I was reading in a textbook that FL510 is the highest altitude used in normal civilian aviation. So I searched it up and found this, you did not disappoint!
Above flight levels 410 it is required for one pilot to have an oxygen mask on in case of a decompression. There would only be a few seconds to don the mask before you would lose consciousness and at FL510 you barely have a second or two.
Wow, I’ve always liked Globals for their looks, didn’t realize how well they performed. Never climbed that high myself. (G550, CE750) . Blue skies to you all.
The maximum speeds on Globals works like this. From 8,000 feet and higher you can go 340 KIAS (knots indicated airspeed)or MACH 0.89. Beginning at 8,000 feet 340 KIAS is approximately MACH 0.59. At 30,000 340 KIAS works out to MACH 0.89. The MACH limit speed then becomes the limit and that number stays constant up to 35,000 where it starts to reduce to MACH 0.842 at 51,000 (typically shows 210 KIAS). The true airspeed is derived from a number of factors including temperature.
Most flights we cruise between 47000 and 49000 because for us this is not a problem. When we fly across the Atlantic or Pacific we will normally start out at 43000 and work our way up to 49000. This is because we are heavier due to the amount of fuel we have to carry in order to do these flights. On this particular flight we flew between Canada and Florida
Actually it was FL510 51,000! Yes it is more efficient at those altitudes but it is all a matter if you can get up there too. A lot of considerations have to be made such as weight, temp., pressures and so forth.
Very cool! Can you see the stars from there during the day? U2 pilots can see them at 70.000ft. This isn't that far off, especially considering the exponentially decrease in atmospheric particles with altitude.
REF: Direct to Destination In most countries we are on assigned routes. However North American ATC does allow direct more often but it is limited direct to the point at which you will begin your descent to join the arrival corridors (aka-STAR "Standard Terminal Arrival Route") We definitely prefer the shortest route whenever possible.
The shortest route (distance) only equals the shortest time with zero wind, unless you happened to be lined up directly with the strongest tail wind, which hardly ever happens. Otherwise, flying a longer route will result in a shorter time when playing the wind correctly. I have flown routes from the West Coast to Europe that were over 200 miles longer than the direct (great circle route) that resulted in over 30 minutes time saved over the direct route.
@24adhoc The weights and air temp. along with air density, and so many other factors is what determs the airspeed needed for landing, this aircraft although it is big the wing along with slats and flaps make it very big thus making the air having to travel over it speed up creating a lot of lift even though the airspeed is slower, most of the time Vref for the Global 5000 is around 108 knots
Super job of breaking it down into layman's terms without sounding condescending. The rest of us know we don't know, we just don't want to feel stupid for asking. We just want to learn. LOL I would definitely feel safe with you flying.
I've wondered for a while now why the biz jet manufacturers or maybe the FAA chose FL510 as the max certified ceiling for these jets. Why not FL500 or FL550 if they can get that high? 510 just seems so odd.
@ebayaddict19 Well the higher up you go the air gets thinner, so with that being said there is less drag if you will and also up there the engines are in there butter zone. At those altitudes the wings are not doing as much work as the engines are to keep the aircraft flying so you because the air is thinner and there is less drag you are not burning as much fuel as you would be at lower altitudes. As far as speed goes you are not going any slower and this goes back to the air density
Awesome stuff! One thing though: since you're flying above the tropopause, isn't the temp suposed to max around -56,5ºC before increasing slightly?? I noticed the outside temp was -67ºC.....which is VERY COLD!!
Impressive that the Global will accelerate up there. I flew the X, and it will go up there when light, but whatever mach number you level with is pretty much what you're going to keep. We had you covered with airspeed window though. The X gives you around 80 kts between stall and overspeed up there.
@24adhoc It will not fall like a rock out of the sky no. A stall basically means that the wing is no longer producing enough lift to continue stable flight in which you see here in this video. Since the air is so thin up there if you begin to slow down you will never be able to regain that airspeed unless you descend to a lower altitude where the air is thicker, but airplanes when in a stall are still producing lift so it is still flying just not as well. As far as the landing speed it depends.
