Date: 202002
Local time of day: 1201-1800
Location: FLL.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Turbine Engine
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: Company policy of leaving the Number 1 engine running at the gate contributed to this event. The classic engine with their smaller inlet size and higher inlet lip does not have the same suction as the very high bypass and geared NEO engine. The parking procedures relative to the NEO engine aircraft should be reviewed and given further thought in an effort to improve ground operations safety.The aircraft was chocked in at the gate; with the number one engine still running awaiting the external power application. The Lead Ramp Agent was in the proper position at the front of the aircraft in full view. The jet bridge was moving towards the aircraft and was approximately 1-2 ft. from docking when the aircraft began shaking violently. There was no hand signal from the Lead Ramp Agent; but the severity of the vibration caused us to immediately shut the engine down. There were no abnormal indications on the engine display. After the engine spooled down the after-landing checklist was completed. I went down to the ramp to investigate the cause of the vibration. The ground air conditioning hose which was secured to the jet bridge had been sucked into the engine. An examination of the engine revealed remnants of the yellow air conditioning hose in the engine bypass duct and core. I asked the ramp agents what they saw and was told the air conditioning hose was not properly latched. Therefore; as the jet bridge moved closer to the aircraft; the engine suction unfurled the hose leading to its ingestion.


Second narrative: Revert back to starting the APU prior to parking at the gate so engine shutdown can be complete prior to ground handling movement. This would have prevented the issue from occurring; thank god a human was not injured with the result of this incident. The aircraft was parked at the gate and we received the chocked in signal from the Lead Marshaller. The #1 engine was still running awaiting the external power application. As the jet bridge was moving towards the aircraft; the aircraft began shaking abnormally. The Captain and I were immediately assessing the situation by looking outside for direction from the Lead Marshaller and inside on the Engine warning display. There was neither a hand signal from the Lead Ramp Agent or any abnormal indications from the Engine display. Due to the severity of the shaking we both came to an agreement that shutting down the engine would be the safest course of action at this point.Problem solved.


Synopsis: Captain reported that the conditioned air hose attached to the jetway air conditioning unit was ingested by the number one engine on taxi into the gate.