Narrative:

This report is not specific to aircraft X; but instead applies to all aircraft as a safety issue. Aircraft X was chosen for the aircraft number because it was the latest aircraft involved with this issue. I was not personally involved in this incident. However; I felt I needed to file a report simply to address this ongoing fleet wide safety issue.it was brought to my attention that several individuals (myself included) have had safety concerns with ground pressurization of the aircraft. Ramp personnel have repeatedly attempted to open doors and servicing ports on the aircraft while the aircraft is being pressurized by maintenance personnel. In the most recent instance; a maintenance ground spotter was being used; and the beacon light was selected on. A ramp agent rapidly approached the cargo bay while the aircraft was pressurized. Before the maintenance spotter could stop her; she began attempting to open the cargo door. The spotter immediately stopped the ramp agent. At the same time; the mechanic pressurizing the aircraft had received a cargo door caution message. The cargo door handle had been extended; but the door was never turned and pressure was never lost. The mechanic in the cockpit had been in the process of depressurizing when the event occurred; and continued to bring the delta P back to zero. After the aircraft was depressurized; the mechanic who had been in the cockpit confronted the ramp agent and her supervisor. He explained that the aircraft was being pressurized and had the beacon light on. He explained that by ignoring the beacon light and attempting to open a door; she jeopardized her health and safety as well as his. The reaction of the ramp agent and her supervisor was apparently one of non-concern. Neither felt anything that had been done was dangerous and they tried to make light of the incident.I suggested the mechanic in the cockpit file a [safety] report on the incident. I am unsure if [they] followed up or not. I am filing this report because this has been an ongoing problem. Too many close calls have taken place. Luckily; no injuries have yet been sustained as a result thus far. The ramp personnel (including fuelers) do not respect the beacon light. They routinely drive behind aircraft with the engines running and the beacon lit. Some time ago I witnessed a lavatory truck being used to service the aircraft while #2 engine was still running. When I warned the individual; they waved me off and didn't seem to care. Personnel on the ramp also routinely disobey marshaling signals from mechanics warning that engines are running. They have repeatedly attempted to open aircraft doors while the aircraft is pressurized; beacon on; and spotters present. They do not understand the concept of pressurization even when warned by mechanics. I feel the ongoing lack of respect for the dangers of aircraft; coupled with lack of adequate training and high employee turnover; will result in serious injury and/or possible death if things are allowed to continue status quo.as mechanics; we can only do so much to keep people safe around the aircraft. Perhaps a change in the manner we perform ground pressurizations is in order. However; without a concurrent change in the safety culture on the ramp personnel side; events like these will most likely continue to occur. With high employee turnover on the ramp; it is all the more imperative that aircraft safety be stressed during training.[suggest] improved safety training for ramp personnel. Possible procedural changes for maintenance ground pressurization checks.

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Original NASA ASRS Text

Title: Air Carrier maintenance Technician reported that while pressurizing an aircraft ground personnel are attempting to open doors and/or service the aircraft ignoring the warning signs; ie; 'beacon light'.

Narrative: This report is not specific to Aircraft X; but instead applies to all aircraft as a safety issue. Aircraft X was chosen for the aircraft number because it was the latest aircraft involved with this issue. I was not personally involved in this incident. However; I felt I needed to file a report simply to address this ongoing fleet wide safety issue.It was brought to my attention that several individuals (myself included) have had safety concerns with ground pressurization of the aircraft. Ramp personnel have repeatedly attempted to open doors and servicing ports on the aircraft while the aircraft is being pressurized by maintenance personnel. In the most recent instance; a maintenance ground spotter was being used; and the beacon light was selected on. A ramp agent rapidly approached the cargo bay while the aircraft was pressurized. Before the maintenance spotter could stop her; she began attempting to open the cargo door. The spotter immediately stopped the ramp agent. At the same time; the mechanic pressurizing the aircraft had received a cargo door caution message. The cargo door handle had been extended; but the door was never turned and pressure was never lost. The mechanic in the cockpit had been in the process of depressurizing when the event occurred; and continued to bring the delta P back to zero. After the aircraft was depressurized; the mechanic who had been in the cockpit confronted the ramp agent and her supervisor. He explained that the aircraft was being pressurized and had the beacon light on. He explained that by ignoring the beacon light and attempting to open a door; she jeopardized her health and safety as well as his. The reaction of the ramp agent and her supervisor was apparently one of non-concern. Neither felt anything that had been done was dangerous and they tried to make light of the incident.I suggested the mechanic in the cockpit file a [safety] report on the incident. I am unsure if [they] followed up or not. I am filing this report because this has been an ongoing problem. Too many close calls have taken place. Luckily; no injuries have yet been sustained as a result thus far. The ramp personnel (including fuelers) do not respect the beacon light. They routinely drive behind aircraft with the engines running and the beacon lit. Some time ago I witnessed a lavatory truck being used to service the aircraft while #2 engine was still running. When I warned the individual; they waved me off and didn't seem to care. Personnel on the ramp also routinely disobey marshaling signals from mechanics warning that engines are running. They have repeatedly attempted to open aircraft doors while the aircraft is pressurized; beacon on; and spotters present. They do not understand the concept of pressurization even when warned by mechanics. I feel the ongoing lack of respect for the dangers of aircraft; coupled with lack of adequate training and high employee turnover; will result in serious injury and/or possible death if things are allowed to continue status quo.As mechanics; we can only do so much to keep people safe around the aircraft. Perhaps a change in the manner we perform ground pressurizations is in order. However; without a concurrent change in the safety culture on the ramp personnel side; events like these will most likely continue to occur. With high employee turnover on the ramp; it is all the more imperative that aircraft safety be stressed during training.[Suggest] improved safety training for ramp personnel. Possible procedural changes for maintenance ground pressurization checks.

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.