At that altitude a stall would be unrecoverable. If you slow you increase the angle of attack and will enter a deep stall. If you increase speed you reach Critical Mach number and induce Mach tuck,. either way its just about unrecoverable.
The aircraft certification process takes into consideration the time for the aircraft to descend under Emergency conditions to15,000 msl which is considered to be a safe altitude for most people to breath. The certification takes into consideration TSU (Time of Safe Unconsciousness) which is applied to passengers who hypothetically are not able to don an emergency mask. The idea is keep a pilot conscious so they can get the pax to a safe altitude in minimum time. Autodescent is also an option
@mechan9 Really there is not much weather up there, we are above most of it so turbulence is not a big concern although it can be up there and if it is than we wont fly that high since the over speed and stall window is so narrow
@upintheskyx80 i thought the 5000 had quick donning masks? you squeeze the two read tabs together to pull it out, then on your head u release them to have it clamp down, no?
Crazy that's the altitude the concorde cruised at at mach 2, however it would go up to flight level 56,500 ft still impressive for a plane that doesn't have rockets strapped to it's wings, with afterburners lol.
FL050 = 5000 feet FL500 = 50000 feet Notice that if we use FL(Flight Level), after we have crossed the transition altitude, we no longer use QNE pressure, but QNH
@upintheskyx80 if i'm correct, you're saying that regardless of air density, the engines will provide the same thrust at any altitude? but are more efficient with fuel burn at high altitude? with decreased density that decreases overall lift over the wing, but also decreases overall drag over the wing too. is it fair to say that as u increase in altitude, efficiency of the wing increases because drag decreases more than the lift decreases? or is that true?
In a global you can probably pressurize it to 7000ft, but even if your indicated is above certain altitudes you still need oxygen, or at least one person does.
yeaah... well i think that it's more useful to maintain fl390 or 400 during some flights but as you were crossing the atlantic and with a buseness jet right? ... so you can reach the ceiling by climbing at differents steps of the flight...well done man!! well hope see more of your landings with this aircraft!! seeya
I'd be interested to know at what FL are you guys required to have O2 on? My aircraft (B737NG) we fly up to FL410 and we don't have a requirement to wear it. Time of useful consciousness is about 8 seconds at FL410, so it's probably 2 or 3 seconds at best at FL510 which is obviously why one of you has to wear it, but what is the FL at which you must start to use it? My guess would be above FL450???
If an aircraft is equipped with an auto descent mode, it will slow down and descend in the event of a loss in cabin pressure and a non-responsive flight crew.
@upintheskyx80 I always thought also, well you forsure save fuel but go slower. Maybe in that specific aircraft, higher you go, the faster Im not really sure. I suppose you can only judge that by what the winds are.
Never flown commercially in USA, but DUNKN would be an R-Nav waypoint or just a waypoint defined by radial/dme distance from a VOR etc etc....a point somewhere on their flight plan they've been cleared 'direct' to (bypassing other points before it - basically a shortcut!)
Their company may require the first officer to go on oxygen once they reach flight levels, in case sudden decompression occurs, at least one pilot will be conscious and alert.
Airspeed is calculated using the air pressure (Static and dynamic). The higher you go the difference between speed over ground and airspeed increases. They are the same at sea level.
168 is the INDICATED airspeed because the air is so this, not that much air pressure is pushing in to the pilot tube where it's measured and converted into airspeed, so the airplane flies just lie it would at 1,000 feet above the ground (pretty close to a stall with our the flaps). However the plane is covering the ground at over 550 mph and 550 mph TAS "true airspeed" if there is no wind, which at that altitude, there is very little.
+geometric art. Most Military pilots flying supersonic fighters have been to at least 50,000 feet at least once in their career and with some jets far higher as a few are known to regularly operate at +60,000 feet.
