Narrative:

I was assigned to inspect the #2 engine for possible FOD ingestion. During walk around the pilot noticed something resting in the vent of the right/H lower main core cowl and wrote it up in the logbook. Inspection of the right/H lower main core cowl revealed the presence of what was later determined to be a part related to the engine igniters; no damage was found on the part which would imply that it was left in the cowl rather than ingested in the #2 engine. Furthermore the pilots confirmed that they had no abnormal indications on EICAS regarding the affected engine. After considering all the variables I decided to run both engines to verify that #2 engine was in serviceable condition. Current ramp procedures are that no one should attempt to approach an aircraft that has the beacon on. If the beacon is on that signals anyone on the ramp that the aircraft is unapproachable until further notice. Despite knowledge of this procedure rampers continue to approach aircraft that have the beacon on; sometimes resulting in harm to themselves. I was advised to use one of the crewmembers to run the engines because we were short staffed at the time. I did my pre-run walk around; closing the cargo door and moving the baggage loader away from the #1 engine. After completing my walk around one of the pilots agreed to right seat for me; and we started the #2 engine successfully with no problems. While attempting to start the #1 engine I received an amber cargo door caution message on EICAS and immediately aborted the #1 engine start. Immediately after aborting the start I advised the pilot in the right seat that I would be back shortly as I felt there was a serious safety risk on the ramp; with someone approaching my aircraft while I'm running engines. Upon exiting the jet bridge to the ramp I noticed a baggage handler had not only opened the cargo door but had repositioned the baggage loader underneath the #1 engine. I very delicately explained to him the seriousness of what had just occurred and strongly advised him to not approach the plane again until we were finished running engines. I went back to the cockpit and resumed #1 engine start with no further problems; and went on to sign off the open discrepancy. In hindsight in heat of the moment I felt my actions were just; a ramper approached my aircraft while running engines despite having the beacon on and was directly in the vicinity of the #1 engine inlet. I left the cockpit assuming the pilot in right seat was more than capable of assuming control of the right engine until I came back.I honestly do not know what can be done to avoid rampers approaching planes that have the beacon on. We continue to have problems despite being told that they are aware of this when they are trained. Since this incident I try to make a conscious effort to inform any rampers around my aircraft that I will be running engines or pressurizing the plane and advise them to wait until we are done. As for my actions in the cockpit I felt fully capable leaving the #2 engine in the care of the pilot while I addressed the ramper trying to open the cargo door. I felt there was an immediate safety risk that needed to be resolved and didn't warrant shutting down the right engine.

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Original NASA ASRS Text

Title: A mechanic performing an engine run at the gate detects an amber Cargo Door Caution Message on EICAS and immediately aborts the Number 1 Engine Start. A bag handler had approached the aircraft and parked a belt loader in front of the left engine despite the beacon being on and the right engine running.

Narrative: I was assigned to inspect the #2 Engine for possible FOD Ingestion. During walk around the pilot noticed something resting in the vent of the R/H Lower Main Core Cowl and wrote it up in the logbook. Inspection of the R/H Lower Main Core Cowl revealed the presence of what was later determined to be a part related to the engine igniters; no damage was found on the part which would imply that it was left in the cowl rather than ingested in the #2 Engine. Furthermore the pilots confirmed that they had no abnormal indications on EICAS regarding the affected engine. After considering all the variables I decided to run both engines to verify that #2 Engine was in serviceable condition. Current ramp procedures are that no one should attempt to approach an aircraft that has the beacon on. If the beacon is on that signals anyone on the ramp that the aircraft is unapproachable until further notice. Despite knowledge of this procedure rampers continue to approach aircraft that have the beacon on; sometimes resulting in harm to themselves. I was advised to use one of the crewmembers to run the engines because we were short staffed at the time. I did my pre-run walk around; closing the cargo door and moving the baggage loader away from the #1 Engine. After completing my walk around one of the pilots agreed to right seat for me; and we started the #2 Engine successfully with no problems. While attempting to start the #1 Engine I received an amber Cargo Door Caution Message on EICAS and immediately aborted the #1 Engine Start. Immediately after aborting the start I advised the pilot in the right seat that I would be back shortly as I felt there was a serious safety risk on the ramp; with someone approaching my aircraft while I'm running engines. Upon exiting the jet bridge to the ramp I noticed a baggage handler had not only opened the Cargo Door but had repositioned the baggage loader underneath the #1 Engine. I very delicately explained to him the seriousness of what had just occurred and strongly advised him to not approach the plane again until we were finished running engines. I went back to the cockpit and resumed #1 Engine start with no further problems; and went on to sign off the open discrepancy. In hindsight in heat of the moment I felt my actions were just; a ramper approached my aircraft while running engines despite having the beacon on and was directly in the vicinity of the #1 Engine Inlet. I left the cockpit assuming the pilot in right seat was more than capable of assuming control of the right engine until I came back.I honestly do not know what can be done to avoid rampers approaching planes that have the beacon on. We continue to have problems despite being told that they are aware of this when they are trained. Since this incident I try to make a conscious effort to inform any rampers around my Aircraft that I will be running engines or pressurizing the plane and advise them to wait until we are done. As for my actions in the cockpit I felt fully capable leaving the #2 engine in the care of the pilot while I addressed the ramper trying to open the cargo door. I felt there was an immediate safety risk that needed to be resolved and didn't warrant shutting down the right engine.

Data retrieved from NASA's ASRS site 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.