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and above 5,000 feet at night (to prevent deterioration
of night vision). Part 121 pilots must comply with more
stringent regulations.
This BE35 pilot received a “real education” about hypoxia
after fl ying for hours at 12,500 feet MSL
■ In retrospect, it is clear to me that I encountered an
advanced case of hypoxia in my VFR descent. I had been
cruising for about 4 hours with fl ight following at 12,500
feet, and the fl ight at that altitude had been progressing
uneventfully. When I announced to Center that I would
commence a VFR descent, I was handed off to another
sector. This is when things went awry. I think I may
have heard wrong or selected a wrong frequency, but my
attempts at contact went nowhere, and somehow I was
unable to return to my previous controller. This seems
incredible for a pilot with my level of experience, but, while
fl ying the airplane was no problem, handling even the
most simple mental tasks became almost impossible. As
a result, I entered Class B airspace without a clearance.
I...am in excellent health, have never smoked, and do not
drink alcohol. But I realize now that...prolonged fl ight,
even at the legal altitude of 12,500 feet, can have a very
detrimental effect on one’s mental capacity...I received a
real education, and one of the fi rst things I will invest in
will be portable oxygen equipment.
FAR 91.211 requires the use of supplemental oxygen at
cabin pressure altitudes above 12,500 feet MSL up to and
including 14,000 feet MSL for fl ight durations of more
than 30 minutes.
Carbon Monoxide (CO) Poisoning
Carbon monoxide is a colorless, odorless, and tasteless gas
contained in exhaust fumes. Most heaters in light aircraft
work by air fl owing over the exhaust manifold. Exhaust gases
can escape through manifold cracks and seals, and enter
the cockpit. A pilot who experiences symptoms of headache,
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drowsiness, or dizziness while using the
heater should suspect carbon monoxide poisoning
and immediately turn off the heater and open air vents.
Heads-up action by a fl ight instructor prevented a carbon
monoxide poisoning incident from becoming worse.
■ While working in the practice area with my student, I
noticed my vision of the glass cockpit getting slightly fuzzy.
After this started, I also noticed I was getting a slight
headache. I blamed this on the fact that I had been wearing
my contacts all day and they’ve been known to do this. But
I also started to watch myself for any further symptoms
of hypoxia/carbon monoxide. While doing landings, my
student complained of feeling dizziness, slightly sick, and
a headache, and asked me if I could turn the heat down
to see if cold air could make him feel better. I immediately
realized that we were both experiencing symptoms of
carbon monoxide poisoning. I immediately turned off the
heater and opened all the fresh air vents in the aircraft to
full. We departed [practice area] and returned to [airport]
as fast as possible and at low altitude to combat any
further symptoms...Both of us felt better once the fresh
air started fl owing. I was glad that I had recognized the
symptoms early enough that neither of us had severe
symptoms....
Air carrier fl ight crews can also be exposed to exhaust
fumes—and carbon monoxide poisoning—as this Captain’s
report describes.
■ During cruise fl ight, I, the Captain, began to experience
the necessity to cough a lot. I questioned the First Offi cer
as to how he was feeling. I expressed that I had a headache
and was [nauseous]. The First Offi cer expressed the same
feelings. I told him to use the oxygen mask and that I
would do the same until we fi gured out why we were feeling
this way. There was an odor in the cockpit that could be
compared to the exhaust of an automobile. We did not
advise ATC due to the uncertainty of what was going on.
We were quite confused. I had suggested that we shut off
the LP bleed air from the right engine since that was where
the majority of the air supply to the cockpit was coming
from. I did this knowing that the aircraft would remain
pressurized with the left engine LP bleed. About 10 minutes
after shutting off the right engine LP bleed we noticed
the exhaust smell dissipate. The rest of the fl ight was
uneventful....
Maintenance...went to a local hardware store to buy a CO
detector. After placing the CO detector in the cockpit and
running the engine, the purchased CO detector experienced
a CO alarm refl ecting the presence of CO in the cockpit...
I can only deduce that the First Offi cer and myself
　
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