Worker ingested into engine
Now for the last time, an Embraer E jet does not need air connected before all engines are shut down on arrival, ever! It doesn't need it with APU working, with APU u/s, it doesn't need it if it is summer, winter, raining or windy. It doesn't need it!
The day of the accident it was unclear if this was the RH or LH engine as different media including news outlets and aviation fora had conflicting information.
One reason for it being the RH engine would have been shutting down the LH as that side has the air hook up.
Conditioned or for starting.
Need it or not that was the working theory.
Question asked here was why would you keep one running and which one.
So that proves to be incorrect.
Was still a plausible explanation with the information available.
Then came the whole discussion if you needed air or not and everyone headed for the weeds.
There are more reasons why you’d shut down the left engine on different types of airplanes:
One reason for it being the RH engine would have been shutting down the LH as that side has the air hook up.
Conditioned or for starting.
Need it or not that was the working theory.
Question asked here was why would you keep one running and which one.
So that proves to be incorrect.
Was still a plausible explanation with the information available.
Then came the whole discussion if you needed air or not and everyone headed for the weeds.
There are more reasons why you’d shut down the left engine on different types of airplanes:
- Fuel panel left wing
- Jetway and access door
- Air hookup
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Another one in Alabama and the next big city along, different airports and dates. 
https://www.airsideint.com/alabama-a...d-into-engine/
https://www.airsideint.com/alabama-a...d-into-engine/
On January 25, 2023, a tragic incident occurred at Birmingham-Shuttlesworth International Airport in Alabama.
An airline worker was sucked into the engine of a plane while conducting maintenance on the aircraft. The individual, whose identity has not yet been released, was pronounced dead at the scene.
The incident occurred around 8:00 AM local time, and the airport was temporarily closed to allow for investigations to take place. The plane involved in the incident was a Boeing 737, and the airline has not yet been named.
The Federal Aviation Administration (FAA) and the National Transportation Safety Board (NTSB) are currently investigating the incident.
The FAA released a statement saying, “The FAA is investigating an incident involving a maintenance worker at Birmingham-Shuttlesworth International Airport.
“We will provide updates as more information becomes available.”
This is a tragic incident and our thoughts and condolences go out to the family and friends of the individual who lost their life. The investigation is ongoing, and more information will be released as it becomes available.
An airline worker was sucked into the engine of a plane while conducting maintenance on the aircraft. The individual, whose identity has not yet been released, was pronounced dead at the scene.
The incident occurred around 8:00 AM local time, and the airport was temporarily closed to allow for investigations to take place. The plane involved in the incident was a Boeing 737, and the airline has not yet been named.
The Federal Aviation Administration (FAA) and the National Transportation Safety Board (NTSB) are currently investigating the incident.
The FAA released a statement saying, “The FAA is investigating an incident involving a maintenance worker at Birmingham-Shuttlesworth International Airport.
“We will provide updates as more information becomes available.”
This is a tragic incident and our thoughts and condolences go out to the family and friends of the individual who lost their life. The investigation is ongoing, and more information will be released as it becomes available.
The day of the accident it was unclear if this was the RH or LH engine as different media including news outlets and aviation fora had conflicting information.
One reason for it being the RH engine would have been shutting down the LH as that side has the air hook up.
Conditioned or for starting.
Need it or not that was the working theory.
Question asked here was why would you keep one running and which one.
So that proves to be incorrect.
Was still a plausible explanation with the information available.
Then came the whole discussion if you needed air or not and everyone headed for the weeds.
There are more reasons why you’d shut down the left engine on different types of airplanes:
One reason for it being the RH engine would have been shutting down the LH as that side has the air hook up.
Conditioned or for starting.
Need it or not that was the working theory.
Question asked here was why would you keep one running and which one.
So that proves to be incorrect.
Was still a plausible explanation with the information available.
Then came the whole discussion if you needed air or not and everyone headed for the weeds.
There are more reasons why you’d shut down the left engine on different types of airplanes:
- Fuel panel left wing
- Jetway and access door
- Air hookup
We don't do 'hot refuelling'.
We don't attempt to hook up the air with engines running. Ever!
Only under extreme circumstances (EG war zone) would you leave an engine running while offloading/embarking passengers.
For the record. Again. With a duff APU, one or more engines will be left running until the electrical power is connected. It/they are then shut down. The beacon goes off and then and only then are chocks, other ground equipment, servicing vehicles and the airbridge/steps allowed to approach the aircraft.
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The Montgomery Airport has wheeled jetways. The jetway has to be positioned to the aircraft door before ground power is connected to prevent the cord from being run over.
When the power cord is lowered, there is a safety switch that shuts off power to the jetway preventing it from moving.
When the power cord is lowered, there is a safety switch that shuts off power to the jetway preventing it from moving.
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No response to a second ingestion in the same month a scant few miles between both incidents, you surprise me.
It was a useless discussion at the start. WTF are you on about? The position of the fuel panel, jetway or air hookup points have nothing to do with which engine you leave running.
We don't do 'hot refuelling'.
We don't attempt to hook up the air with engines running. Ever!
Only under extreme circumstances (EG war zone) would you leave an engine running while offloading/embarking passengers.
