Originally Posted by rickair7777 (Post 3563502)

I don't know that there is one.

I was suggesting that the CA signal the marshaller when all engines are off.. only then would the marshaller allow the other rampers to approach the aircraft. CA could signal for ground power prior to that to indicate that they should proceed with that before all engines off.

I bet they come up with something like that after this deal though.

Originally Posted by LizzyBorden (Post 3563514)

Sure a lot of armchair quarterbacks in here.....making a lot of assumptions with zero details on how this actually happened. Show this poor ramper some dignity and shut this thread down.

Originally Posted by I was inverted (Post 3563522)

I see it more as people discussing a tragic accident trying to see how it happened to help prevent it from happening again by identifying pitfalls in how we do things and improving processes and procedures and such.

Originally Posted by rickair7777 (Post 3563502)

I don't know that there is one.

I was suggesting that the CA signal the marshaller when all engines are off.. only then would the marshaller allow the other rampers to approach the aircraft. CA could signal for ground power prior to that to indicate that they should proceed with that before all engines off.

I bet they come up with something like that after this deal though.

Originally Posted by CrandallCrawler (Post 3563538)

WN already does this entire process

Originally Posted by SonicFlyer (Post 3563564)

Serious questions about turbofans.... once fuel is cutoff, how soon is it safe to be in front of it? Obviously it is still spinning for a couple of minutes after cutoff and N1 decreases almost instantly, but at what point is there no longer a danger of getting sucked in after fuel cutoff?

Originally Posted by dera (Post 3563468)

These ramp incidents (opening doors and approaching the plane inappropriately) happened all the time at Envoy (like around monthly). Multiple times I had someone open the cargo door with #2 still running (short taxi so not enough cooling time). The standard op on the 175 with APU inop is shut down #2 when you can, and then shut down #1 when GPU is plugged in. There is never any reason for a ramper to approach engine #1 even with APU inop.
The only reason I can think of was that ops knew plane had inop APU so they wanted to plug in PCA as well as the GPU. That connection is under the plane and you pull it right in front of #1. This is speculation and I don't know for sure.

Some ambulance chaser lawyer is gonna get a huge payday soon, this is a systematic issue with rampers and their training and culture of fear and rush, and I bet AA will settle for 8 figures. The ramp is a dangerous place, but their training is almost non-existent.

Originally Posted by SonicFlyer (Post 3563564)

Serious questions about turbofans.... once fuel is cutoff, how soon is it safe to be in front of it? Obviously it is still spinning for a couple of minutes after cutoff and N1 decreases almost instantly, but at what point is there no longer a danger of getting sucked in after fuel cutoff?