QF DFW in - SFO out
Just heard that a Dallas flight last week had no APU. When the crew got on in the evening it was 45 celsius on the flight deck. The aircraft was run with 2 engines going for 2 1/2 hours to cool things down before boarding, 5000 kgs of fuel just under 20 hour TOD. I wonder whose bonus that will come out of!!!
I've seen 32 in the cabin (E-zone) with OAT of 12 in LHR sans APU. The F/D is always hot. I've seen much hotter in the cabin, but for some reason that one sticks in the mind. 2 1/2 hours with 2 running seems a lot (other issues?) but not impossible. Screens down, shades down last one out is a sissy.... If you get on and its like that - open the hatch and F/D door - and in direct contravention of the FAM jackets and ties off
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July in the northern hemisphere (early summer)
Just had a look at Texas weather. 38 deg in the day going down to 27 overnight.
Can well believe a cabin temp of 45 degrees.
DIVOSH!
Just had a look at Texas weather. 38 deg in the day going down to 27 overnight.
Can well believe a cabin temp of 45 degrees.
DIVOSH!
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What a pile of crap they would have plugged in a GPU if the APU was unservicable, how are they going to run two engines whilst everything is going on during the turnaround
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Dragon Man's post sounds entirely reasonable. Have been in a similar situation myself. I have never seen a Ground Air source able to provide satisfactory cooling of a 747 even on a mild day, let alone a hot one.
N
N
Yes it is a day stopper arrives about 1330 local departs about 2000. Present day temperatures 42C. Yes you cant work around the aircraft with the engines running thats why it was so late. OH&S limits puts a limit of 30C on board. For those of us that work at Qantas its all entirely possible, thats why the place is rooted.
GPU achieves nothing as far as airflow. In fact it is far, far worse than the a/c in the terminal at Suvarnabhumi!
Nunc est bibendum
how are they going to run two engines whilst everything is going on during the turnaround
Those of us who fly for a living- and have been doing it long enough- will have come across a circumstance where the combination of ambient conditions and lack of APU bleed air for aircon AND no ground air available will result in a very hot cabin. I've seen 37 in a cabin with no pax and the flight deck was hotter but alas, no temp gauge. With no air and full pax, the figure I've always worked with is a degree every two minutes at 25 degrees. 10 minutes with no air con and a full load the cabin will have gone from 23 to 28 degrees. 10 minutes later it'll be 33. It will eventually flatten out but once it's above 33 degrees, who cares if it flattens out at 37 or 39, it's still freaking uncomfortable.
So the solution on departure when you don't have air for packs is to load up the aircraft in terms of cargo and catering and then once everything is done, start an engine(s) on the gate to provide air to the air conditioning packs. Once the aircraft has been cooled enough to make it bearable you then load the punters and depart. It normally results in significant delays as you can't begin to board until the aircraft has cooled reasonably and you can't start that normally until at least departure time when all the 'normal' stuff has been done and all the equipment has been cleared from the aircraft. Cooling takes a bit longer than warming- 1 degree every 5 minutes @ 25 degrees rings a bell but it's been a while- and so you're looking at 15 minutes to drag the cabin from 33 to 30 in order to then board. Tack on the 20-25 minutes to board a 767 domestically and straight up you're looking at a 40+ minute delay.
I hope you appreciate the answer VBPCGUY. I wonder if you'll admit you were a bit presumptuous and jumped the gun in suggesting something wasn't done correctly?
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VBPCGUY
Get back in the hold and look after bags and follow the captains directions
For some reason you seem to think you know more about aircraft the the pilots, either on the ground or in the air.
You just embarrass yourself with your own comments
Get back in the hold and look after bags and follow the captains directions
For some reason you seem to think you know more about aircraft the the pilots, either on the ground or in the air.You just embarrass yourself with your own comments
Ok some dumb questions from a lowly GA driver.
Doesnt the 744 have a receptical under the belley for a no apu start that also supplies the aircon packs. Surely DFW would have a pneumatic cart somewhere.
Being such a long flight, at the extream range of the aircraft, doean an airline enter an agreement with ATC to guarantee optimum levels. Can such a thing be done.
If the initial optimum cruise level is FL 280, being stuck above or below say 2000/4000 ft how much would that impact the range.
Does DFW traffic allow optimum levels while over the continental US, are they achieving the levels requested.
How much better would the 747-8 be for this route. Could it so direct to SYD.
Lastly how is the flight planned, can anyone explain the redispathch method. 15% variable reserve on a 17hr flight would be humongous.
Doesnt the 744 have a receptical under the belley for a no apu start that also supplies the aircon packs. Surely DFW would have a pneumatic cart somewhere.
Being such a long flight, at the extream range of the aircraft, doean an airline enter an agreement with ATC to guarantee optimum levels. Can such a thing be done.
If the initial optimum cruise level is FL 280, being stuck above or below say 2000/4000 ft how much would that impact the range.
Does DFW traffic allow optimum levels while over the continental US, are they achieving the levels requested.
How much better would the 747-8 be for this route. Could it so direct to SYD.
Lastly how is the flight planned, can anyone explain the redispathch method. 15% variable reserve on a 17hr flight would be humongous.