Even on the DC9 classic that seemed(?) to have a weaker APU than the -88, if you were proactive in keeping the cabin cool with cabin and cockpit shades, gaspers open, and max APU (on summer days off just before TO and on as part of after landing flow) you could keep it cool even on 90 deg days. If some numb nuts turned it off to save 10 gallons of jet A before you got on the airplane it would take halfway to the next destination to get it cooled off. It was not just comfort, but also safety for the cockpit crew because of the fatigue by working all day long in a steaming cockpit. I used to brief a 70/70 rule of APU usage - on above 70 deg, and on below 70 deg :D

I loved seeing a fully loaded 767 in JFK in Jul with passengers and F/A's crying for air and the Capt just has me call ground service again. Then we SE taxi with a max gross acft that almost took TO thrust in the ally to get moving. Priceless.

You mean the SLB's? :eek:

PCS Question
 

deleted found the answer

Fly,

Don't even sweat it. From my experience, you will be back on later asking why you didn't get it. :D

But, the PCS runs at 0700 1200 and 1800.

Heyas F4H.

Right you are.

It's like the single engine taxi thing. Now I'm all on board with that, BUT, there needs to be more SA going on with it. DTW ain't ATL...you don't have 2 minutes behind every airplane because each one is a heavy or a 757....the departure line moves pretty quick. When you taxi out to 22L in the morning, you're going to get right out, and 3 minutes is the minimum (on the 757), not the goal. If you crank up at the gate and taxi out to 22L, that's just about 5 minutes.

On the -9, in the dead of summer, you need to engage. Open all of the overhead cockpit vents (yea, I know they're noisy), and run the APU. If the ground air is weak, run the APU and write up the ground air. If you let the cabin get hot, you're done, especially with the loads and short legs. The -30s were a bit better (-10s were the best), but you need to use what you got.

As I said, you need SA....

Nu

That's when they're supposed to be, anyway.

Nu

Watch out boys, the Jabberwock is REALLY Doug Steenland :D The good new is I don't think he is anywhere in our management so we can still talk infront of him:cool:

For my southie buds, Steenland was overheard saying that at a party while we were going through the bankruptcy process.

Ferd

PS I agree, the machines probably do weigh less:D

I agree with all of that except maybe the overhead cockpit vents. I'll caveat with saying that most of my experience is with the MD-88 (12 years) and I only have a total of about 3 years on the DC-9 (between TWA and Delta). What I have found is that the overhead cockpit vents do increase the overall volume of air being poured into the cockpit by a little, but they also rob air from the main vents and gasper vents that can be adjusted to blow directly on you. I'm guessing that, with all cockpit vents open (including the overheads), it might lower the temperature measured in the middle of the cockpit by a degree or two. But on both the 88 and the -9, I've found it to be more comfortable with a greater volume of cool air blowing directly on me, and opening the overhead vents in my experience has made it less comfortable (because of the reduced air blowing on me). Anyway, just my "2 cents"...

And, BTW, the 88 does have a MUCH better APU and is easier to keep cool than the -9. Last summer, I found that I just could not single engine taxi on a hot day in the -9 because I needed both engines plus the APU just to even have a fighting chance to keep the cabin cool.

2 747s returning to lease company in middle of 2012.:mad:

Grenade attack!

Source?