Flying a Baron 58P at Flight Level 250 some time ago, it occurred to me that there is no federal requirement for training in this pressurized, turbocharged twin beyond the Multiengine-Instrument ticket I earned years before in a 150-hp Piper Apache. Later, in unpressurized, turbocharged airplanes I was regularly flying at 20,000 feet using supplemental oxygen, and giving the only checkout new owners of similar airplanes would likely get in flight “up there.” Eventually it came to me that operations near and in the flight levels have several significant and subtle differences from altitudes where most of us fly, differences that can range from nuisance to deadly hazard. What are those hazards, what can we do to mitigate them and what does the FAA have to say about any of this? High altitude endorsement
As more general aviation pilots began flying in the flight levels (above 18,000 feet in standard conditions) the FAA took notice. A string of then-controversial mishaps in Piper Malibus may have prompted introduction of the high altitude endorsement in the early 1990s. Recognition that a new generation of personal pilots, many without military or professional training, was operating at high altitude is likely an even bigger factor in the rules development. The regulation, FAR 61.31g, requires pilots to obtain specific ground training on high-altitude flight as well as simulator or flight training “in the operation of a pressurized aircraft.” The regulation lists specific ground and flight syllabus items required to obtain each endorsement. The FARs requirements apply, however, only to aircraft that are both pressurized and certified for flight above FL250. Many airplanes-including the pressurized Baron-do not meet both criteria because the rules for certifying airplanes above FL250 make it expedient for many companies to arbitrarily limit their products to that altitude. Not pressurized and/or no approval above FL250? No high altitude endorsement is required. Moving up
New To The Flight Levels?
The high teens and low twenties are popular altitudes to fly but come with their own challenges. Its just enough different that you may need this refresher.
Key Takeaways:
- The existing FAA high-altitude endorsement (FAR 61.31g) is limited, requiring training only for pressurized aircraft certified above FL250, leaving many general aviation pilots operating high-performance aircraft at significant altitudes without mandatory specialized training.
- Flying at "oxygen altitudes" (12,500-18,000 feet) and especially in the "flight levels" (above FL180) introduces distinct operational challenges, including reduced aerodynamic stability, specific weather hazards, and complex engine management (e.g., temperature, bootstrapping).
- High-altitude flight presents critical physiological risks, such as hypoxia, necessitating a thorough understanding of supplemental oxygen systems, proper usage, and specialized physiological training including altitude chamber experience.
- As more light aircraft gain high-altitude capabilities, the article emphasizes that the onus for acquiring comprehensive high-altitude training and preparation largely falls on individual pilots, as current federal regulations do not fully address these growing risks.
Key takeaways sponsored by Aviator Pro | Start Your Training ->
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