My experience of the physical effects of a rapid decompression & emergency descent.
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Explosive Decompression
Further to the above - I once experienced when I was younger and fond of sweets an exruciating pain in a tooth on a descent - aerodontaligia? Were it to happen to me in the flight deck I'd be even less use than I normally am.
Another thing that struck me - regarding an explosive decompression - is that would not the air be sucked out of you lungs in a manner not dissimilar to having several bells of your finest knocked out of you by Mike Tyson?Then there's the fact that we have so many "essentials" hanging about the flight deck that if the earache hasn't got you nailed - you'll probably find the nav case trying to make friends with you a high speed.Then there's the fog. And finally your nipples would probably freeze in a second and rip your shirt.
Another thing that struck me - regarding an explosive decompression - is that would not the air be sucked out of you lungs in a manner not dissimilar to having several bells of your finest knocked out of you by Mike Tyson?Then there's the fact that we have so many "essentials" hanging about the flight deck that if the earache hasn't got you nailed - you'll probably find the nav case trying to make friends with you a high speed.Then there's the fog. And finally your nipples would probably freeze in a second and rip your shirt.
Life's too short for ironing
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Sounds like these guys had a far more dramatic time of it than I did
http://www.avweb.com/avwebflash/news...ml?CMP=OTC-RSS
NTSB Eyes Procedures In King Air Mishap
By Glenn Pew, Contributing Editor
The NTSB's investigation of a King Air B200 that landed safely last Friday after suffering serious structural damage is likely to focus on cockpit checklists and procedures, along with radar data collection. N777AJ was headed from Rogers, Ark., for Stanton, Va., when it encountered complications after suffering a shattered (but not blown out) windshield at 27,000 feet, and ultimately rained parts down on an aeromedical helicopter flying below. The helicopter was not struck by debris and the King Air landed at Cape Giraradeau, Mo., with buckled wing skins and empennage and much of the horizontal stabilizer and elevator missing. The King Air's pilot, Sheldon Stone, said in early reports that the aircraft suffered a shattered left windshield at altitude and he then depressurized the cabin to prevent a blowout. According to the King Air pilot operating manual, the "abnormal checklist" for a cracked windshield specifies a descent to 10,000 feet or other methods to reduce the pressure differential to less than 3 PSI within 10 minutes. After depressurizing the cabin, Stone and his copilot then donned their oxygen masks and turned on the valve, but no oxygen appeared to be forthcoming. The sole-occupant pilots then passed out. Stone, a 4,200 hour ATP-rated pilot, said he awoke at 7,000 feet and recovered the aircraft.
http://www.avweb.com/avwebflash/news...ml?CMP=OTC-RSS
NTSB Eyes Procedures In King Air Mishap
By Glenn Pew, Contributing Editor
The NTSB's investigation of a King Air B200 that landed safely last Friday after suffering serious structural damage is likely to focus on cockpit checklists and procedures, along with radar data collection. N777AJ was headed from Rogers, Ark., for Stanton, Va., when it encountered complications after suffering a shattered (but not blown out) windshield at 27,000 feet, and ultimately rained parts down on an aeromedical helicopter flying below. The helicopter was not struck by debris and the King Air landed at Cape Giraradeau, Mo., with buckled wing skins and empennage and much of the horizontal stabilizer and elevator missing. The King Air's pilot, Sheldon Stone, said in early reports that the aircraft suffered a shattered left windshield at altitude and he then depressurized the cabin to prevent a blowout. According to the King Air pilot operating manual, the "abnormal checklist" for a cracked windshield specifies a descent to 10,000 feet or other methods to reduce the pressure differential to less than 3 PSI within 10 minutes. After depressurizing the cabin, Stone and his copilot then donned their oxygen masks and turned on the valve, but no oxygen appeared to be forthcoming. The sole-occupant pilots then passed out. Stone, a 4,200 hour ATP-rated pilot, said he awoke at 7,000 feet and recovered the aircraft.
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Very interesting thread-valuable inputs from all.
Outside of RAF AMTW Hypoxia Training, I have had mild hypoxia a couple of times in my career whilst flying, but for some reason it's one of my real fears and I practice this drill more than others.
I've met an interesting gent, who had a rapid decompression on a Hawker at high alt (memory says 41k) and mentioned some interesting points.
He basically couldn't see any instrumentation due to the cockpit condensation. This didn't clear as quickly as expected, so he found himself doing the drills IMC and by touch!
He now practices doing his emergency descent checks with his eyes closed by touch, assuming he can't see a damn thing. I've practiced this in the sim and it's worth having a try for interest sake, if nothing else. From my perspective, the mask and switchery were reasonably straight forward, but getting the autopliot to do the required rate was a bit more interesting.
Just food for thought...
Outside of RAF AMTW Hypoxia Training, I have had mild hypoxia a couple of times in my career whilst flying, but for some reason it's one of my real fears and I practice this drill more than others.
I've met an interesting gent, who had a rapid decompression on a Hawker at high alt (memory says 41k) and mentioned some interesting points.
He basically couldn't see any instrumentation due to the cockpit condensation. This didn't clear as quickly as expected, so he found himself doing the drills IMC and by touch!
He now practices doing his emergency descent checks with his eyes closed by touch, assuming he can't see a damn thing. I've practiced this in the sim and it's worth having a try for interest sake, if nothing else. From my perspective, the mask and switchery were reasonably straight forward, but getting the autopliot to do the required rate was a bit more interesting.
