I had someone in a recurrent class a number of years ago who got CO poisoning from a bad huffer running packs.

 

Manuals within the manual system of Carriers I worked with restricted huffers solely for the use of strarting for the reasons, including the above.

 

So you deplane everyone till they get good air. If they can't go turn it off. Hurt the operation and it changes.

 

I don’t understand your comment... clarify your statements.

The company(ies) I fly for entrusted me with the keys to the jet. I guess they trust my judgment Conditioned Air versus APU? More important things to worry about... “Where’s my coffee with half & half (light cream overseas)?”

My previous post is obvious to the casual observer. The purpose of a huffer, is to provide air for starting the engine(s), and not to run the PACKS. Manuals from different airlines from different countries describe potential hazards due to fumes entering the cabin via the ACS.

I have, and and will continue, provided there’s no conditioned air cart at the jet, leave the APU running with air on. I/A/W SOPs, with the APU running, myself or the F/O will remain on the jet.

If we arrive at a heat soaked jet with no conditioned air, after the fire check... APU on PACKs on, coffee maker on the line.

By the way the same applies for a cold soaked jet.

 

Extra points deduction for your incessant douchiness of using "the jet" somewhere in every one of your posts (that I see).

 

Jeez, man. Lighten up, Francis. If the use of the phrase “the jet” bothers you, it’s YOU who have a problem. Not the poster.

 

If ever there were a “No Fly List”, I’m sure you’re name would be at the top at your airline. Not only that, but a picture next to the list too.

 

Just me and my immediate family: seven airlines that allowed it (and 1 of the other 2 didn't have APU)

 

They allowed both?

 

Says the guy with "V1" and "Fly" in his username...