None fly above FL450. Jeppesen charts aren't certified for Part 121 use above FL450, unless going international under certain circumstances. Plus, if a GPS outage occurs then High VHF VOR's from FL180 to FL450 go outwards from 130nm, making a minimum of a 260nm J-Route. Above FL450 to FL600 it goes down to 100nm, making only a 200nm J-Route.
I would literally shit myself if I walked up to cockpit ans saw the co pilot in the mask, fk me that would be very sobering. Thank for info on that subject.
Didn't even show us the view?... No offense, but the cockpit looks the same whether you're at 5,000 ft or 510, I'm pretty sure most who saw this wanted to see outside the plane...
I bet that you guys don't wear that mask all the time when you're up there, that was just for show. If you do you have to recharge your bottles every other flight. We fly at those levels and we are aware of the FAR but we dont put the masks.
+Chris Zoepound ♕ FAA requires that in case of a decompression, at least one have to be in O2 support if you're above FL400, because the usefull response time before full hypoxia is less than 10 seconds, counting with the scare, they would never have enough time for a reaction and to put the mask...
![IFR cruising altitude (flight level) [atc for you]](/img/n.gif)
In my opinion (especially at FL 510) the first indication of a stall IS A STALL!
I was reading in a textbook that FL510 is the highest altitude used in normal civilian aviation. So I searched it up and found this, you did not disappoint!
Now that Concorde is gone. It went to FL600.
It was overcast below and there was not much of a view.
Regulations require one pilot to don a mask above 41,000.
Great video! Thanks for sharing.
Thank you for the rare video
What airplane are you flying?
For the aviation nerds, that's CFR 91.211(b)(ii) that spells out the FL410 requirement details www.law.cornell.edu/cfr/text/14/91.211
Above flight levels 410 it is required for one pilot to have an oxygen mask on in case of a decompression. There would only be a few seconds to don the mask before you would lose consciousness and at FL510 you barely have a second or two.
well if i had to wear the mask and goggles for 3 hrs, i'd be going down to 410 :)
Do airline pilots practice that same thing? I've been up at FL430 maybe once or twice if I recall on a passenger flight.
FL600 is the end of Alpha and goes back to Echo airspace.
Watch out for C172's
@@gummel82 🤣🤣
@@gummel82 cessna 172 docking with the ISS cause its echo airspace
Wow, I’ve always liked Globals for their looks, didn’t realize how well they performed. Never climbed that high myself. (G550, CE750) . Blue skies to you all.
The maximum speeds on Globals works like this. From 8,000 feet and higher you can go 340 KIAS (knots indicated airspeed)or MACH 0.89. Beginning at 8,000 feet 340 KIAS is approximately MACH 0.59. At 30,000 340 KIAS works out to MACH 0.89. The MACH limit speed then becomes the limit and that number stays constant up to 35,000 where it starts to reduce to MACH 0.842 at 51,000 (typically shows 210 KIAS). The true airspeed is derived from a number of factors including temperature.
Most flights we cruise between 47000 and 49000 because for us this is not a problem. When we fly across the Atlantic or Pacific we will normally start out at 43000 and work our way up to 49000. This is because we are heavier due to the amount of fuel we have to carry in order to do these flights. On this particular flight we flew between Canada and Florida
Actually it was FL510 51,000! Yes it is more efficient at those altitudes but it is all a matter if you can get up there too. A lot of considerations have to be made such as weight, temp., pressures and so forth.
Very cool! Can you see the stars from there during the day? U2 pilots can see them at 70.000ft. This isn't that far off, especially considering the exponentially decrease in atmospheric particles with altitude.
REF: Direct to Destination In most countries we are on assigned routes. However North American ATC does allow direct more often but it is limited direct to the point at which you will begin your descent to join the arrival corridors (aka-STAR "Standard Terminal Arrival Route") We definitely prefer the shortest route whenever possible.
