Narrative:

Landed at ege at approximately XA50Z. This was 1 hour late due to WX delay. Shut down right engine approaching the ramp turn in. Approaching the parking spot the APU faulted and shut down. Unable to reset. Stopped the aircraft when directed by signal person and kept the left engine running for electrical power. Confirmed with operations that we would need to keep an engine running for airstart (only 1 aircart available) and that we would need to restart the right engine. Needed to shut down the left engine for passenger exit. After giving a spinup #2 visual hand signal to the signal person who was still in position (no headset available) and getting clearance from ground for an engine start up, started the right engine. Then shut down the left engine and passenger deplaned. After approximately 5 mins shut down the right engine when assured that they indeed had 2 aircarts for subsequent engine starts. Ramp personnel apparently thought that jet blast posed a safety problem. Supplemental information from acn 264788: the company was then informed that since we couldn't deplane with the left engine running, we would have to start the right engine and shut down the left. The company approved this and ground was informed of it as well. The problem with this whole situation was an evident lack of communication. Our company was not aware of the fact that there were 2 aircarts available and that it was unnecessary to leave an engine running. The other was the failure of the service personnel to transmit to the baggage handlers that we were starting the right engine. This resulting in the baggage handlers being placed at risk by being in close proximity to an operating engine. In retrospect, I think we should have delayed starting until we had a positive communication that all personnel were clear.

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Original NASA ASRS Text

Title: ACFT EQUIP PROB MALFUNCTION CREATES A RAMP SAFETY SIT DURING RAMP OP ACFT PARKING PROC.

Narrative: LANDED AT EGE AT APPROX XA50Z. THIS WAS 1 HR LATE DUE TO WX DELAY. SHUT DOWN R ENG APCHING THE RAMP TURN IN. APCHING THE PARKING SPOT THE APU FAULTED AND SHUT DOWN. UNABLE TO RESET. STOPPED THE ACFT WHEN DIRECTED BY SIGNAL PERSON AND KEPT THE L ENG RUNNING FOR ELECTRICAL PWR. CONFIRMED WITH OPS THAT WE WOULD NEED TO KEEP AN ENG RUNNING FOR AIRSTART (ONLY 1 AIRCART AVAILABLE) AND THAT WE WOULD NEED TO RESTART THE R ENG. NEEDED TO SHUT DOWN THE L ENG FOR PAX EXIT. AFTER GIVING A SPINUP #2 VISUAL HAND SIGNAL TO THE SIGNAL PERSON WHO WAS STILL IN POS (NO HEADSET AVAILABLE) AND GETTING CLRNC FROM GND FOR AN ENG START UP, STARTED THE R ENG. THEN SHUT DOWN THE L ENG AND PAX DEPLANED. AFTER APPROX 5 MINS SHUT DOWN THE R ENG WHEN ASSURED THAT THEY INDEED HAD 2 AIRCARTS FOR SUBSEQUENT ENG STARTS. RAMP PERSONNEL APPARENTLY THOUGHT THAT JET BLAST POSED A SAFETY PROB. SUPPLEMENTAL INFORMATION FROM ACN 264788: THE COMPANY WAS THEN INFORMED THAT SINCE WE COULDN'T DEPLANE WITH THE L ENG RUNNING, WE WOULD HAVE TO START THE R ENG AND SHUT DOWN THE L. THE COMPANY APPROVED THIS AND GND WAS INFORMED OF IT AS WELL. THE PROB WITH THIS WHOLE SIT WAS AN EVIDENT LACK OF COM. OUR COMPANY WAS NOT AWARE OF THE FACT THAT THERE WERE 2 AIRCARTS AVAILABLE AND THAT IT WAS UNNECESSARY TO LEAVE AN ENG RUNNING. THE OTHER WAS THE FAILURE OF THE SVC PERSONNEL TO XMIT TO THE BAGGAGE HANDLERS THAT WE WERE STARTING THE R ENG. THIS RESULTING IN THE BAGGAGE HANDLERS BEING PLACED AT RISK BY BEING IN CLOSE PROX TO AN OPERATING ENG. IN RETROSPECT, I THINK WE SHOULD HAVE DELAYED STARTING UNTIL WE HAD A POSITIVE COM THAT ALL PERSONNEL WERE CLR.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.