Summer ops/hot cabin/APU usage SOP's?
Thread Starter
Joined: Jan 2022
Posts: 106
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From: Miami
Summer ops/hot cabin/APU usage SOP's?
Hello Folks
Does anyone have any SOP's they can share from your company, or techniques, regarding keeping the passenger cabin as cool as possible during summer ops, for the loading process and taxi-out for takeoff.
Thank you
Does anyone have any SOP's they can share from your company, or techniques, regarding keeping the passenger cabin as cool as possible during summer ops, for the loading process and taxi-out for takeoff.
Thank you
Joined: Mar 2006
Posts: 2,632
Likes: 134
From: USA
Company says to start the APU 10 prior and shut it down as soon as external power is connected. That will lead to cabin temperatures north of 32C even when it's comfortably in the low to mid 20's outside.
Start the APU when boarding starts. Shut it down when everyone's off. In An A320, the cockpit can be at a comfortable temperature without the APU, while the back of the plane is hot and stuffy, so don't wait until YOU feel uncomfortable. By that time, the poor folks in the back are dying.
If the APU is inop, you can always refuse the plane. In lieu of that, you can run the packs off the HP air.
Start the APU when boarding starts. Shut it down when everyone's off. In An A320, the cockpit can be at a comfortable temperature without the APU, while the back of the plane is hot and stuffy, so don't wait until YOU feel uncomfortable. By that time, the poor folks in the back are dying.
If the APU is inop, you can always refuse the plane. In lieu of that, you can run the packs off the HP air.
Joined: Feb 2009
Posts: 943
Likes: 441
From: Austria
My company generally allows using the APU as required.
However, this does not mean "fire at will", as this does not only involve airline or onboard procedures. Individual airports have their own preferences and procedures as well. At some fields that tend to be closer to the equator and smaller in size, it is possible to run the APU and on-board AC as You see fit; other seem to abhor anything audible and running the APU outside their stipulated timeframe after on-block and before off-block may even carry a fine. Those fields, however, normally offer a ground-based air conditioning unit of rather variable quality.
If on such a field, the ground-based AC is inop or unsatisfactory, there usually are ways to quickly obtain a tactical dispense from the rule and be allowed to use the on-board systems. Be it a simple request via radio, a phone call to a number available in the airport documentation or a mere request to the ramp agent - all those have worked quite well in the past.
Then come the abnormals. The question whether or not one is willing to accept an aircraft with an U/S APU for a flight to a destination where its cooling capability is needed, is to be well considered.
Another thing, as You spoke about summer: the ramp is a hot place to work. A bottle or two of cold water from the galleys is sometimes easily spared and, if taken to the ground staff, often greatly appreciated.
However, this does not mean "fire at will", as this does not only involve airline or onboard procedures. Individual airports have their own preferences and procedures as well. At some fields that tend to be closer to the equator and smaller in size, it is possible to run the APU and on-board AC as You see fit; other seem to abhor anything audible and running the APU outside their stipulated timeframe after on-block and before off-block may even carry a fine. Those fields, however, normally offer a ground-based air conditioning unit of rather variable quality.
If on such a field, the ground-based AC is inop or unsatisfactory, there usually are ways to quickly obtain a tactical dispense from the rule and be allowed to use the on-board systems. Be it a simple request via radio, a phone call to a number available in the airport documentation or a mere request to the ramp agent - all those have worked quite well in the past.
Then come the abnormals. The question whether or not one is willing to accept an aircraft with an U/S APU for a flight to a destination where its cooling capability is needed, is to be well considered.
Another thing, as You spoke about summer: the ramp is a hot place to work. A bottle or two of cold water from the galleys is sometimes easily spared and, if taken to the ground staff, often greatly appreciated.
Only half a speed-brake
Joined: Apr 2003
Posts: 4,459
Likes: 136
From: Commuting not home
I think the window shades in the PAX cabin work.
The FAs at the previous operator swore that opening the overhead gaspers from PSU all down the cabin helped too, not sure about the technical basis for that. But happy to take their word for it, especially on the external air con unit is seemed to work.
That's apart from the obvious... well, one small thing:
The jetty-mounted conditioners have a control box for the operator. Now, the one at the old home base had two green push-buttons that got me curious. Labelled "NB" and "WB". There is empirical evidence, on the sh-jet when nobody was looking, hitting the "WB" mode increased the noise and cold wind markedly.
The FAs at the previous operator swore that opening the overhead gaspers from PSU all down the cabin helped too, not sure about the technical basis for that. But happy to take their word for it, especially on the external air con unit is seemed to work.
That's apart from the obvious... well, one small thing:
The jetty-mounted conditioners have a control box for the operator. Now, the one at the old home base had two green push-buttons that got me curious. Labelled "NB" and "WB". There is empirical evidence, on the sh-jet when nobody was looking, hitting the "WB" mode increased the noise and cold wind markedly.
