X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 07 Apr 2013 15:06:51 -0400 Message-ID: X-Original-Return-Path: Received: from mta11.charter.net ([216.33.127.80] verified) by logan.com (CommuniGate Pro SMTP 6.0.4) with ESMTP id 6185418 for lml@lancaironline.net; Sun, 07 Apr 2013 13:10:10 -0400 Received-SPF: pass receiver=logan.com; client-ip=216.33.127.80; envelope-from=gamarr@charter.net Received: from imp11 ([10.20.200.11]) by mta11.charter.net (InterMail vM.8.01.05.09 201-2260-151-124-20120717) with ESMTP id <20130407170934.KIQH6169.mta11.charter.net@imp11> for ; Sun, 7 Apr 2013 13:09:34 -0400 Received: from [192.168.5.103] ([66.169.104.233]) by imp11 with smtp.charter.net id M59a1l007529Q020559adc; Sun, 07 Apr 2013 13:09:34 -0400 X-Authority-Analysis: v=2.0 cv=dIr+A5lb c=1 sm=1 a=1kD/frzM6cOPdTx4FhQHVg==:17 a=3vC3uqjX30MA:10 a=yUnIBFQkZM0A:10 a=hOpmn2quAAAA:8 a=RVa9FIE_COEA:10 a=cxzBW3OOJPYL_et9398A:9 a=wPNLvfGTeEIA:10 a=-duD3NGmi7hnNRmx:21 a=HGdM0_sidAAYoli0:21 a=8pif782wAAAA:8 a=kwzT83EE4XH0sC_3qDwA:9 a=_W_S_7VecoQA:10 a=SNNHop_s8tpkY_qI:21 a=1kD/frzM6cOPdTx4FhQHVg==:117 From: Giffen Marr Content-Type: multipart/alternative; boundary="Apple-Mail=_2AD2234E-D097-4718-8237-B3E5E843383D" X-Original-Message-Id: Mime-Version: 1.0 (Mac OS X Mail 6.3 \(1503\)) Subject: Operations Above FL250 and Service Ceiling X-Original-Date: Sun, 7 Apr 2013 12:09:34 -0500 References: X-Original-To: "Lancair Mailing List" In-Reply-To: X-Mailer: Apple Mail (2.1503) --Apple-Mail=_2AD2234E-D097-4718-8237-B3E5E843383D Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=iso-8859-1 Lets clarify some some items being discussed in this forum. One issue is = operating above FL250. Your time of consciousness is extremely short in = the event of a pressurization failure. Have you had the training require = by FAR 61.31. Where is your Oxygen Mask? For operations above FL250, FAR = 61.31(g) covers the requirements for the pilot, which are as follows: (g) Additional training required for operating pressurized aircraft = capable of operating at high altitudes. (1) Except as provided in = paragraph (g)(3) of this section, no person may act as pilot in command = of a pressurized aircraft (an aircraft that has a service ceiling or = maximum operating altitude, whichever is lower, above 25,000 feet MSL), = unless that person has received and logged ground training from an = authorized instructor and obtained an endorsement in the person's = logbook or training record from an authorized instructor who certifies = the person has satisfactorily accomplished the ground training. The = ground training must include at least the following subjects: (i) High-altitude aerodynamics and meteorology; (ii) Respiration; (iii) Effects, symptoms, and causes of hypoxia and any other = high-altitude sickness; (iv) Duration of consciousness without supplemental oxygen; (v) Effects of prolonged usage of supplemental oxygen; (vi) Causes and effects of gas expansion and gas bubble formation; (vii) Preventive measures for eliminating gas expansion, gas bubble = formation, and high-altitude sickness; (viii) Physical phenomena and incidents of decompression; and (ix) Any other physiological aspects of high-altitude flight. (2) Except as provided in paragraph (g)(3) of this section, no person = may act as pilot in command of a pressurized aircraft unless that person = has received and logged training from an authorized instructor in a = pressurized aircraft, or in a flight simulator or flight training device = that is representative of a pressurized aircraft, and obtained an = endorsement in the person's logbook or training record from an = authorized instructor who found the person proficient in the operation = of a pressurized aircraft. The flight training must include at least the = following subjects: (i) Normal cruise flight operations while operating above 25,000 feet = MSL; (ii) Proper emergency procedures for simulated rapid decompression = without actually depressurizing the aircraft; and (iii) Emergency descent procedures. (3) The training and endorsement required by paragraphs (g)(1) and = (g)(2) of this section are not required if that person can document = satisfactory accomplishment of any of the following in a pressurized = aircraft, or in a flight simulator or flight training device that is = representative of a pressurized aircraft: (i) Serving as pilot in command before April 15, 1991; (ii) Completing a pilot proficiency check for a pilot certificate or = rating before April 15, 1991; (iii) Completing an official pilot-in-command check conducted by the = military services of the United States; or (iv) Completing a pilot-in-command proficiency check under part 121, = 125, or 135 of this chapter conducted by the Administrator or by an = approved pilot check airman. Remember that the airframe is designed for a 5psi pressure differential = and tested by Lancair to a somewhat higher number as a safety margin. = Our aircraft are subjected to repeated pressure cycles, which can lead = to potential failures, particularly if we have not built to the same or = better margins then what Lancair tested. We have experienced several = window failures and I believe an airframe failure, where the instrument = panel ripped a hole in the fuselage because the panel was rigidly = attached to the airframe.=20 Service Ceiling =20 The service ceiling is the maximum usable altitude of an aircraft. = Specifically, it is the density altitude at which flying in a clean = configuration, at the best rate of climb airspeed for that altitude and = with all engines operating and producing maximum continuous power, will = produce a given rate of climb (usually 100 feet per minute climb or 30 = meters per minute,[1] and 500 feet per minute climb for jet airplanes). = Margin to stall at service ceiling is 1.5g. At the service ceiling, your maneuvering capability is limited, your at = max continuous power and have a limited bank angle available above = stall. Always look at the big picture and be careful out there! Giff Marr IV-P N229GM --Apple-Mail=_2AD2234E-D097-4718-8237-B3E5E843383D Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=iso-8859-1 (g) Additional training required for = operating pressurized aircraft capable of operating at high = altitudes. (1) Except as provided in paragraph (g)(3) of = this section, no person may act as pilot in command of a pressurized = aircraft (an aircraft that has a service ceiling or maximum operating = altitude, whichever is lower, above 25,000 feet MSL), unless that person = has received and logged ground training from an authorized instructor = and obtained an endorsement in the person's logbook or training record = from an authorized instructor who certifies the person has = satisfactorily accomplished the ground training. The ground training = must include at least the following subjects:

