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reversers and in the tail cone. The APU was contaminated
with hydraulic fluid as well as the air conditioning system.
Headaches and nausea were the symptoms reported by
another crew who suspected carbon monoxide exposure.
n  After climb we noticed an unusual, faint odor in the
cockpit. We tried to determine what the source of the odor
might be. In the logbook, we found a previous write-up of an
undetermined “ozone” smell in the aircraft. There were also
two previous write-ups in reference to unexplained smoke
detector activation in the lavatories.
The First Officer said he was not feeling well. I was also
slightly nauseated, had a headache, and was extremely
fatigued. Both Flight Attendants also complained of the
same symptoms. After arrival, we all agreed we should seek
medical attention. It was 3-1/2 hours after the flight arrived
that we had blood drawn. The [carbon monoxide levels]
ranged from 2.3 [%] to 2.5 [%]. I am aware that these values
are above normal. I wonder what the values might have been
if the tests were taken just after we landed.
The source of the odors was not identified, but carbon
monoxide probably caused the crew's symptoms. More
information about hypoxia and carbon monoxide can be
found in the Aeronautical Information Manual—Medical
Facts for Pilots, Section 1, Para. 8-1-2 and 8-1-4.
Handy Detectors
A General Aviation pilot, thwarted by closed airport
restaurants, initially thought that his nausea and
dizziness during flight were due to skipping breakfast.
n  I remember not being able to find my approach plates,
even though they were on the floor beside me. I tried three
times to set my destination into the GPS. I was confused
as to what to do and panic began to set in. Fortunately, I
was able to acquire the airport and complete the approach
visually. Upon landing, I discovered that my carbon
monoxide detector was jet black! I now suspect my
disorientation was a result of carbon monoxide exposure.
Aviation supply shops have no “missing breakfast
detector” available at any price. However, small,
lightweight carbon monoxide detectors are available for
less than $10, and change colors to inform aircraft
occupants of the presence of this odorless gas.
The Air Up There Is Rare
Another General Aviation pilot used oxygen delivered by
nasal cannula to fend off altitude-related hypoxia.
n  During a test flight, I received a clearance to climb and
maintain FL250. I was using supplemental oxygen. After
about 20 minutes, I began to experience hypoxia, but I had
no awareness of it at the time. This resulted in loss of
altitude control by as much as 2,000 feet. Center asked me
to report my current altitude, which I was unable to do due
to mental confusion and inability to read my altimeter. I
was given a clearance back to my home base. I wrote it
down, but was unable to read it. With difficulty, and
assistance from Center, I managed to descend to a lower
altitude. I violated clearance limits more than once on the
way down. Center was not happy. I neither felt the need
for, nor requested, any assistance from Center. I now
realize I was in serious trouble with acute hypoxia.
The reporter believes that the oxygen flow rate may have
been inadequate for the altitude flown. A full-size face
oxygen mask might have provided more reliable delivery of
correct amounts of oxygen. This reporter and other pilots of
unpressurized aircraft that fly at high altitudes might
consider high-altitude pressure chamber training, offered by
the Air Force and the FAA. Hypoxia recognition is a
beneficial by-product of this training. Information and
application forms for this training may be obtained from local
FAA Flight Standard District Offices. Courses are offered for
small fees at appropriately equipped Air Force bases.
Wisdom from Weekend Warriors
An airline Captain traded his regular “office in the sky”–
the automated cockpit of a passenger jet–for weekend
flying in a high performance single-engine aircraft.
Lesson learned: “Twenty years of airline operations are
not necessarily good training for being a weekend warrior
in a light plane!”
n  I was flying our Bonanza–a recent purchase. We could
have gone IFR, but I desired some flexibility maneuvering
through an area of rain showers. Weather reports and
forecasts indicated we could [go VFR]. We were on top of a
scattered-to-broken layer at 4,500 feet, with seemingly
good visibility. My perceptions were misleading, as in an
instant we were in the soup. I was surprised and
　
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