Just food for thought...
I've done several decompressions as a military pilot and consequently experienced hypoxia each time. From my experience, hypoxia symptoms do not only differ from person to person, but on the individual depending on his or her state of fitness and how many beers they've had the night before!
But none of these experiences prepared me for a real explosive decompresion at FL450. All I can say that of all the memory items in your checklists - make sure this is the one you do know! The effects are shocking and devastating. You can't see anythig, you are in great pain and thouroughly disorientated. In our case, we were wearing oxy masks already so the main risk elemant had already been elinimated. But all the other factors such as not being able to hear the radios, through most of our charts being sucked through the hole to the person whose job it was to read the checklists having both his eardrums ruptured made for an interesting experience!
But none of these experiences prepared me for a real explosive decompresion at FL450. All I can say that of all the memory items in your checklists - make sure this is the one you do know! The effects are shocking and devastating. You can't see anythig, you are in great pain and thouroughly disorientated. In our case, we were wearing oxy masks already so the main risk elemant had already been elinimated. But all the other factors such as not being able to hear the radios, through most of our charts being sucked through the hole to the person whose job it was to read the checklists having both his eardrums ruptured made for an interesting experience!
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Smoke.
Yeah, when it happens, big time, it sure as heck gets everyones attention, real quick.
I've only had it twice, both times in the 'ole B707.
The worst was over Danang, at FL350, many years ago, heading toward BKK.
Within five seconds, the First Officer disappears.
Masks and goggles on, and the Flight Engineer starts reaching for the electrical smoke/fire checklist.
Yes, it was clearly electrical, but so thick he couldn't read what was on the page.
I asked him to switch OFF all generators and the battery...pronto.
As this was daylight, it was just possible to keep the blue side up.
Smoke disappears after about 30 seconds.
Power restored, one bus at a time, until the problem was solved...which was a radar cooling fan which had seized.
Smoke (of any kind) is really nasty business, which many times calls for quick action, least it become rapidly fatal.
Yeah, when it happens, big time, it sure as heck gets everyones attention, real quick.
I've only had it twice, both times in the 'ole B707.
The worst was over Danang, at FL350, many years ago, heading toward BKK.
Within five seconds, the First Officer disappears.
Masks and goggles on, and the Flight Engineer starts reaching for the electrical smoke/fire checklist.
Yes, it was clearly electrical, but so thick he couldn't read what was on the page.
I asked him to switch OFF all generators and the battery...pronto.
As this was daylight, it was just possible to keep the blue side up.
Smoke disappears after about 30 seconds.
Power restored, one bus at a time, until the problem was solved...which was a radar cooling fan which had seized.
Smoke (of any kind) is really nasty business, which many times calls for quick action, least it become rapidly fatal.
Psychophysiological entity
I have always had to clear my ears, several times, during decent. I would be in great pain if I did not.
In a form of simulation, when SCUBA diving, the rate can be equivalent to a rapid decent, and I have to clamp my nose and blow if I don't have a clip on. The relief is instant.
I feel sure that during an emergency decent, this would clear the problem, unless of course the tube had got blocked in the last short while.
Some years ago while flying as captain for a UK regional, I used to test the O2 mask more thoroughly than most -- by turning the O2 off and continuing to breath until the mask was being sucked to my face. After a minute I was still breathing. I poked my finger into the air outlet and could see it in the mask. The outlet NRV had not been re-fitted after cleaning. It later transpired that most of the fleet had the same problem. Smoke would have been disabling.
In a form of simulation, when SCUBA diving, the rate can be equivalent to a rapid decent, and I have to clamp my nose and blow if I don't have a clip on. The relief is instant.
I feel sure that during an emergency decent, this would clear the problem, unless of course the tube had got blocked in the last short while.
Some years ago while flying as captain for a UK regional, I used to test the O2 mask more thoroughly than most -- by turning the O2 off and continuing to breath until the mask was being sucked to my face. After a minute I was still breathing. I poked my finger into the air outlet and could see it in the mask. The outlet NRV had not been re-fitted after cleaning. It later transpired that most of the fleet had the same problem. Smoke would have been disabling.
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Music to my ears 411A, if I may re-quote a little of what I said much earlier in this thread -
"Isolation and Smoke removal procedures should be memory items, even in the simulator with (allegedly) non-toxic smoke, it is immediately apparent that reading of a check list and confirmation is extremely difficult, if not impossible. Although these procedures (i.e. Electrical Fire or Smoke / Isolation / Removal) are excessively (but necessarily) long, I've always taught trainees to have a thorough working knowledge of the important steps required - on the day that it happens, checklist use and co-ordination with the other crew member will be nigh on impossible."
Regards,
Old Smokey
"Isolation and Smoke removal procedures should be memory items, even in the simulator with (allegedly) non-toxic smoke, it is immediately apparent that reading of a check list and confirmation is extremely difficult, if not impossible. Although these procedures (i.e. Electrical Fire or Smoke / Isolation / Removal) are excessively (but necessarily) long, I've always taught trainees to have a thorough working knowledge of the important steps required - on the day that it happens, checklist use and co-ordination with the other crew member will be nigh on impossible."
Regards,
Old Smokey
