TOPIC 21: ENGINE MONITORING AND GROUND OPERATION

Maintenance Engine Runs

Maintenance engine runs are carried out for a variety of reasons including:

testing following repair or overhaul

fault detection and correction

performance monitoring

engine removal and installation

aircraft system power supply

Testing Following Repair Or Overhaul

This type of engine run is carried out following overhaul or major repair; to confirm serviceability
in a engine test cell where the engine can be operated at various power settings and operating
parameters can be closely monitored and graphed following repair, overhaul or bay service.
Fault Detection And Correction
These engine runs are to confirm a reported fault, assist in diagnosing the fault, then to confirm
the rectification carried out has actually remedied the fault.
Performance Monitoring
Performance monitoring engine runs are carried out at various intervals as dictated by the
manufacturer to confirm the power output or serviceability of the engine. These run results are
closely monitored and graphed, so any deterioration of performance is noted and the engine can
be either repaired or sent for overhaul prior to its performance becoming unsafe, for further
operation.
Engine Removal Or Installation
Installation runs are carried out; to confirm engine and systems condition, performance and for
the presence of any leaks. These runs are also used to do any fine engine operating parameter
adjustments that may be required upon fitment of an engine to the aircraft. Pre-removal runs are
carried out to confirm serviceability of the engine or establish a set of reference parameters,
prior to fitment to another position or aircraft.
Aircraft System Power Supply
These engine runs are carried out to enable other system on the aircraft to be tested or
operated. Operation of the engine can supply bleed air, hydraulic and electrical power to the
aircraft.
Preparation For Engine Running
Aircraft come in various sizes and power ratings. Whilst two aircraft may be roughly the same
size, there may be a large difference in the weights of the aircraft and the thrust that is available
from the engine(s).
When preparing an aircraft for an engine run there are many considerations to be observed,
these considerations come under the following two main headings:
position
conditions

Position
The position or location of the aircraft has a large effect upon what power settings can be used
when starting the engines (airport maintenance facility managers get upset if the aircraft you are
running blows over buildings or buffets other aircraft), considerations that may apply to running
the aircraft engines are:

Aircraft size and weight.

Engine power.

Danger areas.

Tarmac and surrounding area material.

Distance to buildings/roads or airfield facilities.

Blast deflectors.

Aircraft Size And Weight

The dimensions of the aircraft are important, if the aircraft needs to be moved around the airport
or tarmac area to facilitate engine running there is limited manoeuvring space available. Actual
loading of the aircraft must be taken into account as difference between empty dry weight and
full aircraft load can be rather large.
For example, an aircraft is 140 ft wide, 100 ft long and 40 ft high with an empty weight of
80 000 lbs and a maximum weight of 155 000 lbs. However the maximum allowable tow weight
of the aircraft is 125 000 lbs.
These dimensions and limits must be taken into account if the aircraft has to be moved to allow
for engine running.
Engine Power
Aircraft engines vary in power ratings from around 80 horsepower to 95 000 pounds of thrust for
the large transports. The engine run restriction distances will vary greatly between low and high
power type engines.
Tarmac And Surrounding Area Material
Not all tarmacs are heavy duty concrete, they vary from bitumus substances, gravel, sand or
grass. The weight of some aircraft prohibits using anything but the runway and main taxiways,
without breaking through the surface and becoming bogged.
When gas turbine engines operate at full power, the intake could be said to represent a giant
vacuum machine into which man size objects can and have been ingested. Therefore, small
material such as gravel or sand could be picked up and cause erosion of compressor and
turbine components. At the same time, the jet exhaust may pick up and blow loose dirt, rocks,
sand, bits of paving and other debris a considerable distance from the aircraft. For this reason,
the aircraft must be parked in a location where no damage can result from flying particles which
are driven from the rear.
On aircraft fitted with afterburning engines, the jet efflux at afterburner settings is at high enough
pressure and temperature to severely erode bitumen tarmacs.

When on deployment or exercise in arid regions, care must be taken to ensure that the jet efflux
does not set fire to surrounding vegetation or raise dust clouds that could reduce visibility or
even close the taxiways and runways of airfields.
Distance To Buildings/Roads Or Airfield Facilities
Buildings or structures, even though they look solid and immovable, can be damaged by the
cyclonic type winds produced by a gas turbine engine. Also, vehicles or aircraft that may travel
along runways, taxiways or roads in the jet blast area behind a running engine are susceptible to
damage. Therefore exclusion zone areas must be adhered to.
The distance to buildings, even if they are outside the jet efflux danger zone must be considered
because fumes produced by the burning of jet engine fuels have an effect on personnel.
Blast Deflectors
Blast deflectors are devices that are used to change the direction of the jet thrust, normally the
thrust is directed upwards to reduce the space that is required behind an engine being run.
These devices are usually constructed as part of an engine run facility or trim pad, varying from
steel or concrete covered earthen walls, to large tubes that fit behind the engine, to slow and
alter the direction of the air blast.
Danger Areas
Danger areas around aircraft dramatically increase as soon as the engines are started. As can
be seen in Figure 21-1, the area in front and behind an aircraft engine is extremely dangerous.
The suction from the engine intake is capable of drawing personnel into the engine at even low
power settings. Whilst the thrust from the engine can be felt at large distances behind the
aircraft.
Other danger areas around the engine may include the engine and starter turbine discs. Danger
also exists from the propeller of turbo propeller aircraft.
WARNING
During night time operation of propeller driven aircraft, EXTREME danger is present from
the strobe effect of anti collision and warning lights causing the propeller to appear to be
stationary when the engine is running.

Figure 21-1
Figure 21-1 is only an example. Specific aircraft restrictions must be observed when any engine
run is to be attempted.