I'm thinking you'd have plenty of time to get down to where you = wouldn't have many problems flying your aircraft. FL200 does seem to be = the "magic number" (I don't smoke at all.) But even after that..you = would still have to get your bird down on the ground..preferably on an = airport w/ paved runways..which brings me back to my original question. = How far could you expect to glide if you had to? Also, have any of you = gotten your high altitude sign-off in a chamber? I'd be interested in = it eventually if you felt that it was worth it as far as future = recognition of the signs of the onset of hypoxia. IT just seems like a = good idea but I've spoken to very few GA pilots that have actually gone = through the process. =20 Tom, I'm definately with you on being pumped up on adrenaline--there is = nothing quieter than hearing your engine "quit" all of a sudden and then = just the whistling wind. Thank you all for the information, Adam ------=_NextPart_000_00B5_01C3856C.883D8080 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

>>>>>>If you have an = engine=20 failure isn't it true that you no longer have cabin =
pressurization? =20 Would you anticipate going on emergency oxygen in this
situation or = do you=20 just attempt to get down to 10,000 or 12,000 before you
black=20 out?

scot
+++++++++++++++++++++++++++++++++++++++++++++++

>>>>>Posted for "Tom = Hall" <tomhall@starband.net>:
Unless=20 you are a serious smoker or otherwise quite impaired in = your
pulmonary=20 function, you will have no problems remaining consious and
performing = once=20 you get below 20k. Give it a try sometime. You will find
that while = you may=20 notice some vision acuity decrease and your mental
functioning may be = slightly less acute, you certainly can survive.
(especially if your=20 adrenaline is pumping after a engine failure!!)

>>>>>>>>>>>>>>>>= >>>Scot....honestly=20 I wasn't thinking about emergency Ox...gotta remember don't have that in = the=20 little four-bangers;) Yes, I would emergency oxygen. I = found=20 this table of "Times of Useful Consciousness" <after losing=20 pressurization> on the USAF flight surgeon guide...>

FL 180	20 to 30 Min
FL 220	10 Min
FL 250	3 to 5 Min
FL 280	2.5 to 3 Min

Two things to note are that these are = "average"=20 times and also that they are not to total incapacitation.

From listening to you all and reading = on the net,=20 I'd guess that most of the IV-P owners cruise between FL220 and = FL260. I=20 can't find any specs <anyone> online about the IVP emergency = descent=20 rates--I'd bet it was at least 2500 FPM when you drop the flaps, gear, = and go up=20 on a wing <of course assuming that you do it the same in a lancair as = in a=20 piper or cessna> I'm thinking you'd have plenty of time to get = down to=20 where you wouldn't have many problems flying your aircraft. FL200 = does=20 seem to be the "magic number" (I don't smoke at all.) But = even after=20 that..you would still have to get your bird down on the = ground..preferably on an=20 airport w/ paved runways..which brings me back to my original = question. =20

How far could you expect to glide = if you had=20 to? Also, have any of you gotten your high altitude = sign-off in a chamber? I'd be interested in it eventually if = you=20 felt that it was worth it as far as future recognition of the = signs of=20 the onset of hypoxia. IT just seems like a good idea but I've = spoken to=20 very few GA pilots that have actually gone through the = process. =20

Tom, I'm definately with you on being = pumped up on=20 adrenaline--there is nothing quieter than hearing your engine "quit" all = of a=20 sudden and then just the whistling wind.

Thank you all for the = information,

Adam

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