Catastrophic Decompression; Small Place Solo

Mish

Do you have enough bleed air with throttles at idle?

Thrust curve is not linear with throttle position so some rpm above
idle might be required in some birds???

Change in time down to 18K or so would not be much different. I used a
figure of 18K as a target alt to get on the safe side in a emergency
descent.

USAF set 34K (cockpit altitude) as the point to go to pressure
breathing. Easy to suck in and fill lungs and hard to breath out (open
exhaust valve). This assisted the lungs to get enough oxy. Took a
while to accustom to blowing out with each breath against valve but
soon became routine.

Big John
Pilot ROCAF


On Mon, 05 Jan 2004 18:38:52 GMT, "Gary Mishler"
wrote:


"Scott M. Kozel" wrote in message
...
How could an SST like the Concorde get from cruising altitude down to
10,000 feet in 3-5 minutes?

Easy, it's called an Emergency Descent. Power to idle, spoilers/speedbrakes
deployed, maybe gear extended (depends on aircraft), then dive at redline
speed. The airplane I fly (Lear 60) it takes an initial deck angle of ~ 20
degrees nose down to obtain redline, then ~ 10-12 degrees to hold it there.

We practice it every time we have a simulator check. Never takes more than
3 mins to get from FL450 to 10,000 ft.

Mish

"Big John" wrote in message
...

Do you have enough bleed air with throttles at idle?

Thrust curve is not linear with throttle position so some rpm above
idle might be required in some birds???

The Lear 60 has big Pratts on it so it does have enough bleed air to run
everything at idle. The 50 and 30 series Lears I flew didn't usually have
enough bleed air at idle to run both pressurization and anti-ice. Like you
said above, on those planes you had to have some power greater than idle to
hold the cabin with anti-ice on.

Now on the old 20 series lears I hear you had to have the rpm up just to
hold cabin altitude.

Hope that answers your question,
Mish