The shortest route (distance) only equals the shortest time with zero wind, unless you happened to be lined up directly with the strongest tail wind, which hardly ever happens. Otherwise, flying a longer route will result in a shorter time when playing the wind correctly. I have flown routes from the West Coast to Europe that were over 200 miles longer than the direct (great circle route) that resulted in over 30 minutes time saved over the direct route.
@24adhoc
The weights and air temp. along with air density, and so many other factors is what determs the airspeed needed for landing, this aircraft although it is big the wing along with slats and flaps make it very big thus making the air having to travel over it speed up creating a lot of lift even though the airspeed is slower, most of the time Vref for the Global 5000 is around 108 knots
Super job of breaking it down into layman's terms without sounding condescending. The rest of us know we don't know, we just don't want to feel stupid for asking. We just want to learn. LOL I would definitely feel safe with you flying.
I'm impressed coffin corner has wide limit in FL510
Fantastic! Thanks for posting!
Great video, the GXE is an awesome aircraft.
I've wondered for a while now why the biz jet manufacturers or maybe the FAA chose FL510 as the max certified ceiling for these jets. Why not FL500 or FL550 if they can get that high? 510 just seems so odd.
Thanks for the briefing.
@ebayaddict19
Well the higher up you go the air gets thinner, so with that being said there is less drag if you will and also up there the engines are in there butter zone. At those altitudes the wings are not doing as much work as the engines are to keep the aircraft flying so you because the air is thinner and there is less drag you are not burning as much fuel as you would be at lower altitudes. As far as speed goes you are not going any slower and this goes back to the air density
Awesome stuff!
One thing though: since you're flying above the tropopause, isn't the temp suposed to max around -56,5ºC before increasing slightly?? I noticed the outside temp was -67ºC.....which is VERY COLD!!
Impressive that the Global will accelerate up there. I flew the X, and it will go up there when light, but whatever mach number you level with is pretty much what you're going to keep. We had you covered with airspeed window though. The X gives you around 80 kts between stall and overspeed up there.
@24adhoc
It will not fall like a rock out of the sky no. A stall basically means that the wing is no longer producing enough lift to continue stable flight in which you see here in this video. Since the air is so thin up there if you begin to slow down you will never be able to regain that airspeed unless you descend to a lower altitude where the air is thicker, but airplanes when in a stall are still producing lift so it is still flying just not as well. As far as the landing speed it depends.
At that altitude a stall would be unrecoverable. If you slow you increase the angle of attack and will enter a deep stall. If you increase speed you reach Critical Mach number and induce Mach tuck,. either way its just about unrecoverable.
Showed everything but the view out the window...
The aircraft certification process takes into consideration the time for the aircraft to descend under Emergency conditions to15,000 msl which is considered to be a safe altitude for most people to breath. The certification takes into consideration TSU (Time of Safe Unconsciousness) which is applied to passengers who hypothetically are not able to don an emergency mask. The idea is keep a pilot conscious so they can get the pax to a safe altitude in minimum time. Autodescent is also an option
Wild
@mechan9
Really there is not much weather up there, we are above most of it so turbulence is not a big concern although it can be up there and if it is than we wont fly that high since the over speed and stall window is so narrow
What is the reason for the stall window being so narrow? And how much of a danger would you be in if you "accidentally" went too fast or too slow?
@upintheskyx80 i thought the 5000 had quick donning masks? you squeeze the two read tabs together to pull it out, then on your head u release them to have it clamp down, no?
Crazy that's the altitude the concorde cruised at at mach 2, however it would go up to flight level 56,500 ft still impressive for a plane that doesn't have rockets strapped to it's wings, with afterburners lol.
I believe it was FL 60 or so for the latter part of the flight, but I may be incorrect. I wish they were still flying today!
This is freaking high !
So flight level is just like altitude? FL350=35000 feet? FL050=5000 feet?
+Carter Christie yes
you dont use flight level below 18000
That depends on the region of operation...in the Caribbean transition could be as low as 4500ft.
