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>>>>>>If you have an engine
failure isn't it true that you no longer have cabin
pressurization?
Would you anticipate going on emergency oxygen in this
situation or do you
just attempt to get down to 10,000 or 12,000 before you
black
out?
scot
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>>>>>Posted for "Tom Hall" <tomhall@starband.net>:
Unless
you are a serious smoker or otherwise quite impaired in your
pulmonary
function, you will have no problems remaining consious and
performing once
you get below 20k. Give it a try sometime. You will find
that while you may
notice some vision acuity decrease and your mental
functioning may be
slightly less acute, you certainly can survive.
(especially if your
adrenaline is pumping after a engine failure!!)
>>>>>>>>>>>>>>>>>>>Scot....honestly
I wasn't thinking about emergency Ox...gotta remember don't have that in the
little four-bangers;) Yes, I would emergency oxygen. I found
this table of "Times of Useful Consciousness" <after losing
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"
times and also that they are not to total incapacitation.
From listening to you all and reading on the net,
I'd guess that most of the IV-P owners cruise between FL220 and FL260. I
can't find any specs <anyone> online about the IVP emergency descent
rates--I'd bet it was at least 2500 FPM when you drop the flaps, gear, and go up
on a wing <of course assuming that you do it the same in a lancair as in a
piper or cessna> 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.
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
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