Cathay Pacific Asia Miles - CX830/831 Passenger discomfort

I just returned from Hong Kong - JFK on 830. On Both inbound (830) and outbound (831) flights, the environmental system was not working on the ground. Therefore, on both flights, the temperature on the aircraft on boarding was well above 30 C until the aircraft started the engines. Even then, we were in the air for several minutes until the aircraft became comfortable to sit in.

The purser said it was due to a problem with the system. However, it may be that they do not wish to use the power (and especially the fuel) to run the cooling system when on the ground to conserve their fuel for the flight. The flight attendents were also concerned that they would not make the 831 portion non-stop as the flight diverted to Korea last week due to unfavorable winds. Winter winds being what they are, they think this will happen with some regularity on the JFK-HKG flights.

Otherwise, the F service was wonderful, the seats comfortable, and the non stop flight was easier than other options with stops. On both ends, the customs/immigration process was quick. IN JFK especially, since I needed to make a Jet Blue connection, I was checked into Blue with my luggage within 30 minutes of docking at the gate.

Just a word of caution to anyone taking these flights.

I just returned from Hong Kong - JFK on 830. On Both inbound (830) and outbound (831) flights, the environmental system was not working on the ground. Therefore, on both flights, the temperature on the aircraft on boarding was well above 30 C until the aircraft started the engines. Even then, we were in the air for several minutes until the aircraft became comfortable to sit in.

The purser said it was due to a problem with the system. However, it may be that they do not wish to use the power (and especially the fuel) to run the cooling system when on the ground to conserve their fuel for the flight. The flight attendents were also concerned that they would not make the 831 portion non-stop as the flight diverted to Korea last week due to unfavorable winds. Winter winds being what they are, they think this will happen with some regularity on the JFK-HKG flights.

Otherwise, the F service was wonderful, the seats comfortable, and the non stop flight was easier than other options with stops. On both ends, the customs/immigration process was quick. IN JFK especially, since I needed to make a Jet Blue connection, I was checked into Blue with my luggage within 30 minutes of docking at the gate.

Just a word of caution to anyone taking these flights.

If the ground unit is not working then I don't really think there is an alternative... it happened on my CX251 (in July!) so you can imagine that wouldn'tve been much better than your situation :eek: Nothing could really be done until the engines powered up so I don't think it's a fuel issue.

I thought the whole point of the 346 was that it could do it nonstop? Or is that only in favourable conditions?

i'm not a tech guy, but what occurred was the APU (Auxillary Power Unit)BLEED INOP, therefore no air conditioning. the next time you see a large hose going to the middle of the aircraft from the aerobridge, you know there's no air conditioning. if you also see a black sleek line leading to the front portion of the aircraft (nar the nose), then the aircraft has no electricity as well - in tech terms, it is considered as APU INOP.

BHXB is correct, there is no fuel being used during APU / APU BLEED INOP. it happens to every airline

I am not a tech person either. There was no aux air being provided for the cabin- no yellow tubes. Also, on the return, the one engine was left running at the arrival gate until the power cord was attached. So, I am not sure exactly what was inop.

In response to the whole reason for the -600 is non-stop range, any aircraft has a specific range and payload. If the winds vary from the forecast, potential shortfall of range can, and do, occur. If the carriers expect light winds, and load fuel, passengers, and freight based on this, a timely landing to make sure that they stay within the safety parameters is a good decision, regardless of the inconveneince to the passengers for a late arrival. I have had this a few times flying HKG-YYZ in the winter when the flight was scheduled non-stop, but ended up for fuel in VCR.

if one engine was left running until the ground power was attached then it'll be APU inop

I just returned from Hong Kong - JFK on 830. On Both inbound (830) and outbound (831) flights, the environmental system was not working on the ground. Therefore, on both flights, the temperature on the aircraft on boarding was well above 30 C until the aircraft started the engines. Even then, we were in the air for several minutes until the aircraft became comfortable to sit in.

Had the same experience on a recent CX flight to Rome. Everyone was sweating until some minutes after the aircraft took off. The cockpit door was kept wide open until shortly before we took off--which might mean the pilot was feeling the heat as well.

would not make the 831 portion non-stop as the flight diverted to Korea last week due to unfavorable winds. Winter winds being what they are, they think this will happen with some regularity on the JFK-HKG flights.

gear down kindly informed us that the ICN stop was not due to winds but a problem with the navigation system. Incidentially, are winds a bigger or smaller problem for the 830 routing, compared to 838,880,882,872 ??

In response to the whole reason for the -600 is non-stop range, any aircraft has a specific range and payload.

There is a rumour that CX mgmt isn't very happy with its 3 346s. They are early model a/c and are overweight.

There is a rumour that CX mgmt isn't very happy with its 3 346s. They are early model a/c and are overweight.

It is an Airbus - of course it is overweight :)

I heard that its something to do with the landing gears. Maybe its time for CX placing an order for the 777LR.

I heard that its something to do with the landing gears. Maybe its time for CX placing an order for the 777LR.

I'm sorry, I'm not a tech savy, but how would landing gears affect the range of an aircraft? OR are you saying that the these system are EXTRA heavy?

I'm sorry, I'm not a tech savy, but how would landing gears affect the range of an aircraft? OR are you saying that the these system are EXTRA heavy?

It is a weight issue. The heavier a plane is, the more fuel it burns. The more fuel it burns, the less it can fly and the more expensive it is to operate.

The overweight rumour for the 346 is anywhere from 3-7 tonnes depending on who you believe. Part of the problem was that Airbus tried to have the 346 certified with only 4 pairs of exits for the longest passenger a/c (even the shorter 777-300 has 5 pairs) to save weight. This was rejected by the certifying authorities so a pair of overweight exits ws added to production aircraft, along with a tonne or more of additiona weight. The 346 demonstrator you see in Airbus colours does not have overwing exits.

It is a weight issue. The heavier a plane is, the more fuel it burns. The more fuel it burns, the less it can fly and the more expensive it is to operate.

Actually the issue is that the MTOW is the same no matter how much it weighs - therefore more weight means you can uplift less fuel which reduces range.