Originally Posted by I was inverted
(Post 3563194)
Is keeping the #2 engine running while waiting for ground power normal?
There's only 2 points that I could find that are relevant:
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Originally Posted by ENH017
(Post 3563232)
The book only mentions the procedure for starting at the gate with APU inop. It does not mention how the shutdown procedure would go in that specific situation.
There's only 2 points that I could find that are relevant:
Short taxi? Also, aren’t ground crew trained not to approach the aircraft with the beacon on when pulling into the gate? I think you’re reaching for ideas to blame the flight crew. |
Originally Posted by PhilMcCrackin
(Post 3563241)
Short taxi? Also, aren’t ground crew trained not to approach the aircraft with the beacon on when pulling into the gate? I think you’re reaching for ideas to blame the flight crew.
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Originally Posted by FlyyGuyy
(Post 3563226)
Perhaps still waiting for cool down? I agree though, even on the bus we shut 2 down first typically.
About a month ago we pulled in, and before the captain could shut it down, the rampers were already opening the doors. .... At DFW. Both cargo doors open with number 2 still going. |
Originally Posted by ENH017
(Post 3563232)
The book only mentions the procedure for starting at the gate with APU inop. It does not mention how the shutdown procedure would go in that specific situation.
There's only 2 points that I could find that are relevant:
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Originally Posted by PhilMcCrackin
(Post 3563241)
Short taxi? Also, aren’t ground crew trained not to approach the aircraft with the beacon on when pulling into the gate? I think you’re reaching for ideas to blame the flight crew.
There are things we can do to minimize risk, good practice to slow-roll a short taxi-in to avoid having to finish cooling down while parked at the gate. Worst case stop short of the parked position and then pull in after cooldown. With APU inop, you just have to keep one of them running though so that's where the adherence to procedure becomes absolutely vital... it's not an uncommon occurrence. Might be worth advising ops which engine will remain up, but they still should just stay the eff away except for the guy who has to plug in the power and maybe nose chocks. I vaguely recall shutting down #1 on a past airplane because the GP receptacle was on the left side. Might have been a prop job. |
Originally Posted by AerChungus
(Post 3563260)
I'm former ramp for the other WO AA carrier. That might be on some LMS slide in training, but in practice as soon as the plane comes to a complete stop everybody tries to chock the tires and start unloading. We would have had no real way of knowing whether the APU was deferred or not. In my experience, it's usually not particularly hard to notice if an engine is still running but when I started I made the mistake of walking around the back of a 175 when an engine was idling (whether the APU was deferred or not, I'll never know) and got blown across the ramp
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Originally Posted by mketch11
(Post 3563347)
Flashing red beacon would be on any time an engine is running. That’s how you would know not to approach.
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Originally Posted by AerChungus
(Post 3563260)
I'm former ramp for the other WO AA carrier. That might be on some LMS slide in training, but in practice as soon as the plane comes to a complete stop everybody tries to chock the tires and start unloading. We would have had no real way of knowing whether the APU was deferred or not. In my experience, it's usually not particularly hard to notice if an engine is still running but when I started I made the mistake of walking around the back of a 175 when an engine was idling (whether the APU was deferred or not, I'll never know) and got blown across the ramp
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Originally Posted by AerChungus
(Post 3563349)
The standing practice in a lot of places is you listen for the sound of the engine being cut
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