Number 242
August 1999
Ramp Safety Revisited
Cargo and APU Blues
ASRS recently has received several reports describing unusual ramp operation hazards that require flight and ground crew awareness. We lead off with an incident that presents a new slant on fatigue, as reported by an air carrier Captain.
s Arriving at gate, could not get aircraft to accept external
power (Auxiliary Power Unit inoperative). Left #1 engine running while off-loading passengers, while still trying to get aircraft to accept external power (beacon on). Lead Flight Attendant came running up aisle saying to shut down the engine, that somebody had been sucked inside. Shut down engine. Went to back of aircraft and talked to caterer after he had been removed from intake. He said he did not know the engine was running. #1 engine received FOD [Foreign Object Damage]. The Captain provided additional details about this incident to ASRS analysts during a callback. The B-727’s #1 engine had been left on idle power while maintenance attempted to get ground power on the aircraft. The aircraft’s upper and lower beacons were on, and flashing, to alert all ramp personnel that one or more engines were operating. The station procedures required that the aft galley be serviced through the left aft exit. The catering truck parked next to this exit. As the catering supervisor approached the aircraft door from the walkway of the elevated catering truck, he was immediately sucked into the turning engine. After he was removed and checked for injuries, he was asked whether he had heard the engine running. He replied “no.” The caterer suffered a number of broken ribs, but amazingly avoided more serious injury thanks to quick intervention by the cabin and flight crew. A preventative for this type of event is procedures that prohibit service vehicles from approaching parked aircraft until all aircraft beacons have been turned off.
No Snooze is Good News
s At FL200 I was notified by my Flight Attendant that there was a loud knocking noise from the forward baggage bin. After checking with our departure station, we discovered a baggage handler was missing. We returned to the station to find a scared but otherwise O.K. baggage handler. Cause: Sleeping in the baggage bin before loading. Corrective action: Don’t do it.
In addition to our reporter’s firm admonition, we add another: ground crews should conduct a visual inspection of cargo bin interiors before closing and securing doors.
COD – Caterer Object Damage
The Captain of a Boeing 727-200 describes a harrowing incident that has led his company to revise its ramp procedures. The incident underscores the importance of ensuring that contract, as well as company ground personnel, undergo training in ramp safety procedures. In particular, all ground personnel need to understand that flashing aircraft beacons mean EXTREME CAUTION – engines are running, or engine start is imminent.
It’s in the Bag
A lost-communications incident that affected this air carrier flight crew may inspire other pilots to take a second look at where they place book bags containing flight charts and manuals.
s About 30 nm out of airport at 10,000 feet, I reviewed
the approach and runway diagram and set my approach book back on top of my book bag. After about 4-5 minutes of silence on the radio and about 10 miles from the airport I asked the First Officer to query Approach Control about his intentions. The First Officer was unable to contact Approach. I attempted to no avail, but the First Officer now told me he was getting feedback
even when I was not transmitting. I looked down and realized that my approach book had shifted up to my comm panel and had toggled the transmission switch to ‘on.’ I removed the book, contacted and apologized to Approach and continued to landing. Approach was very understanding even though I knew we had unintentionally disrupted his operation. The comm panel on the [aircraft] on the Captain’s side has been moved down and aft to make room for the steering wheel. This puts it right at the same level as the approach books, and the transmit switch is the first to be touched should the book shift.
ASRS Recently Issued Alerts On…
EMB-120 smoke-in-cockpit incident Incidents related to similar-sounding callsigns Cabin crew injury caused by B767-200 aft door handle Procedures for air-freight shipment of oxygen generators Recurring aircraft-ramp electrical arcing at several airports
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189
June 1999 Report Intake
Air Carrier/Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Other TOTAL 2045 786 72 147 3050
http://olias.arc.nasa.gov/asrs
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_242.pdf
August 1999
Ramp Safety Revisited
Cargo and APU Blues
ASRS recently has received several reports describing unusual ramp operation hazards that require flight and ground crew awareness. We lead off with an incident that presents a new slant on fatigue, as reported by an air carrier Captain.
s Arriving at gate, could not get aircraft to accept external
power (Auxiliary Power Unit inoperative). Left #1 engine running while off-loading passengers, while still trying to get aircraft to accept external power (beacon on). Lead Flight Attendant came running up aisle saying to shut down the engine, that somebody had been sucked inside. Shut down engine. Went to back of aircraft and talked to caterer after he had been removed from intake. He said he did not know the engine was running. #1 engine received FOD [Foreign Object Damage]. The Captain provided additional details about this incident to ASRS analysts during a callback. The B-727’s #1 engine had been left on idle power while maintenance attempted to get ground power on the aircraft. The aircraft’s upper and lower beacons were on, and flashing, to alert all ramp personnel that one or more engines were operating. The station procedures required that the aft galley be serviced through the left aft exit. The catering truck parked next to this exit. As the catering supervisor approached the aircraft door from the walkway of the elevated catering truck, he was immediately sucked into the turning engine. After he was removed and checked for injuries, he was asked whether he had heard the engine running. He replied “no.” The caterer suffered a number of broken ribs, but amazingly avoided more serious injury thanks to quick intervention by the cabin and flight crew. A preventative for this type of event is procedures that prohibit service vehicles from approaching parked aircraft until all aircraft beacons have been turned off.
No Snooze is Good News
s At FL200 I was notified by my Flight Attendant that there was a loud knocking noise from the forward baggage bin. After checking with our departure station, we discovered a baggage handler was missing. We returned to the station to find a scared but otherwise O.K. baggage handler. Cause: Sleeping in the baggage bin before loading. Corrective action: Don’t do it.
In addition to our reporter’s firm admonition, we add another: ground crews should conduct a visual inspection of cargo bin interiors before closing and securing doors.
COD – Caterer Object Damage
The Captain of a Boeing 727-200 describes a harrowing incident that has led his company to revise its ramp procedures. The incident underscores the importance of ensuring that contract, as well as company ground personnel, undergo training in ramp safety procedures. In particular, all ground personnel need to understand that flashing aircraft beacons mean EXTREME CAUTION – engines are running, or engine start is imminent.
It’s in the Bag
A lost-communications incident that affected this air carrier flight crew may inspire other pilots to take a second look at where they place book bags containing flight charts and manuals.
s About 30 nm out of airport at 10,000 feet, I reviewed
the approach and runway diagram and set my approach book back on top of my book bag. After about 4-5 minutes of silence on the radio and about 10 miles from the airport I asked the First Officer to query Approach Control about his intentions. The First Officer was unable to contact Approach. I attempted to no avail, but the First Officer now told me he was getting feedback
even when I was not transmitting. I looked down and realized that my approach book had shifted up to my comm panel and had toggled the transmission switch to ‘on.’ I removed the book, contacted and apologized to Approach and continued to landing. Approach was very understanding even though I knew we had unintentionally disrupted his operation. The comm panel on the [aircraft] on the Captain’s side has been moved down and aft to make room for the steering wheel. This puts it right at the same level as the approach books, and the transmit switch is the first to be touched should the book shift.
ASRS Recently Issued Alerts On…
EMB-120 smoke-in-cockpit incident Incidents related to similar-sounding callsigns Cabin crew injury caused by B767-200 aft door handle Procedures for air-freight shipment of oxygen generators Recurring aircraft-ramp electrical arcing at several airports
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189
June 1999 Report Intake
Air Carrier/Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Other TOTAL 2045 786 72 147 3050
http://olias.arc.nasa.gov/asrs
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_242.pdf
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