Raf

Good topic-Not the first time, and unfortunately, likely not the last.

Here’s a chronological, fact-checked summary of incidents involving engine ingestion and jet blast, which continue to pose significant risks to aircraft, ground workers, and even bystanders near airports.

Engine Ingestion Incidents:

• FedEx DC-10 (1993): In Memphis, a worker was fatally ingested into the engine of a DC-10 during maintenance, a tragic reminder of the persistent dangers of working near active engines.

• FedEx MD-10 (2015): In a notable case, a baggage cart was sucked into the engine of a FedEx MD-10 while taxiing at Hartsfield-Jackson Atlanta International Airport. This resulted in significant engine damage but no injuries.

• Montgomery Regional Airport (2022): A ground crew member for Piedmont Airlines was killed after being sucked into the engine of an Embraer E75.

• San Antonio International Airport (2023): A worker was tragically ingested into the engine of a Delta Airlines A319 while it was taxiing.

• Schiphol Airport, Netherlands (2024): A worker was fatally ingested into an engine during routine operations, drawing attention to the importance of adhering to safety zones​.

• American Airlines Boeing 787-9 (2024): At O’Hare International Airport, a cargo container was ingested by a Boeing 787-9’s right engine while the aircraft was taxiing.

Jet Blast Incidents:

• John F. Kennedy International Airport (2006): A worker was severely injured when the jet blast from a Boeing 747 blew them into equipment, emphasizing the critical need for safety zones around active aircraft.
• Lanzarote Airport (2008): A ground worker died after being thrown by the jet blast from a Boeing 737, highlighting the serious dangers that jet blasts pose to ground personnel.
• Princess Juliana International Airport, Sint Maarten (2017): A tourist standing on Maho Beach was killed by the jet blast from a departing Boeing 737, a tragic reminder of the dangers jet blasts can pose, even to bystanders near airport runways.

These incidents underline the importance of strong situational awareness, adherence to safety rules, improving training, and maintaining safe zones around aircraft to protect both workers and bystanders. (Edited per Andreas request)

1 reply

roganderson60

Green peas and carrots. Once, while working in a control tower, looked down at an MD80 at the gate below. A food service truck with a lift full of trays of dinners was in close proximity behind one engine. The engine fired up for some reason and green peas covered the ramp. Ya never know.

Arthur_Foyt

Wrong hole. Containers go in the back.

Moon

Once while walking across the flight deck of the USS John F. Kennedy in 1980, I saw an A-7 turning toward Cat 3, I was at least 300 feet behind it never though it would be a problem. However he powered up a lot to get moving and I went flying, sliding to the deck and hanging on to keep from being in the fantail nets.

Powerful force that jet blast thing.

Andreas

Always make sure you edit your AI’s output. Your Jet Blast Incidents list contain several Engine Ingestion Incidents.

1 reply

dcmarotta

During my short time flying airliners, we didn’t have cell phones or glass cockpits so, to alleviate the boredom, we looked out the windows.

Raf

Thank you for reading the post.

LBen

I worked the flightline at GFAFB back in the 70’s. Just happened to be nearby when a B-52 was doing engine runs. Two engines were running, one on the left wing and one on the right wing. Two guys were on the ground, I assume one was the crew chief and the other guy was from the jet shop. From the amount of noise at least one engine was being run at MRT (military rated thrust). A maintenance truck passed BEHIND the B-52. We all thought it was going to be blown into the blast fence, but it stayed on its wheels. Not too long after the truck went through, a large section of asphalt behind the concrete ramp was sucked up off of the ground into the jet blast, turned to rubble and the remains were slammed into the blast fence. Sizeable pieces of asphalt went over the fence. Those were some damn lucky people in that truck that day.

The B-52H TF-33 motors were also dangerous on the front end and not just from a suction standpoint. On cold winter days, the experienced crew chiefs stood off to the side during engine starts. The TF-33s were kind of cantankerous on start up during cold conditions. They would occasionally compressor stall on start up and a ball of partially lit JP4 would get coughed out the front of the motor. Saw a few inexperienced crew chiefs get knocked down and probably a bit singed.

Jet engines have to be given a large amount of respect.