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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.
n 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.
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.
n 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.
“Go, and Listen as Thou Goest”– Dante’s Inferno
What’s in a word? Sometimes a world of difference,
especially when ATC clearances are involved. Several recent
ASRS reports illustrate, beginning with a First Officer’s
account:
n It was a nice day and we were heavy for the flight… This
was my leg and we were departing Runway 22L with the
SID. I briefed the departure–an immediate left [turn] to 190o
with a right [turn] at 2.3 DME to 220o, climb to 2,500 feet
(ATC restriction).
Flying the departure, ATC issued a left [turn] to 230o as we
crossed the 2.3 DME fix, climb to 6,000 feet and a frequency
change. The next controller, who was very busy, issued a
　
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