B 737-200 ENGINE RUN-UP AND TAXI

INTRODUCTION
The purpose of this course is to make the mechanic familiar with the main engine and APU operating limits and procedures. It also provides the mechanic with cockpit familiarization and systems location. All procedures and limitations are in accordance with the approved maintenance procedures and specifications found in the B-737 Maintenance Manual and the Aircrafts Operating Manual. The B-737 Maintenance Manual will take precedence if there is any difference between this training and the B-737 Maintenance Manual or the Aircraft Operating Manual. When you complete this training you will be ready to go to the aircraft for more training on the engine and APU run procedures. The purpose of this program is for the mechanic to become familiar with the engine and APU procedures. It does not approve you for engine or APU run. You must have approval by the Quality Control department to be and engine or APU run mechanic.

GAS TURBINE NOISE HAZARD AREAS

Engine Ground Safety Precautions Use caution when you operate a jet engine powered airplane to prevent injury to persons and damage to property. Persons must stay clear of the engine inlet and exhaust nozzle areas. Hot, high velocity exhaust gases discharge from the exhaust nozzle. High velocity air discharges from the fan area. The velocity of the fan discharge air, at high thrust settings, will cause serious injury. When the thrust lever is in the reverse thrust position, fan air discharges forward, the exhaust gases discharge aft.

SAFETY

PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS - IDLE THRUST MODEL 737-100, -200

SAFETY

PREDICTED JET ENGINE EXHAUST VELOCITY CONTOURS - TAKEOFF THRUST MODEL 737-100, -200

SAFETY

PREDICTED JET ENGINE EXHAUST TEMPERATURE CONTOURS - IDLE THRUST MODEL 737-100, -200

SAFETY

PREDICTED JET ENGINE EXHAUST TEMPERATURE CONTOURS - BREAKAWAY THRUST MODEL 737-100, -200

SAFETY

PREDICTED JET ENGINE EXHAUST TEMPERATURE CONTOURS - TAKEOFF THRUST MODEL 737-100, -200

WIND DIRECTION DURING ENGINE OPERATION

Tail winds or wind gusts can cause problems during engine ground operations. During engine start, and at idle or low power, high EGT can occur. Observe the wind direction and velocity limitations in the B-737 Maintenance Manual when operating the engines.

DIMENSIONS

DIMENSIONS

DIMENSIONS

MINIMUM TURNING RADIUS

EXTERNAL POWER PANEL

The FLIGHT INPH (interphone) jack is used to speak to the flight crew on the Flight Interphone System. The SERVICE INPH jack is used to speak on the Service Interphone System.

NOSE LANDING GEAR (UPPER STRUT RH SIDE)

A steering by-pass lever and a service interphone jack are located on the right nose-gear side-brace. During towing operations the steering by-pass valve is put in the by-pass position and pinned.
A service interphone jack is used for communication between service and maintenance personnel during towing operations.

GMM POLICY AND PROCEDURES

All the airlines will use qualified flight crewmembers (Captain/FO) or qualified and authorized maintenance personnel to operate aircraft engines. Maintenance personnel will be qualified and authorized by the Director, Quality Control or his designee. When qualified maintenance personnel are not available, flight crewmembers will be utilize to accomplish ground run-up/taxi. A minimum of two mechanics will be in the cockpit during aircraft engine run-up/taxi testing. One person will be qualified to run-up and/or taxi the aircraft. He will occupy the captains left seat and be in charge of the aircraft. The second person will be qualified or may be a trainee.

OPERATING REQUIREMENTS
A trainee is permitted to occupy the left-hand seat only when being trained under the direction of a run- up/taxi designee. In such a case, the designee will occupy the right-hand seat and be in charge of and responsible for the operation of the aircraft. Prior to starting an engine and after stopping the engines, it is mandatory that MD-11 Normal Checklist be used for all B-737 operation. Challenge and response procedures will be used with the checklists. One person will read aloud each item and prior to going to the next item wait for a response from the other person who will read aloud the condition required by the checklist for that item. The aircraft will be headed into the wind with the nose wheel straight whenever possible before starting the engines.

