he's had too much time without enough Oxygen!

Little Jimmy (et al),

I don't and have not presumed to tell you how others do, or ought to operate, but how my own employer operates, and no, I'm not misinformed. Such charts and such planning are not a part of our operation, and we do work extensively throughout that region. In fact, I'm there now.

Actually...I did not. You simply can't read.

And no...I don't fly for dyncorp. You appear to have invented this in your own little jimmy mind.

Are you able, incidentally, to post without name calling?

Oh really????:-

There was no "Well this is OUR procedure"- Sounds more like "Listen carfully, Sonny,This is how it's done by us professtionals":rolleyes:


All well and good, SN4- but you did not say "MY operation does not require such things", but the they were UNNECESSARY- implying NO operation required them.

In this you were, as I said, quite simply wrong. It is implicit in the regulations I and most Airlines operate under that a proven procedure be in place to 1) Ensure the cabin is below FL150 before the Pax O2 runs out and 2) Terrain avoidance is guaranteed in the event of an engine failure.

How long does your PAX O2 last (assuming you carry pax, and if you don't, how can you possibly feel justified commenting on this subject!!) ? Are you SURE you are ALWAYS able to descend sufficiently quickly to not run out?On what basis do you have that surety? Is your SE ceiling ALWAYS higher than you MSA? If not, fine! Some operations except higher risks than others. Ours don't, and REQUIRE DARD procedures to be published and adhered to.

To suggest such things are unnecessary because you don't use then is either arrogant, ignorant or both.

SNS3Guppy,
"...one does NOT need to always consider the departure or destination, and there are generally plenty of alternate options enroute, even in remote parts of the world, should the need be. The only time this is not the case is during times of widespread weather (such as a cyclone), or on extended oceanic legs (when we do plan for alternate diversions..."

There are only 02 AWY connecting Lahore FIR (OPLR) and Urumchi FIR (ZWUQ), B215 and W112 both originates from PURPA intersection. Unlike the states, I'm afraid there are not much ENR ALT APT on that part of the planet, only 1 or 2.

Finally said something that I can't argue with....

Assuming of course that you meant PROFESSIONALS.

Interesting note though.....I'm not about to tell you where I am now, but whereever it is - describing it - I would be HERE now. Later, I may go somewhere else, but then I will be THERE. I simply can not - in my world - BE..THERE..NOW

Me thinks you're up to your BS again.



Enough is enough. This forum's usefulness has run out.

Chaps, it would be far better to stick to discussing the question and what our experiences of it are. There has been a dreadful trend in Pprune later of analysing everything down to the minutest detail to find opposite meanings and prove any answer, even my 'black is black- no it's not, it can be white!' remark, is incorrect in certain circumstances! Look at the icing question, and how my answer from Boeing manuals is dissected and torn apart! There trend is growing to personally attack and insult posters rather than play the ball.

All it is going to take us to is people who know refusing to get involved in answering queries because they know someone will try and demolish them. Let's just play the question, not the player.

I'm in complete agreement with Rainboe, it is "far better to stick to discussing the question and what our experiences of it are".

I regularly fly the route mentioned in the original question, i.e. crossing Afghanistan / Pakistan.

Extended flight well above 10,000 feet is required, thus requiring an en-route Critical Point, with, as typical of any CP, onwards flight at or after the CP, and return if before.

For the route mentioned, if flying in a South-Easterly direction, return is made to Ashgabat UTAA (Turkmenistan) for depressurisation before the CP, or onwards flight to Lahore OPLA or Karachi OPKC if depressurisation at or after the CP.

Such flight requires carriage of considerably more oxygen than routinely required for "normal" depressurisation, and only about 50% of our aircraft carry the considerably increased (gaseous) oxygen supply.

For our entire global network, depressurisation strategies have been worked out, and routinely carried on all flights in paper form and the EFB.

Time gentleman please! Slanging match over..... nobody won, as usual.

Regards,

Old Smokey