KMGM accident 12/31
01-01-2023 | 03:36 PM
#41
In a land of unicorns
Joined: Apr 2014
Posts: 7,052
Likes: 70
From: Whale FO
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.
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.
This is a top down issue. Lack of training, investment and oversight of rampers, and the culture of fear where a one minute delay can get you terminated. But I can guarantee management will find ways to avoid any responsibility, and they'll fire a few front line people to show they have done something about it. Yet nothing gets fixed.
01-01-2023 | 04:03 PM
#43
Line Holder
Joined: Oct 2015
Posts: 472
Likes: 1
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.
01-01-2023 | 04:11 PM
#44
Line Holder
Joined: May 2022
Posts: 646
Likes: 3
From: Clappin' Rip Bombs
Sounds like you need to go back and re-read some things.
01-01-2023 | 04:35 PM
#45
On Reserve
Joined: Feb 2021
Posts: 31
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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.
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.
01-01-2023 | 06:26 PM
#47
Banned
Joined: Apr 2017
Posts: 4,208
Likes: 6
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?
01-01-2023 | 06:46 PM
#48
On Reserve
Joined: Feb 2021
Posts: 31
Likes: 0
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?
01-01-2023 | 08:04 PM
#49
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Joined: Feb 2016
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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.
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.
Training is not bad....it's the lack of oversight ....people just watching their phones and hitting the enter button and guessing on the questions which are regularly dumbed down so people can pass. But when you pay people 10.00 /hr, sups at 13.50...you kinda get what ya pay for
01-01-2023 | 08:06 PM
#50
In a land of unicorns
Joined: Apr 2014
Posts: 7,052
Likes: 70
From: Whale FO
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?
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