Date: 201401
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Other Parked pre-departure
Aircraft component: Turbine Engine
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter FOD
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Procedure; Human Factors; Company Policy
Primary problem: Ambiguous

Narrative: Arriving in operations for the flight; we found out the Auxiliary Power Unit was unavailable due to EICAS message OIL CLUSTER. Coordination with the ramp crew; providing both external air and external electrical power; was less than ideal. Someone removed both external electrical sources without directions from us and only one electrical source was eventually restored because the other had run out of fuel. That put the aircraft in the dark for awhile and then the aircraft had to spool up its various components before we could gain access to checklists; ensure navigation; performance; and communications data was restored; and the aircraft was prepared to start Number 1 engine at the gate via the checklist. Clearance was received from below on the intercom that they were ready for engine start. We had completed the aircraft electronic checklist down to the Crossbleed section to be completed after pushback. When the Number 1 engine started; all appeared normal right until just after it stabilized at idle. At that time; there was a loud noise and then the entire aircraft began to shake severely - like another large aircraft turning out and sweeping our aircraft; or a mishandled tug; or a first gust from a frontal passage. All the engine instruments were normal and no warning systems were activated. As a precautionary measure; we fuel chopped the Number 1 engine and the gyrations stopped. We deduced the engine had ingested something pretty substantial; but it isn't something pilots are trained for per se. After completing the appropriate checklists; and communicating with the cabin crew and passengers; we stepped outside to survey the damage. Due to the lack of an APU; conditioned air was being provided from the jetway. At some point; the large rubberized and metal hose had been ingested long enough to foul the engine with parts distributed throughout the fan section. Since all engine instruments had been normal; we didn't know how much damage had occurred. Many of the changes to the tools used in Flight Operations have been introduced with little or no training - computer system; WSI weather system; iPad integration - leaving the flight crews to their own devices. Aircraft procedural changes occur automatically; self-downloading into the pilot's iPads with only some summary statement provided in the same manner. Pilot testing results are remediated and training materials are often not updated to current flight manual standards; due in large part to cascading changes involved with the merger of two airlines. I suspect that most divisions operate under the same atmosphere - including maintenance.


Second narrative: Due to an APU maintenance issue; a ground start was required at the gate. The appropriate checklists and briefings were completed and while attempting to obtain bleed air pressure the ground power was inadvertently pulled off the aircraft by the ground crew. We waited for all systems and checklists to reset. A second attempt to obtain bleed air pressure from air cart was successful. The left engine was started and ground crew was advised to disconnect all power and pneumatic. Shortly after command was given; the aircraft was jerked and then experienced a vibration from the left engine with normal engine indications. Captain repeatedly asked ground crew what was occurring on the ramp. Captain did not receive any helpful info and decided to shut down the engine. After shut down; I proceeded to assist the cabin in communicating the situation to the FA's and viewed the left engine from the cabin windows. Noted the air hose inside the engine inlet and the inlet damage. Reported the info to the Captain.


Synopsis: B777 flight crew reports ingesting a ground air conditioning hose in the number one engine while starting at the gate.