Ahhh, you must be a Singaporean matey. Else maybe a Silk Air pilot.

There is probably no more violated FAR in US operations than this one. This is unfortunate, if for no other reason than it sets a standard of non-compliance which has a demonstrated tendency to migrate.

In my own experience, I recall having to assist the first officer in setting up his comm panel during an actual cockpit/cabin smoke event. Now, before everybody goes off on a tangent about training, let me say that first, I agree, and second, if you donned the mask and set it up everytime you were required to, it wouldn't be a problem. The day you need it is not the day you want to find out what you don't know about it. (By the way, he wasn't a complete neophyte...after we got his comm problem solved, he proceeded to run the checklist, troubleshoot the problem and stop the smoke, based on an idea that I am quite sure I would never have had.)

Along those lines, it may be wise in the case of someone leaving the cockpit to at least pull it out and see if it is all intact, disentangled and so forth. I frequently find Eros masks on my current mount to be, well, showing obvious signs of not having been used recently.

I also had the fun of a simulator exercise in the 727 some years ago. We ended up landing it in manual reversion...with the masks and goggles on. What struck me then was that, as in all such situations, the more familiar one is with the equipment and with the difficulties involved in using it, the lower the stress level encountered. It has always seemed to me that the only way to get comfortable with using the mask is to use it regularly.

That said, the point regarding total oxygen quantity on long haul is worth considering. It can certainly be argued that some authorities have not kept the regulatory requirements in step with contemporary design and incident data.

Mutt

I stand corrected, FL350, not FL 250. I am certain it was 250 back when I "wrenched" the Boeing Tri-motor.

Mansfield

You are quite correct on it being the most ignored rule. Bizjets routinely cruise for hours above 410 and rarely, maybe never, have one pilot on O2 for the entire time. We have a "cruise" mask that is supposed to be more comfortable for long-term use, it isn't much.

GF

Our SOP dictates O2 abv FL350, I' d rather had a CA to chat...

One point--somewhere in the deep (ok, shallow) recesses of my memory, I was told that an airframe is under its greatest dynamic pressure (q) in the low to mid-twenties. The indicated is around 280KIAS to 330 KIAS, the cabin differential is approaching it maximum and the air is "thick" enough to produce serious turbulence, if present. All this adds up to maximum stress. I don't know the engineering behind this, but it makes sense and tracks the history of in-flight breakups due to complete airframe failure absent convective turbulence and loss of control.

GF

If the crew is all female, do they get up and go the bathroom together? :cool:

GF, the 121 rule is at 25, the 91 rule at 35.

A quick side note:
Re-stowing of the quick don O2 mask is a maintenance action in my current outfit…

Easa country

Well, maybe someone will think again about my stupid question now that.....

14 CFR 121.333 - Supplemental oxygen for emergency descent and for first aid; turbine engine powered airplanes with pressurized cabins. | LII / Legal Information Institute

regarding Oxygen.

It hasn't really been changed for US airlines.


sometimes things are a pain, but it is a bigger pain to crash and or live and have to do all the paperwork.

See?
 

Now you guys won't say anymore I've got a problem....

Imagine this rule being implemented in China...the salary would have to go significantly higher to kiss an ashtray on a regular basis..:}