I say I was displaying symptoms of hypoxia from 85 upwards . This is not odd , strange or abnormal , and there is nothing wrong with me .I am fully fit and have ony recently done a class one , this coupled with the mediclas I have to have every 6 months for work confirms this . Any text you read with regard to hypoxia will tell you that a reduction in partial pressure of oxygen can be very sensitive to the body and a cabin pressure equivalent to 8000 ft produces a detectable impairment inmental performance . This increases with altitude , although most people can compensate up to 10-12 this is not the case for everybody . I am not a smoker not do I have any medical problems . But thanks for the scare mongering , However if you are an AME I will bow down to your greater intimate knowledge of my body and tell the boys at gatwick that you disagree with them
Last edited by maxdrypower; 16th Jun 2007 at 09:12. Reason: typo
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While doing my FAA ASEL in '94 my qualifying cross country flights from VNY to SBO involved reaching approx 10000' over the Sierra Nevada in a C152. I was young and much fitter then and didn't notice any altitude effects.Lots of leaning required but it is quite possible. When I returned to the UK I couldn't believe everybody was flying around at 2000ft and leaning seemed to be something a PPL shouldn't be encouraged to take an interest in. I know that controlled airspace is the cause of a lot of celing restrictions in the South and central UK but not everywhere. Nowadays I rountinely fly up to FL200 in my M20 (I prefer to be at FL100-120 where I do not need O2), but crossing frontal weather or Alps can sometimes demand otherwise and I use a portable oximeter intermittently while I have O2 on. I agree with maxdrypower that even fit youngish people can see O2 sats drop significantly at or slightly below 10000ft. If I start to lose the ability to do simple cockpit maths then the O2 goes on. My head starts to throb when the oximeter is the the low 80s (usually FL130 and above) but I routinely put the O2 on above FL120. As soon as I have taken a couple of deep breaths then the sats are back up to 99%.Anybody out there using cannulae instead of masks?SB