Joined: Sep 2003
Aviation Qualifications: ATPL
Posts: 955
Likes: 68
From: away from home
Company says to start the APU 10 prior and shut it down as soon as external power is connected. That will lead to cabin temperatures north of 32C even when it's comfortably in the low to mid 20's outside.
Start the APU when boarding starts. Shut it down when everyone's off. In An A320, the cockpit can be at a comfortable temperature without the APU, while the back of the plane is hot and stuffy, so don't wait until YOU feel uncomfortable. By that time, the poor folks in the back are dying.
If the APU is inop, you can always refuse the plane. In lieu of that, you can run the packs off the HP air.
Start the APU when boarding starts. Shut it down when everyone's off. In An A320, the cockpit can be at a comfortable temperature without the APU, while the back of the plane is hot and stuffy, so don't wait until YOU feel uncomfortable. By that time, the poor folks in the back are dying.
If the APU is inop, you can always refuse the plane. In lieu of that, you can run the packs off the HP air.
Joined: Dec 2003
Posts: 2,338
Likes: 821
From: Tring, UK
What annoys me when passengering is to arrive somewhere, then as soon as the brakes go on the packs go off and within a minute it’s a sweaty hell down the back while you’re waiting for the jetty/steps/doors, etc. This totally negates any efforts from the airline before or during the flight to make your journey more comfortable as you have to drag your bags through a warm airport in wet clothes.
Duty of care overrides any airport requirements. I make an effort to comply with most things but if they seriously affect comfort/safety then they get ignored, like a couple of aircraft running their APUs is going to make a difference when there are 20 aircraft waiting to take off and another 10 waiting for a stand, all with engines running.
Duty of care overrides any airport requirements. I make an effort to comply with most things but if they seriously affect comfort/safety then they get ignored, like a couple of aircraft running their APUs is going to make a difference when there are 20 aircraft waiting to take off and another 10 waiting for a stand, all with engines running.
Joined: Aug 2007
Posts: 29
Likes: 8
From: australia
My last company did a cost benefit study re apu usage and found that it cost about the same to run it continuously all day due to wear and tear and demonstrable reduced reliability caused by increased cycles. The aircraft usually operated 4 or 5etops/edto sectors a day which required the app to operate continuously en route anyway. Changed a bit when apu on demand became available.
Joined: Nov 1999
Aviation Qualifications: ATPL
Posts: 3,140
Likes: 740
From: UK
What annoys me when passengering is to arrive somewhere, then as soon as the brakes go on the packs go off and within a minute it’s a sweaty hell down the back while you’re waiting for the jetty/steps/doors, etc. This totally negates any efforts from the airline before or during the flight to make your journey more comfortable as you have to drag your bags through a warm airport in wet clothes.
Duty of care overrides any airport requirements. I make an effort to comply with most things but if they seriously affect comfort/safety then they get ignored, like a couple of aircraft running their APUs is going to make a difference when there are 20 aircraft waiting to take off and another 10 waiting for a stand, all with engines running.
Duty of care overrides any airport requirements. I make an effort to comply with most things but if they seriously affect comfort/safety then they get ignored, like a couple of aircraft running their APUs is going to make a difference when there are 20 aircraft waiting to take off and another 10 waiting for a stand, all with engines running.
(So is putting seat rows ridiculously close together, but that's another issue).
Joined: Sep 2016
Posts: 936
Likes: 67
From: USA
other seem to abhor anything audible and running the APU outside their stipulated timeframe after on-block and before off-block may even carry a fine. Those fields, however, normally offer a ground-based air conditioning unit of rather variable quality.
If on such a field, the ground-based AC is inop or unsatisfactory, there usually are ways to quickly obtain a tactical dispense from the rule and be allowed to use the on-board systems.
If on such a field, the ground-based AC is inop or unsatisfactory, there usually are ways to quickly obtain a tactical dispense from the rule and be allowed to use the on-board systems.
Joined: Sep 2003
Aviation Qualifications: ATPL
Posts: 955
Likes: 68
From: away from home
Our station manager confirmed state of airport AC. Company replied I was taking care of passengers. End of story.
Joined: Oct 2010
Posts: 422
Likes: 5
From: 5° above the Equator, 75° left of Greenwich
+1 on everyone who mentioned cabin/temp comfort as a priority regarding customer service.
I know Copa Airlines in Panama advise the pax via the PA when landing in PTY to lower the window shades and open the gaspers in the PSU before leaving the aircraft, so I dunno... I guess it helps. Here are my 2 cents, empirical, of course.
- Turning off APU bleed (or the APU itself for that matter, as in "external power now connected to the aircraft") before opening the main door is a huge no-no. I try to balance the shutting off of the APU bleed with the pax load of the plane, so as to not cut off the bleed to the pax while there's still a significant amount of pax on board. This will heat the cabin air right up
- Try your best to not let the temps rise in the first place by coordinating the use of bleed and external air. If the airplane is baking in the apron, it will heat up quickly and it will then be quite a task to get the temps back down. They might not come down at all until some good 20 minutes after takeoff!!!
