Narrative:

We were flying a 1 stop trip flight from ckb-mgw-dca. Prior to our departure from ckb the agents from mgw called us and asked us to drag our ft on the departure, as they had an important vip arriving at about the same time we were scheduled into mgw. We did just that, but unfortunately, the vip was also running late and the mdt carrying mrs X arrived shortly after we did. Our normal procedure is to leave the right engine running and shut down the left engine and then load the passenger. Within 2-3 mins the mdt landed and pulled in behind us. There was a lot of activity by the ground personnel, particularly the secret service. I called company on #2 radio and asked if they would mind if we moved the aircraft forward (with only the right engine running) to avoid the crowd behind us. They replied that that would be no problem and we were guided forward. As we were doing a single engine taxi it took somewhat more power than when the aircraft was static. Additionally, we had the turbine spooled up pretty high to keep the itt down as it was running near the upper limits when the engine was set at its low idle power setting. After moving up approximately 5-10 ft our guide motioned excitedly for us to shut down the engine. I looked around quickly and feathered the right propeller. This seemed to satisfy him. We had no idea what was directly behind us, as our vision in the aircraft is totally obscured from approximately 4 O'clock position to the 8 O'clock position. The agent later informed us that, as we moved forward, we had blown considerable dust and debris towards the vip aircraft. He mentioned that the captain on the mdt was quite upset. I think the whole situation could have been averted if I had simply made the decision to shut down both engines until the vip had deplaned. We did not do this because our acting customer service manager had been told by the on-site secret service coordinator to conduct business as usual, and to him this meant a single engine turnaround. I also feel we were too concerned about keeping the flight on schedule. As with almost any such difficult incident, had we just slowed down, I probably would not be submitting this form now. I also feel I will have to be more cognizant of what is behind me whenever I advance the power levers.

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Original NASA ASRS Text

Title: COMMUTER ACFT ON QUICK TURNAROUND BLOWS PROP BLAST ON VIP EXITING ACFT.

Narrative: WE WERE FLYING A 1 STOP TRIP FLT FROM CKB-MGW-DCA. PRIOR TO OUR DEP FROM CKB THE AGENTS FROM MGW CALLED US AND ASKED US TO DRAG OUR FT ON THE DEP, AS THEY HAD AN IMPORTANT VIP ARRIVING AT ABOUT THE SAME TIME WE WERE SCHEDULED INTO MGW. WE DID JUST THAT, BUT UNFORTUNATELY, THE VIP WAS ALSO RUNNING LATE AND THE MDT CARRYING MRS X ARRIVED SHORTLY AFTER WE DID. OUR NORMAL PROC IS TO LEAVE THE R ENG RUNNING AND SHUT DOWN THE L ENG AND THEN LOAD THE PAX. WITHIN 2-3 MINS THE MDT LANDED AND PULLED IN BEHIND US. THERE WAS A LOT OF ACTIVITY BY THE GND PERSONNEL, PARTICULARLY THE SECRET SVC. I CALLED COMPANY ON #2 RADIO AND ASKED IF THEY WOULD MIND IF WE MOVED THE ACFT FORWARD (WITH ONLY THE R ENG RUNNING) TO AVOID THE CROWD BEHIND US. THEY REPLIED THAT THAT WOULD BE NO PROB AND WE WERE GUIDED FORWARD. AS WE WERE DOING A SINGLE ENG TAXI IT TOOK SOMEWHAT MORE PWR THAN WHEN THE ACFT WAS STATIC. ADDITIONALLY, WE HAD THE TURBINE SPOOLED UP PRETTY HIGH TO KEEP THE ITT DOWN AS IT WAS RUNNING NEAR THE UPPER LIMITS WHEN THE ENG WAS SET AT ITS LOW IDLE PWR SETTING. AFTER MOVING UP APPROX 5-10 FT OUR GUIDE MOTIONED EXCITEDLY FOR US TO SHUT DOWN THE ENG. I LOOKED AROUND QUICKLY AND FEATHERED THE R PROP. THIS SEEMED TO SATISFY HIM. WE HAD NO IDEA WHAT WAS DIRECTLY BEHIND US, AS OUR VISION IN THE ACFT IS TOTALLY OBSCURED FROM APPROX 4 O'CLOCK POS TO THE 8 O'CLOCK POS. THE AGENT LATER INFORMED US THAT, AS WE MOVED FORWARD, WE HAD BLOWN CONSIDERABLE DUST AND DEBRIS TOWARDS THE VIP ACFT. HE MENTIONED THAT THE CAPT ON THE MDT WAS QUITE UPSET. I THINK THE WHOLE SIT COULD HAVE BEEN AVERTED IF I HAD SIMPLY MADE THE DECISION TO SHUT DOWN BOTH ENGS UNTIL THE VIP HAD DEPLANED. WE DID NOT DO THIS BECAUSE OUR ACTING CUSTOMER SVC MGR HAD BEEN TOLD BY THE ON-SITE SECRET SVC COORDINATOR TO CONDUCT BUSINESS AS USUAL, AND TO HIM THIS MEANT A SINGLE ENG TURNAROUND. I ALSO FEEL WE WERE TOO CONCERNED ABOUT KEEPING THE FLT ON SCHEDULE. AS WITH ALMOST ANY SUCH DIFFICULT INCIDENT, HAD WE JUST SLOWED DOWN, I PROBABLY WOULD NOT BE SUBMITTING THIS FORM NOW. I ALSO FEEL I WILL HAVE TO BE MORE COGNIZANT OF WHAT IS BEHIND ME WHENEVER I ADVANCE THE PWR LEVERS.

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.