Sec. 91.211 — Supplemental oxygen.

(a) General. No person may operate a civil aircraft of U.S. registry—
(1) At cabin pressure altitudes above 12,500 feet (MSL) up to and including 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen for that part of the flight at those altitudes that is of more than 30 minutes duration;

(2) At cabin pressure altitudes above 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen during the entire flight time at those altitudes; and

(3) At cabin pressure altitudes above 15,000 feet (MSL) unless each occupant of the aircraft is provided with supplemental oxygen.

(b) Pressurized cabin aircraft.

(1) No person may operate a civil aircraft of U.S. registry with a pressurized cabin—

(i) At flight altitudes above flight level 250 unless at least a 10-minute supply of supplemental oxygen, in addition to any oxygen required to satisfy paragraph (a) of this section, is available for each occupant of the aircraft for use in the event that a descent is necessitated by loss of cabin pressurization; and

(ii) At flight altitudes above flight level 350 unless one pilot at the controls of the airplane is wearing and using an oxygen mask that is secured and sealed and that either supplies oxygen at all times or automatically supplies oxygen whenever the cabin pressure altitude of the airplane exceeds 14,000 feet (MSL), except that the one pilot need not wear and use an oxygen mask while at or below flight level 410 if there are two pilots at the controls and each pilot has a quick-donning type of oxygen mask that can be placed on the face with one hand from the ready position within 5 seconds, supplying oxygen and properly secured and sealed.

(2) Notwithstanding paragraph (b)(1)(ii) of this section, if for any reason at any time it is necessary for one pilot to leave the controls of the aircraft when operating at flight altitudes above flight level 350, the remaining pilot at the controls shall put on and use an oxygen mask until the other pilot has returned to that crewmember's station.

Sec. 91.211 — Supplemental oxygen.

(a) General. No person may operate a civil aircraft of U.S. registry—
(1) At cabin pressure altitudes above 12,500 feet (MSL) up to and including 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen for that part of the flight at those altitudes that is of more than 30 minutes duration;

(2) At cabin pressure altitudes above 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen during the entire flight time at those altitudes; and

(3) At cabin pressure altitudes above 15,000 feet (MSL) unless each occupant of the aircraft is provided with supplemental oxygen.

(b) Pressurized cabin aircraft.

(1) No person may operate a civil aircraft of U.S. registry with a pressurized cabin—

(i) At flight altitudes above flight level 250 unless at least a 10-minute supply of supplemental oxygen, in addition to any oxygen required to satisfy paragraph (a) of this section, is available for each occupant of the aircraft for use in the event that a descent is necessitated by loss of cabin pressurization; and

(ii) At flight altitudes above flight level 350 unless one pilot at the controls of the airplane is wearing and using an oxygen mask that is secured and sealed and that either supplies oxygen at all times or automatically supplies oxygen whenever the cabin pressure altitude of the airplane exceeds 14,000 feet (MSL), except that the one pilot need not wear and use an oxygen mask while at or below flight level 410 if there are two pilots at the controls and each pilot has a quick-donning type of oxygen mask that can be placed on the face with one hand from the ready position within 5 seconds, supplying oxygen and properly secured and sealed.

(2) Notwithstanding paragraph (b)(1)(ii) of this section, if for any reason at any time it is necessary for one pilot to leave the controls of the aircraft when operating at flight altitudes above flight level 350, the remaining pilot at the controls shall put on and use an oxygen mask until the other pilot has returned to that crewmember's station.

Return trip to KSAW.

Key stats 1401nm
4 hours even
Avg speed 351kts
Fastest speed 420 kts
Fuel burn 3800lbs
Avg fuel consumption 950lbs an hour /142 gph
Top altitude 390

Significant line of storms along route of flight. Tops to 500.

Which led to a GPS19 at KSAW...ATC said get below the overcast at 5k and you should get a visual. Nope...500ovc and 10miles.

[youtube]https://youtu.be/8kUtZwq8wkw[/youtube]

Hmmm. I think you guys are bored. Yes...all is well with blondie. Last night at Dback vs Brewers.

So my last two weather line stuff didn't get much feedback. Too boring?

What is it you would like to see?

These are some of the best "real life" flying videos I have seen. They give an accurate portrayal of what's it is like flying single pilot in complex situations in an airplane that is covering alot of real estate. You do a very nice job.

An observation and comment. I read on BT all the time people saying, "A turbine is so much easier to fly than a piston." No it's not. Single pilot workload is VERY high. You are earning your keep on every flight. Sprinkle in real life passenger distractions and it's a challenge. Keep them coming.

Took Red Bo down to minimums a few times myself in Marquette. Hard to put in to words, but somehow it is a little easier knowing there is a 12,000 ft runway waiting for you (assuming you know where you and you have synviz). Same in a jet?

Home field advantage has its perks. That it is 12,000 feet? Priceless! Nothing rushed.

Not boring at all! I was impressed at holding MDA till a bit of runway in sight. iPad tossed, continue flying!
Nice job!
Mark

Yeah. Another 5 seconds and I was going around. A complicating factor was a cell on the missed that was painting extreme rain. Would have required a deviation. Which is a complication that you'd prefer not to deal with at that moment.

Pretty amazing how good the viz was 50 feet lower. As mentioned, a 12,000 foot runway is a real bonus in this situation. Chance to make chicken salad out of ykw if you see it late.

I believe that depends on the piston. Managing a 421 single pilot IMC is a handful. The guy who sold me mine went to a CJ1, then a CJ3, and his take is its much lower workload. Weather can be topped (straight to 450 in the CJ3), throttles can be jockeyed (not monitoring 12 cylinders and have a master caution to wake you up), the FMS is your copilot. In an emergency you've got power to spare. Things do happen twice as fast...and I personally can't make the comparison based on the couple of jet rides I've enjoyed.

I believe that depends on the piston. Managing a 421 single pilot IMC is a handful. The guy who sold me mine went to a CJ1, then a CJ3, and his take is its much lower workload. Weather can be topped (straight to 450 in the CJ3), throttles can be jockeyed (not monitoring 12 cylinders and have a master caution to wake you up), the FMS is your copilot. In an emergency you've got power to spare. Things do happen twice as fast...and I personally can't make the comparison based on the couple of jet rides I've enjoyed.

You should take that poor girl to the beach instead of a baseball game! Lol!