Crowing Rooster
Active member
- Joined
- Feb 2, 2006
- Posts
- 27
Pinnacle APU use crackdown.
In light of the recent memo on APU use…
CFM 4-16 “In event that external ground equipment is not available, the APU is used.”
and
FOM 9-55 “If ground air is not available, the APU, if available, may be used.”
There are those in management that take this to mean that if there is working power and the jet bridge has working air then the APU is not to be used because they are available. PACKS should be on the tenth stage bleeds all the way to the gate. Leave one engine running until external power is hooked up. Then shut remaining engine down and hope external air is hooked up.
I have a problem with that interpretation of available.
At the hub, say the flight lands early or on time. With engines at idle power, the 10th stage bleed is hardly enough to drive the packs. Meanwhile, due to body heat and the summer sun beating down on the fuselage, the cabin temperature rises to 30C and higher.
To add to the sauna like atmosphere, there is a minimal 15 minute wait for a gate and/or a wait for ramp personnel to park the aircraft. All the while in the back tempers are rising with the temperature as this once on time flight blocks in late and the passengers are sweating weather they are going to make connections. This is unacceptable.
Keep in mind on page 9-55 of the FOM it is written that “Cabin temperature should normally be maintained between 4.4C and 21.1C…Ground air …primary source….” “If ground air is not available, the APU…, may be used.”
And also keep in mind…
On page 4-101 of the CFM it is also written “The APU or external air is used if the OAT is less than 40F or greater than 70F.” “If external power is available and the APU is running, the crew shuts down the APU when external power is connected to the aircraft.”
Now if we are to maintain acceptable cabin temperatures it seems we need to utilize the APU until both external power and external air are connected. The definition of available in this case would mean available for use on the aircraft, when the passengers can benefit. After all, are not the passengers what this business is about?
In light of the recent memo on APU use…
CFM 4-16 “In event that external ground equipment is not available, the APU is used.”
and
FOM 9-55 “If ground air is not available, the APU, if available, may be used.”
There are those in management that take this to mean that if there is working power and the jet bridge has working air then the APU is not to be used because they are available. PACKS should be on the tenth stage bleeds all the way to the gate. Leave one engine running until external power is hooked up. Then shut remaining engine down and hope external air is hooked up.
I have a problem with that interpretation of available.
At the hub, say the flight lands early or on time. With engines at idle power, the 10th stage bleed is hardly enough to drive the packs. Meanwhile, due to body heat and the summer sun beating down on the fuselage, the cabin temperature rises to 30C and higher.
To add to the sauna like atmosphere, there is a minimal 15 minute wait for a gate and/or a wait for ramp personnel to park the aircraft. All the while in the back tempers are rising with the temperature as this once on time flight blocks in late and the passengers are sweating weather they are going to make connections. This is unacceptable.
Keep in mind on page 9-55 of the FOM it is written that “Cabin temperature should normally be maintained between 4.4C and 21.1C…Ground air …primary source….” “If ground air is not available, the APU…, may be used.”
And also keep in mind…
On page 4-101 of the CFM it is also written “The APU or external air is used if the OAT is less than 40F or greater than 70F.” “If external power is available and the APU is running, the crew shuts down the APU when external power is connected to the aircraft.”
Now if we are to maintain acceptable cabin temperatures it seems we need to utilize the APU until both external power and external air are connected. The definition of available in this case would mean available for use on the aircraft, when the passengers can benefit. After all, are not the passengers what this business is about?
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