(i) High-altitude aerodynamics = and meteorology;

(ii) Respiration;

(iii) Effects, symptoms, and = causes of hypoxia and any other high-altitude sickness;

(iv) = Duration of consciousness without supplemental oxygen;

(v) = Effects of prolonged usage of supplemental oxygen;

(vi) = Causes and effects of gas expansion and gas bubble formation;

(vii) = Preventive measures for eliminating gas expansion, gas bubble formation, = and high-altitude sickness;

(viii) Physical phenomena and = incidents of decompression; and

(ix) Any other physiological = aspects of high-altitude flight.

(2) Except as provided in = paragraph (g)(3) of this section, no person may act as pilot in command = of a pressurized aircraft unless that person has received and logged = training from an authorized instructor in a pressurized aircraft, or in = a flight simulator or flight training device that is representative of a = pressurized aircraft, and obtained an endorsement in the person's = logbook or training record from an authorized instructor who found the = person proficient in the operation of a pressurized aircraft. The flight = training must include at least the following subjects:

(i) = Normal cruise flight operations while operating above 25,000 feet = MSL;

(iii) = Emergency descent procedures.

(3) The training and endorsement = required by paragraphs (g)(1) and (g)(2) of this section are not = required if that person can document satisfactory accomplishment of any = of the following in a pressurized aircraft, or in a flight simulator or = flight training device that is representative of a pressurized = aircraft:

(i) Serving as pilot in command before April 15, = 1991;

(iii) Completing an official = pilot-in-command check conducted by the military services of the United = States; or

(iv) Completing a = pilot-in-command proficiency check under part 121, 125, or 135 of this = chapter conducted by the Administrator or by an approved pilot check = airman.

Remember that the airframe is designed for a 5psi = pressure differential and tested by Lancair to a somewhat higher number = as a safety margin. Our aircraft are  to repeated pressure cycles, which can lead = to potential failures,  if we have not built to the same or better = margins then what Lancair tested. We have experienced several = window failures and I believe an airframe failure, where the instrument = panel ripped a hole in the  because the panel was  attached to the = airframe. 

Service = Ceiling
 
The service ceiling is the maximum usable altitude of an = aircraft. Specifically, it is the density = altitude at = which flying in a clean = configuration, at = the best rate of = climb for = that altitude and with all engines operating and producing maximum = continuous power, will produce a given rate of climb (usually 100 feet = per minute climb or 30 meters per minute, and 500 = feet per minute climb for jet airplanes). Margin to  at = service ceiling is 1.5g.

At the service = ceiling, your maneuvering capability is limited, your at = max continuous power and have a limited bank angle available = above stall.


Always look at the big picture and = be careful out there!

Giff Marr
IV-P = N229GM