CAUTION: PRIOR TO STARTING ENGINES, CHECK THE INLETS FOR DEBRIS THAT COULD CAUSE DAMAGE. DO NOT START OR RUN ENGINES WHERE THERE IS LOOSE ICE GRAVEL OR STONES. USE GROUND PERSONNEL TO VERIFY THAT ENGINE EXHAUST BLAST WILL NOT CAUSE DAMAGE TO OTHER AIRCRAFT OR EQUIPMENT.

OPERATING REQUIREMENTS

When aircraft have been parked during icing conditions, freezing rain, snow or sleet, and ice or snow has accumulated on the aircraft, check engines inlet before starting engines to determine

The presence of ice or snow accumulation in the inlet duct, and That the fan turns freely
Whenever aircraft engines are being started during maintenance operations, one dry chemical extinguisher (at least 20-lb size) will be immediately available. At regular gate positions, this requirement is met by the dry chemical wheeled units. At other locations the extinguisher may be mounted on a service vehicle at a fixed position within 100 feet of the aircraft or a portable unit may be brought to the aircraft.

OPERATING REQUIREMENTS
The engine starting sequence will be as applicable/specified for maintenance operations or as otherwise agreed, but must be clearly understood by all concerned.

NOTE: All fuselage doors will be closed

Prior to starting an engine the person in charge in the cockpit will obtain the "Start Engines" signal on the headset from the ground guide assigned to monitor engine runs. Always start and ground test engines by using the procedures and precautions outlined in the appropriate manufacturer's maintenance manual. POSITION LIGHTS MUST REMAIN ON. ANTI-COLLISION LIGHT WILL BE ON. During engine run-up above idle power, the engine side cowl panels will be closed and latched. The person in charge in the cockpit is responsible at all times to ensure that all is clear on both sides of the aircraft before releasing brakes. If it is necessary for a person to make engine adjustments while the engine is operating; a second person will assist him and act as a signalman between him and the cockpit.

TAXI AND GEAR PIN POLICY

These aircraft taxi procedures were designed with aircraft and personnel safety as the highest priority. The amount of fuel in the center fuel tank will be equal to or in excess of the amount in the wing tanks.

Policy NOTE: The nose, left and right MLG pins must be installed prior to taxiing an aircraft, and removed upon completion by the left-seat mechanic taxiing the aircraft.
An aircraft logbook entry must be made upon installation of the pins and cleared prior to departure. Taxiing is to be avoided except when it is required to expedite aircraft movement or accomplish ground checks, or when airport or ground equipment limitations require it. The anti-collision light must be on prior to engine start. If a company/maintenance person is on board during a taxi operation, be will advise others in the cabin that he is about to taxi the aircraft.

TAXI AND GEAR PIN POLICY

Procedures When taxiing, there must be two qualified mechanics in the cockpit. The mechanic in the left seat must be certified to run-up/taxi the aircraft and have an Inspection Authorization Card specifying his qualifications and signed by the Director, Quality Control. This mechanic will be responsible for the condition and safety of the aircraft during the run-up/taxi procedure. The run-up/taxi certified mechanic may authorize a person to be an observer if another certified mechanic is not available. The observer must possess a valid A&P certificate. Prior to taxiing, the observer will move to the right seat and assist as required. NOTE: No aircraft is to be taxied without a taxi-qualified/certified mechanic in the left seat and an observer in the right seat. At the completion of the taxi operation, the total fuel quantity remaining must be entered in the logbook. The aircraft navigations light and rotating beacon must be ON while the aircraft is being taxied.

