Narrative:

Upon arriving at the aircraft; captain informed me that the APU and right pack were deferred. He had already talked to dispatch to see if another aircraft was available. He was told repairs were going to be made to the airplane at our destination and we needed to operate that aircraft. I had not operated an aircraft with both the APU and a pack deferred before. Captain discussed his plan to cool the cabin prior to boarding and expedite our taxi in efforts to maintain a safe cabin atmosphere. These efforts coupled with good weather (no expected ATC delays) and morning temperatures factored in the decision to proceed with the flight. We would return to the gate if; despite our best efforts; a safe cabin temperature could not be maintained. This plan was coordinated with the flight attendant. An air-conditioning cart was hooked up to the aircraft to cool the cabin prior to boarding and remained attached until just prior to shutting the main cabin door. Before we received clearance to push the flight attendant called to the flight deck asking about the temperature in the cabin. I informed her that it was approximately 90 degrees fahrenheit. She said passengers were already visibly uncomfortable and that if it reached 100 degrees to return to the gate. Flight attendant distributed cups of ice and water to ease the stress on our passengers. During the taxi we coordinated an intersection departure; which we had performance data for; with ground control to expedite our takeoff. While airborne; despite my efforts to avoid idle descents and maintain thrust/airflow to our weak operative pack; the cabin temperature continued to climb to an unreasonable and potentially dangerous level (37C on the ecs synoptic page). When we arrived the captain immediately had the passengers disembark. The next day we were informed we will again be operating the ship for our first leg. We discovered that maintenance was unable to resolve either of the deferrals (APU or right pack). The aircraft was heat soaked from sitting in the sun all morning. Captain inquired about an air-conditioning cart to cool the cabin and was informed one was not available. A high-pressure cart was used to supply air to the 10th stage bleed manifold but the operative pack was too weak to have any effect on cooling the cabin. The cabin temperature at the time boarding was scheduled to begin was 36C on the ecs page. Boarding was put on hold while the captain conferred with maintenance to see if any alternatives were available to rectify the deferrals. Maintenance informed him that they didn't have a part needed to fix the deferred pack. I expressed my concern about operating an aircraft with little to no airflow in the cabin into weather affecting our destination. Captain contacted dispatch and confirmed weather was affecting traffic along our route of flight and delays were expected. Later we confirmed with ATC delays up to an hour. Next; captain made numerous calls to flight control and the chief pilot's office expressing his concern surrounding the circumstances of this flight. The flight was canceled. The unavailability of an air conditioning cart to cool the cabin prior to boarding was a contributing factor in the cancellation of the flight. Our experience the previous day; the inability to cool the cabin prior to boarding; the expected weather delays; the cumulative effects of a deferred APU; right pack and weak left pack; elderly passengers (increased risk to heat stress); and a clear understanding of what the responsibilities and liabilities are of a pilot in command; in my opinion; are factors that led the captain to the conclusion that the risks to the health and safety of his passengers; were too high. In the four years that I have worked for our air carrier; I have not flown with a captain more committed to safety (for passengers and crew); customer service; and integrity than that demonstrated by this captain on the two days I had the privilege to work with him.

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Original NASA ASRS Text

Title: After they were convinced to fly an aircraft with the APU and one pack deferred the previous day; the flight crew of an unidentified commuter aircraft refused to accept the aircraft when maintenance had been unable to resolve the problems overnight.

Narrative: Upon arriving at the aircraft; Captain informed me that the APU and right pack were deferred. He had already talked to Dispatch to see if another aircraft was available. He was told repairs were going to be made to the airplane at our destination and we needed to operate that aircraft. I had not operated an aircraft with both the APU and a pack deferred before. Captain discussed his plan to cool the cabin prior to boarding and expedite our taxi in efforts to maintain a safe cabin atmosphere. These efforts coupled with good weather (no expected ATC delays) and morning temperatures factored in the decision to proceed with the flight. We would return to the gate if; despite our best efforts; a safe cabin temperature could not be maintained. This plan was coordinated with the Flight Attendant. An air-conditioning cart was hooked up to the aircraft to cool the cabin prior to boarding and remained attached until just prior to shutting the main cabin door. Before we received clearance to push the Flight Attendant called to the flight deck asking about the temperature in the cabin. I informed her that it was approximately 90 degrees Fahrenheit. She said passengers were already visibly uncomfortable and that if it reached 100 degrees to return to the gate. Flight Attendant distributed cups of ice and water to ease the stress on our passengers. During the taxi we coordinated an intersection departure; which we had performance data for; with ground control to expedite our takeoff. While airborne; despite my efforts to avoid idle descents and maintain thrust/airflow to our weak operative pack; the cabin temperature continued to climb to an unreasonable and potentially dangerous level (37C on the ECS synoptic page). When we arrived the Captain immediately had the passengers disembark. The next day we were informed we will again be operating the ship for our first leg. We discovered that Maintenance was unable to resolve either of the deferrals (APU or right pack). The aircraft was heat soaked from sitting in the sun all morning. Captain inquired about an air-conditioning cart to cool the cabin and was informed one was not available. A high-pressure cart was used to supply air to the 10th stage bleed manifold but the operative pack was too weak to have any effect on cooling the cabin. The cabin temperature at the time boarding was scheduled to begin was 36C on the ECS page. Boarding was put on hold while the Captain conferred with maintenance to see if any alternatives were available to rectify the deferrals. Maintenance informed him that they didn't have a part needed to fix the deferred pack. I expressed my concern about operating an aircraft with little to no airflow in the cabin into weather affecting our destination. Captain contacted Dispatch and confirmed weather was affecting traffic along our route of flight and delays were expected. Later we confirmed with ATC delays up to an hour. Next; Captain made numerous calls to Flight Control and the Chief Pilot's Office expressing his concern surrounding the circumstances of this flight. The flight was canceled. The unavailability of an air conditioning cart to cool the cabin prior to boarding was a contributing factor in the cancellation of the flight. Our experience the previous day; the inability to cool the cabin prior to boarding; the expected weather delays; the cumulative effects of a deferred APU; right pack and weak left pack; elderly passengers (increased risk to heat stress); and a clear understanding of what the responsibilities and liabilities are of a Pilot In Command; in my opinion; are factors that led the Captain to the conclusion that the risks to the health and safety of his passengers; were too high. In the four years that I have worked for our Air Carrier; I have not flown with a Captain more committed to safety (for passengers and crew); customer service; and integrity than that demonstrated by this Captain on the two days I had the privilege to work with him.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.