Narrative:

I checked the status of plane the night before the trip; no defects of significance. [I] arrive at airport 3 hours before trip. The plane I was told was ok the night before has been given to another flight. Outside air temperature is in the mid 90's F; clear skies. Assigned a broken plane with no APU air; no effort made to repair APU. Call dispatch and tell them to get the plane cold inside the hangar out of the sun and keep it cold at the gate as temperatures rise dramatically when people board in such weather. This was not done. Note: I have had passenger stampedes demanding the doors be opened and they be allowed to deplane in high cabin heat. Events included one woman trampled and walked on by near 50 passengers who charged the closed entry door demanding that the door be opened and they be allowed to exit with cabin temperatures in the mid 80's prior to boarding; climbing into the 90's with passengers onboard and no APU air. One woman required oxygen and paramedic attention after being walked on. [I] advised dispatch that I refuse polar operations with no APU air; and will research other routes as possibilities but require full and current assessment of all aleutian chain airports weather and a letter of authorization to use my alaska lo 1-2; 3-4 charts that the company refuses to provide despite naming far 95 designated mountainous terrain alaska airports in the far 121 flight plan. Request authorization in writing to use my maps if we route over alaska; flight operations provides a letter of approval. [I] request full and current ground services status for all aleutian chain airports listed in operations specifications for 747 uses given no APU air. Alaska temperatures in 40-48 F range. [I was] provided with one airport having no ground power or ground air. Another has no stairs or jetway but has air start; again apparently no ground conditioning air. No data provided for two others. At the aircraft now parked at the gate the cockpit temperature gauge stopped at 99 F. Ground air is plugged in but does not seem to be working to solve the overheated aircraft problem. Cabin temperature [was] in high 80's and low 90's mid cabin. Leave aircraft as temperature is unsuitable to conduct safe cockpit operations. Notified dispatch I will be in flight operations until the aircraft temp is safe and recommend the aircraft get better temperature control appliances attached or go to the runup pad for high power runup to cool the aircraft. Osha recommended max office work temperature is 76 F; 20-60% humidity; and adequate exchange of air. None of this is happening in the cockpit. Flight attendants leave the aircraft due to high cabin temperatures. A management person roams the aircraft while I am gone and makes a comment to one first officer about us 'slacking off' when we are not working in high cockpit heat. Notify airport flight operations that we will not board the aircraft with him badgering the flight crew with derogatory language and far 91 and 121 interference with the crew. Advise dispatch and airport operations I will be rechecking flight planning particulars per far's due to long flight delay. Advised by other airport flight operations people that the engines will be run at the gate to cool the aircraft; about 1 hour delay expected. Return to aircraft about 1 hour later. Mechanics are running 2 engines; cockpit temperature 85 F. Agree to go; load passengers and depart gate. Cockpit temperature rises to 90 F during very short taxi. 30 minutes into flight; cockpit temperature 88 F [after] 1 hour into flight cockpit temperature 87 F. Shirt is 100% soaked in sweat; seatback is now soaked. End up with a bad cold. Ability to conduct safe preflight and critical takeoff operations was compromised in high heat. Cockpit temperature; air exchange and humidity need to be far better than today for safe in cockpit thinking. Foreign airport personnel always present us with a safely cooled aircraft domestic airports have now failed multipletimes. The defective design of the 747 cockpit cooling features makes this plane a serious hot weather problem that is ignored. I will never again do this.

Related reports:

Google
 

Original NASA ASRS Text

Title: A B747-400 Captain related multiple problems with the attempt by the company to dispatch an aircraft unsuitable for occupancy by the passengers and crew members.

Narrative: I checked the status of plane the night before the trip; no defects of significance. [I] arrive at airport 3 hours before trip. The plane I was told was OK the night before has been given to another flight. Outside air temperature is in the mid 90's F; clear skies. Assigned a broken plane with no APU air; no effort made to repair APU. Call Dispatch and tell them to get the plane cold inside the hangar out of the sun and keep it cold at the gate as temperatures rise dramatically when people board in such weather. This was not done. Note: I have had passenger stampedes demanding the doors be opened and they be allowed to deplane in high cabin heat. Events included one woman trampled and walked on by near 50 passengers who charged the closed entry door demanding that the door be opened and they be allowed to exit with cabin temperatures in the mid 80's prior to boarding; climbing into the 90's with passengers onboard and no APU air. One woman required oxygen and paramedic attention after being walked on. [I] advised Dispatch that I refuse polar operations with no APU air; and will research other routes as possibilities but require full and current assessment of all Aleutian chain airports weather and a letter of authorization to use my Alaska LO 1-2; 3-4 charts that the company refuses to provide despite naming FAR 95 designated mountainous terrain Alaska airports in the FAR 121 flight plan. Request authorization in writing to use my maps if we route over Alaska; Flight Operations provides a letter of approval. [I] request full and current ground services status for all Aleutian chain airports listed in Operations Specifications for 747 uses given no APU air. Alaska temperatures in 40-48 F range. [I was] provided with one airport having no ground power or ground air. Another has no stairs or jetway but has air start; again apparently no ground conditioning air. No data provided for two others. At the aircraft now parked at the gate the cockpit temperature gauge stopped at 99 F. Ground air is plugged in but does not seem to be working to solve the overheated aircraft problem. Cabin temperature [was] in high 80's and low 90's mid cabin. Leave aircraft as temperature is unsuitable to conduct safe cockpit operations. Notified Dispatch I will be in flight operations until the aircraft temp is safe and recommend the aircraft get better temperature control appliances attached or go to the runup pad for high power runup to cool the aircraft. OSHA recommended max office work temperature is 76 F; 20-60% humidity; and adequate exchange of air. None of this is happening in the cockpit. Flight attendants leave the aircraft due to high cabin temperatures. A management person roams the aircraft while I am gone and makes a comment to one First Officer about us 'slacking off' when we are not working in high cockpit heat. Notify Airport Flight Operations that we will not board the aircraft with him badgering the flight crew with derogatory language and FAR 91 and 121 interference with the crew. Advise Dispatch and Airport Operations I will be rechecking flight planning particulars per FAR's due to long flight delay. Advised by other Airport Flight Operations people that the engines will be run at the gate to cool the aircraft; about 1 hour delay expected. Return to aircraft about 1 hour later. Mechanics are running 2 engines; cockpit temperature 85 F. Agree to go; load passengers and depart gate. Cockpit temperature rises to 90 F during very short taxi. 30 minutes into flight; cockpit temperature 88 F [after] 1 hour into flight cockpit temperature 87 F. Shirt is 100% soaked in sweat; seatback is now soaked. End up with a bad cold. Ability to conduct safe preflight and critical takeoff operations was compromised in high heat. Cockpit temperature; air exchange and humidity need to be far better than today for safe in cockpit thinking. Foreign airport personnel always present us with a safely cooled aircraft domestic airports have now failed multipletimes. The defective design of the 747 cockpit cooling features makes this plane a serious hot weather problem that is ignored. I will never again do this.

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.