- In my part of the world at least (most airports in my country have a rule to only start APU 5 min before pushback), you can get some relaxation of this rule if you call the ramp supervisor on the ground/tower freq in an amicable way requesting clearance to start the APU outside of the allotted time because of excessive cabin temps. I might even throw "some pax are complaining" in there too, to try and get a little sympathy. Hasn't failed so far. Ahhh... the unmentioned treats of Latin America
Someone mentioned not to wait until you in your comfy cockpit feel uncomfortable because then it's too late for the folks in the back. I think that is the best single piece of advise in this whole thread. Some of our kind can be a little too much over ourselves and only think of the cabin temps whenever it's uncomfortable for them
I know Copa Airlines in Panama advise the pax via the PA when landing in PTY to lower the window shades and open the gaspers in the PSU before leaving the aircraft, so I dunno... I guess it helps. Here are my 2 cents, empirical, of course.
- Turning off APU bleed (or the APU itself for that matter, as in "external power now connected to the aircraft") before opening the main door is a huge no-no. I try to balance the shutting off of the APU bleed with the pax load of the plane, so as to not cut off the bleed to the pax while there's still a significant amount of pax on board. This will heat the cabin air right up
- Try your best to not let the temps rise in the first place by coordinating the use of bleed and external air. If the airplane is baking in the apron, it will heat up quickly and it will then be quite a task to get the temps back down. They might not come down at all until some good 20 minutes after takeoff!!!
- In my part of the world at least (most airports in my country have a rule to only start APU 5 min before pushback), you can get some relaxation of this rule if you call the ramp supervisor on the ground/tower freq in an amicable way requesting clearance to start the APU outside of the allotted time because of excessive cabin temps. I might even throw "some pax are complaining" in there too, to try and get a little sympathy. Hasn't failed so far. Ahhh... the unmentioned treats of Latin America
Someone mentioned not to wait until you in your comfy cockpit feel uncomfortable because then it's too late for the folks in the back. I think that is the best single piece of advise in this whole thread. Some of our kind can be a little too much over ourselves and only think of the cabin temps whenever it's uncomfortable for them
Joined: Jan 2023
Posts: 37
Likes: 4
From: EU
+1 on everyone who mentioned cabin/temp comfort as a priority regarding customer service.
I know Copa Airlines in Panama advise the pax via the PA when landing in PTY to lower the window shades and open the gaspers in the PSU before leaving the aircraft, so I dunno... I guess it helps. Here are my 2 cents, empirical, of course.
- Turning off APU bleed (or the APU itself for that matter, as in "external power now connected to the aircraft") before opening the main door is a huge no-no. I try to balance the shutting off of the APU bleed with the pax load of the plane, so as to not cut off the bleed to the pax while there's still a significant amount of pax on board. This will heat the cabin air right up
- Try your best to not let the temps rise in the first place by coordinating the use of bleed and external air. If the airplane is baking in the apron, it will heat up quickly and it will then be quite a task to get the temps back down. They might not come down at all until some good 20 minutes after takeoff!!!
- In my part of the world at least (most airports in my country have a rule to only start APU 5 min before pushback), you can get some relaxation of this rule if you call the ramp supervisor on the ground/tower freq in an amicable way requesting clearance to start the APU outside of the allotted time because of excessive cabin temps. I might even throw "some pax are complaining" in there too, to try and get a little sympathy. Hasn't failed so far. Ahhh... the unmentioned treats of Latin America
Someone mentioned not to wait until you in your comfy cockpit feel uncomfortable because then it's too late for the folks in the back. I think that is the best single piece of advise in this whole thread. Some of our kind can be a little too much over ourselves and only think of the cabin temps whenever it's uncomfortable for them
I know Copa Airlines in Panama advise the pax via the PA when landing in PTY to lower the window shades and open the gaspers in the PSU before leaving the aircraft, so I dunno... I guess it helps. Here are my 2 cents, empirical, of course.
- Turning off APU bleed (or the APU itself for that matter, as in "external power now connected to the aircraft") before opening the main door is a huge no-no. I try to balance the shutting off of the APU bleed with the pax load of the plane, so as to not cut off the bleed to the pax while there's still a significant amount of pax on board. This will heat the cabin air right up
- Try your best to not let the temps rise in the first place by coordinating the use of bleed and external air. If the airplane is baking in the apron, it will heat up quickly and it will then be quite a task to get the temps back down. They might not come down at all until some good 20 minutes after takeoff!!!
- In my part of the world at least (most airports in my country have a rule to only start APU 5 min before pushback), you can get some relaxation of this rule if you call the ramp supervisor on the ground/tower freq in an amicable way requesting clearance to start the APU outside of the allotted time because of excessive cabin temps. I might even throw "some pax are complaining" in there too, to try and get a little sympathy. Hasn't failed so far. Ahhh... the unmentioned treats of Latin America
Someone mentioned not to wait until you in your comfy cockpit feel uncomfortable because then it's too late for the folks in the back. I think that is the best single piece of advise in this whole thread. Some of our kind can be a little too much over ourselves and only think of the cabin temps whenever it's uncomfortable for them