FL050 = 5000 feet
FL500 = 50000 feet
Notice that if we use FL(Flight Level), after we have crossed the transition altitude, we no longer use QNE pressure, but QNH
That refresh rate of displays tho
your office window has a killer view.
480p man?! Thank you for posting this video. Its not often we see 51k altitude. But its heart breaking to see it at 480.
Its appropriate for a 13 year old video
@upintheskyx80 if i'm correct, you're saying that regardless of air density, the engines will provide the same thrust at any altitude? but are more efficient with fuel burn at high altitude?
with decreased density that decreases overall lift over the wing, but also decreases overall drag over the wing too. is it fair to say that as u increase in altitude, efficiency of the wing increases because drag decreases more than the lift decreases? or is that true?
In a global you can probably pressurize it to 7000ft, but even if your indicated is above certain altitudes you still need oxygen, or at least one person does.
yeaah... well i think that it's more useful to maintain fl390 or 400 during some flights but as you were crossing the atlantic and with a buseness jet right? ... so you can reach the ceiling by climbing at differents steps of the flight...well done man!! well hope see more of your landings with this aircraft!! seeya
I'd be interested to know at what FL are you guys required to have O2 on? My aircraft (B737NG) we fly up to FL410 and we don't have a requirement to wear it. Time of useful consciousness is about 8 seconds at FL410, so it's probably 2 or 3 seconds at best at FL510 which is obviously why one of you has to wear it, but what is the FL at which you must start to use it? My guess would be above FL450???
One crewmember must wear a mask above FL410.
Does the autopilot decend to the safe altitude in case of decompression?
+mozartjpn137 no, you're dead
that would be a good safety feature
If an aircraft is equipped with an auto descent mode, it will slow down and descend in the event of a loss in cabin pressure and a non-responsive flight crew.
The pilot with the mask would be lucky to get a mask on the copilot. The passengers in the back would be f*cked.
This is a Bombardier global express, i'm flying on those a lot as avionic tech. but we dont do anymore FL510 seen its useless for testflight.
@upintheskyx80 so is it slower @ FL510 than say 1000 ft....one would think you could go faster the thiner the air is?..thanks.
@haiglee
its not the PFD its the camera in which I filmed with. AC current is picked up on the flip
@upintheskyx80 I always thought also, well you forsure save fuel but go slower. Maybe in that specific aircraft, higher you go, the faster Im not really sure. I suppose you can only judge that by what the winds are.
Holy Cow Matt looks a lot younger!!!!
@wilatemodel
yes, air density determines that
@ebayaddict19
Its the other way around, it burns less fuel and goes faster
@upintheskyx80 is there a difference between the speed of sound @ FL510 and say 1000 ft?...if so,why?..thanks.
At this moment the Global 5000 warped through the fabric of space and time.
No doubt you can see the curvature of the Earth out the windshield!
That's awesome! What's your cabin altitude up there?
Never flown commercially in USA, but DUNKN would be an R-Nav waypoint or just a waypoint defined by radial/dme distance from a VOR etc etc....a point somewhere on their flight plan they've been cleared 'direct' to (bypassing other points before it - basically a shortcut!)
Is it true that over 49000 feet it begins the free airspace in which there is no need of air traffic control?
Why did the right seatet pilot ( F/O) put his Oxygen mask on and why left seated pilot (captain) did not?
look up
its the second top comment
Their company may require the first officer to go on oxygen once they reach flight levels, in case sudden decompression occurs, at least one pilot will be conscious and alert.
Hi, Im just curious to know: What is Direct dunkn clearance?
Thanks
Mach8?
That's just awesome.
The co-pilot has a mask on, the the captain rip a good one?
Why would you want to go that high? Seems that's kinda pushing the envelope.
Ray Harkins you can get very direct routing and lower fuel burn.
whats the TUC at this ALT? like 1-2 seconds? :D
.84 mach = 168 knots ????
Airspeed is calculated using the air pressure (Static and dynamic). The higher you go the difference between speed over ground and airspeed increases. They are the same at sea level.