For the record. Again. With a duff APU, one or more engines will be left running until the electrical power is connected. It/they are then shut down. The beacon goes off and then and only then are chocks, other ground equipment, servicing vehicles and the airbridge/steps allowed to approach the aircraft.
We don't do 'hot refuelling'.
We don't attempt to hook up the air with engines running. Ever!
Only under extreme circumstances (EG war zone) would you leave an engine running while offloading/embarking passengers.
For the record. Again. With a duff APU, one or more engines will be left running until the electrical power is connected. It/they are then shut down. The beacon goes off and then and only then are chocks, other ground equipment, servicing vehicles and the airbridge/steps allowed to approach the aircraft.
Absolutely agree with you on the principle. Our SOP only allows nose chocks and ext power with the beacon on. Plenty of times I have gone below the wing for a chat with the ramp sup because the cargo door was opened with the beacon on.
Yes, until a recent cost benefit analysis after a AC hose got sucked in to a NEO revealed small cost savings don't offset huge incidentals..... we now are supposed to start the APU three airplane lengths from the gate. And minimum wage, overworked rampers trying to hustle.
Last edited by hans brinker; 3rd Feb 2023 at 22:36.
Another one in Alabama and the next big city along, different airports and dates.
https://www.airsideint.com/alabama-a...d-into-engine/
https://www.airsideint.com/alabama-a...d-into-engine/
Only half a speed-brake
considered part of the Normal OPS. For years we would not start the APU on taxi in, but leave #1 running until we had ground power. This would normally be about 3 minutes after L1 had been opened, and pax had started to leave.
Absolutely agree with you on the principle. Our SOP only allows nose chocks and ext power with the beacon on. Plenty of times I have gone below the wing for a chat with the ramp sup because the cargo door was opened with the beacon on.
Absolutely agree with you on the principle. Our SOP only allows nose chocks and ext power with the beacon on. Plenty of times I have gone below the wing for a chat with the ramp sup because the cargo door was opened with the beacon on.
Don't get me wrong, I flew with 2 operators who did the single-engine and non-apu arrivals (and much more hair-splitting) to save. But the line was clear: if ELEC cannot be attached stand-alone, the procedure is not allowed. No bridges, hoses, carts, or loaders, let alone personnel. 1 guy only with a cable in hand. If that is indicated but does not work then shut down #2 and deplane a cold aircraft.
Is it that bad with FAA oversight that the airline needs an post-accident COST analysis to see what was upside down with that procedure?
Only half a speed-brake
A captain repeatedly needs to lecture ground staff about possibly fatal non-compliance with the SOPs.
-- Knock, knock?
-- ??
-- Honest, adequate SOP or HF risk management it isn't.
-- Alright, step in. Creating Excels and PowerPoints with cost saving is what we do here.
AC 120-71B - Standard Operating Procedures and Pilot Monitoring Duties for Flight Deck Crewmembers (faa.gov)
-- Knock, knock?
-- ??
-- Honest, adequate SOP or HF risk management it isn't.
-- Alright, step in. Creating Excels and PowerPoints with cost saving is what we do here.
AC 120-71B - Standard Operating Procedures and Pilot Monitoring Duties for Flight Deck Crewmembers (faa.gov)
Another one in Alabama and the next big city along, different airports and dates.
https://www.airsideint.com/alabama-a...d-into-engine/
https://www.airsideint.com/alabama-a...d-into-engine/
That has a familiar ring to it ...
My bolding, clearly. WTF could go wrong with that. I.e. establishing a routine-of-the-day procedure where A/C is being partially serviced and the beacon is ignored as an SOP. Just wow, heavy Dryden vibes.
Don't get me wrong, I flew with 2 operators who did the single-engine and non-apu arrivals (and much more hair-splitting) to save. But the line was clear: if ELEC cannot be attached stand-alone, the procedure is not allowed. No bridges, hoses, carts, or loaders, let alone personnel. 1 guy only with a cable in hand. If that is indicated but does not work then shut down #2 and deplane a cold aircraft.
Is it that bad with FAA oversight that the airline needs an post-accident COST analysis to see what was upside down with that procedure?
Don't get me wrong, I flew with 2 operators who did the single-engine and non-apu arrivals (and much more hair-splitting) to save. But the line was clear: if ELEC cannot be attached stand-alone, the procedure is not allowed. No bridges, hoses, carts, or loaders, let alone personnel. 1 guy only with a cable in hand. If that is indicated but does not work then shut down #2 and deplane a cold aircraft.
Is it that bad with FAA oversight that the airline needs an post-accident COST analysis to see what was upside down with that procedure?
A captain repeatedly needs to lecture ground staff about possibly fatal non-compliance with the SOPs.
-- Knock, knock?
-- ??
-- Honest, adequate SOP or HF risk management it isn't.
-- Alright, step in. Creating Excels and PowerPoints with cost saving is what we do here.
AC 120-71B - Standard Operating Procedures and Pilot Monitoring Duties for Flight Deck Crewmembers (faa.gov)
-- Knock, knock?
-- ??
-- Honest, adequate SOP or HF risk management it isn't.
-- Alright, step in. Creating Excels and PowerPoints with cost saving is what we do here.
AC 120-71B - Standard Operating Procedures and Pilot Monitoring Duties for Flight Deck Crewmembers (faa.gov)
