Date: 21 Mar 97 02:43:25 From: email@example.com (Stephen Westin ) Organization: Ford Motor Company References: 1 2 3
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In article <airliners.1997.756@ohare.Chicago.COM> Ken Madden <firstname.lastname@example.org> writes: > > >What is done for emergency oxygen on the Concord? > > > > I can't speak about the oxygen aspects of it but I have been on commercial > > flights at FL430. Also, some business jets routinely cruise at FL450 to > > FL510. In the U.S., above FL410, for air carriers, one pilot must be on > > oxygen (if one leaves the flight deck, the other must be on oxygen above > > FL250). Ref: FAR 121.133 (c)(2) and (3). > > As far as the Concorde is concerned, I'm betting that the designers have > not considered it within the realm of probability of experiencing a > complete loss of cabin pressure at FL650. I believe the (small) cabin window size on Concorde is limited by considerations of rapid decompression in case of window failure at cruise altitude; subsonic airliners can have larger windows because of their lower cruise altitudes. So yes, loss of cabin pressure during supersonic cruise was a consideration. <snip> -- -Stephen H. Westin email@example.com The information and opinions in this message are mine, not Ford's.