168 is the INDICATED airspeed because the air is so this, not that much air pressure is pushing in to the pilot tube where it's measured and converted into airspeed, so the airplane flies just lie it would at 1,000 feet above the ground (pretty close to a stall with our the flaps). However the plane is covering the ground at over 550 mph and 550 mph TAS "true airspeed" if there is no wind, which at that altitude, there is very little.
I bet you guys felt kind of special climbing to 510. Probably less than 1000 people in the world have gone that high.
+geometric art almost all concorde passengers...
+insanitybiker last Concorde flight was in 2003. The 2.5 million riders who flew on it aside, it would be awesome!
+geometric art. Most Military pilots flying supersonic fighters have been to at least 50,000 feet at least once in their career and with some jets far higher as a few are known to regularly operate at +60,000 feet.
That Darth Vader breathing?
excellent!
what aircraft is that? bombardier learjet?
Juan José Paredes Bombardier Global.. bigger jet
Our a quick donning type mask must be available to the crewmembers.
FL510 WOW ;]
damn flight level 50?? fuel consumption really low hun!! nice glass cockpit!!
copilot Wayne Coffin??? In the (potentially) most dangerous plane in the world if it decompresses.....
60000ft is where that begins
Do you guys have a Twitter account?
None fly above FL450. Jeppesen charts aren't certified for Part 121 use above FL450, unless going international under certain circumstances. Plus, if a GPS outage occurs then High VHF VOR's from FL180 to FL450 go outwards from 130nm, making a minimum of a 260nm J-Route. Above FL450 to FL600 it goes down to 100nm, making only a 200nm J-Route.
Total BS
why the cap is with the mask?
buy an iphone! 480p....Milions of Dllrs plane at fl510 and recording like 80's!
Why so bad res video?
Look at the upload date, Not many videos that year were High Definition or 4k res.
@@HoneyBadger_____ I didn't notice that, sorry. Cockpit instruments are blurry with 480 thats is the reason why I asked my question.
Holy crap thats high
@airliner20
Bombardier Global 5000
Someone should put her in a suit up to FL128 and push her out...
not surprised that 'wayne coffman' has got his mask and shades on. ha ha
Sweet!. But only 450 kts. I want my 500 KTS! Gulfstreams for Jesus!
I would literally shit myself if I walked up to cockpit ans saw the co pilot in the mask, fk me that would be very sobering. Thank for info on that subject.
TOOL!!!!!!!
swap jobs?
Too big cockpit for a smal lear.
Didn't even show us the view?... No offense, but the cockpit looks the same whether you're at 5,000 ft or 510, I'm pretty sure most who saw this wanted to see outside the plane...
bb1134: She would still not get it, would be a waste of petrol.
False information. Above FL600 it's "Class E" . However, it's still controlled airspace, just not by the FAA. :-)
Not 100% true. Depending on particular FIR. Majority of them goes up to FL600, but not all of them.
You're scraping against the ceiling of the sky. You're higher than Jesus's box kite. Watch out for flying saucers & sky stones (meteorites).
HAHAHAAHAHAHAH
Can't see instruments because it's 480P, and no view outside.
Anyone else think this is crap?
Nope. I dig it!
I bet that you guys don't wear that mask all the time when you're up there, that was just for show. If you do you have to recharge your bottles every other flight. We fly at those levels and we are aware of the FAR but we dont put the masks.
To young folks considering this for a career you might want to google radiation dose at this altitude.
Why did the right seatet pilot ( F/O) put his Oxygen mask on and why left seated pilot (captain) did not?
+Chris Zoepound ♕ FAA requires that in case of a decompression, at least one have to be in O2 support if you're above FL400, because the usefull response time before full hypoxia is less than 10 seconds, counting with the scare, they would never have enough time for a reaction and to put the mask...
Herr Russo Tragik is this also required for any heavy commercial aircraft above FL400?? Some A380's and 777s at times fly at FL410