Autothrust Blue
"Well, on the Brasilia..."
This is the only memory item that matters.It IS a preventable accident; put on the damned O2 mask before doing anything else.
(Slight exaggeration, but you get the point. Breathe. Fly airplane.)
This is the only memory item that matters.It IS a preventable accident; put on the damned O2 mask before doing anything else.
This is why I keep the cabin altitude gauge a part of my scan when I'm at altitude or climbing to altitude.
I can only speak for the G450/550, but it has a similar thing to the Falcon mentioned above.If I recall from NJC several years back when we got to tour the MGM flight department, they mentioned their G4 or 5 (cant recall) would do just that. The AP would descend the a/c t a much lower distance and enter a holding pattern or sorts. I dont remember the exact details. Can @Stone Cold or other G- drivers respond?
I can only speak for the G450/550, but it has a similar thing to the Falcon mentioned above.
It is Emergency Descent Mode (EDM) and if above FL 400, with the autopilot engaged, it will activate the auto throttles if not engaged, bring power to idle, descend at MMO/VMO down to 15,000', and execute a left turn of 90 degrees. Hopefully, you wake up before you hit the Swiss Alps.
Maybe to signify to ATC that something isn't right.Why does it turn left?
Take it off an airway.Why does it turn left?
I've had a fairly slow and sedate one which was scary enough.Having had a "rapid D" in the airplane - the only thing you should EVER do if you get a cabin altitude light is get the freakin' mask on. It's freakin' scary how rapidly you feel it after your ears pop.
You could install an unmistakeable attention grabbing alarm or cabin altitude warning...
...or you could make it identical to the takeoff config horn (which can also sound in flight in certain circumstances). Well played, Boeing.
Is the time/fuel saved by flying that high really worth the added risk? For relatively short legs, or when flying single pilot or non-professional crew, why not just fly at 12 or so and eliminate the risk?
Maybe to signify to ATC that something isn't right.
Haven't but I've always wanted toJust for kicks...how many of you have been to an altitude chamber for formal hypoxia/decompression training?
Just for kicks...how many of you have been to an altitude chamber for formal hypoxia/decompression training?
Is the time/fuel saved by flying that high really worth the added risk? For relatively short legs, or when flying single pilot or non-professional crew, why not just fly at 12 or so and eliminate the risk?