TAXI AND GEAR PIN POLICY

Engine Requirements Taxiing aircraft should never require more than 80% thrust, and this should be required only to start a loaded aircraft with its nose wheel turned from center. The minimum power required to initiate a taxi roll should always be used. When applying engine power, caution should be exercised so as not to exceed the minimum thrust required. Air blast, heat and noise levels increase very rapidly when engine thrust is above 75% The air blast from jet engines bas been known to blow work stands across the ramp into adjacent buildings, rotate propellers of parked aircraft and blow loose chunks of pavement into adjacent aircraft and equipment. The person in charge of the run-up/taxi operation is responsible for preventing such occurrences. As the aircraft starts to roll during taxiing, check the brake and nose wheel steering systems for normal operation. Steer the aircraft by using the nose wheel steering system and use the brakes only for stopping or slowing down. Sharp turns, sudden stops and violent maneuvers are to be avoided, except in an emergency. Always taxi the aircraft forward at a rate of speed that will allow as much time as possible to react to an emergency.

TAXI AND GEAR PIN POLICY

CAUTION: DO NOT DRAG BRAKES AND ALWAYS APPLY PEDAL PRESSURE GRADUALLY TO PREVENT SUDDEN STOPS.TAXI STRAIGHT AHEAD FOR A MINIMUM OF 20 FEET PRIOR TO PARKING THE AIRCRAFT, WHEN PRACTICAL, TO PREVENT STRUT PISTON BINDING AND LEAKAGE. TO PRECLUDE IMPOSING EXTREMELY HIGH STRESSES IN THE MAIN LANDING GEAR OUTER CYLINDERS IN THE AREA OF THE TORSION LINKS AND LUGS, OBSERVE THE FOLLOWING:

1. MAXIMUM STEERING ANGLE TURNS WILL BE HELD TO A MINIMUM. (SEE APPLICABLE AIRCRAFT MAINTENANCE MANUAL.)
2. DIFFERENTIAL BRAKING WILL NOT BE USED TO MAKE TURNS SHARPER THAN MAXIMUM STEERING ANGLE TURNS.

TAXI AND GEAR PIN POLICY

AVOID SHARP TURNS AT SPEEDS ABOVE 10 KNOTS, AND TURN NOSE WHEEL SLOWLY TO PREVENT IT FROM SKIDDING.
USE EXTREME CARE WHEN SNOW OR ICE IS PRESENT AIRCRAFT WILL NOT BE TAXIED WHEN WING OR TAIL TIP CLEARANCES ARE AT A MINIMUM UNLESS AIRCRAFT GUIDEMEN ARE STATIONED AS NECESSARY TO HELP GUIDE THE AIRCRAFT AND TO ENSURE THAT NO DAMAGE OCCURS BECAUSE OF THE CONGESTED AREAS. AT STATIONS WHERE TAXI AREAS ARE UNDER CONTROL TOWER SUPERVISION, CLEARANCE WILL BE OBTAINED FROM THE TOWER BEFORE ENTERING, MANEUVERING IN OR LEAVING SUCH AREAS. STAY VISUALLY AND MENTALLY ALERT TO ALL FIELD TRAFFIC AND OBSTRUCTIONS. AIRCRAFT THAT BECOME IMMOBILE IN SOFT GROUND OR SNOW BANKS WHILE TAXIING SHOULD BE TOWED TO A SUITABLE HARD SURFACE WHENEVER POSSIBLE.

EXTERIOR SAFETY INSPECTION

1. When you first arrive at the aircraft you should always perform an Exterior Safety Inspection? Before putting power on the aircraft or activating any systems or controls, the following external areas will be inspected: (G-A-C-F-M)
1 2 4

EXTERIOR SAFETY INSPECTION

1. General Area
2. APU 3. Chocks 4. Flight Controls 5. Main Landing Gear Door handles

EXTERIOR AIRCRAFT & ENGINE INSPECTION

GROUND COMMUNICATIONS

GROUND COMMUNICATIONS

APU OPERATION AND LIMITS

APU bleed valve may be open during engine start, but avoid engine power above idle. APU BLEED + ELECTRICAL load .until 10000 ft APU BLEED ...until 17000 ft APU ELECTRICAL until 41000 ft (has always priority on Bleed air) Minimum RPM for power delivery......95% Normal Operation....100 - 101 % Overspeed Limit.... 107 % Electrical supply...... 90 kVA

APU AUTO SHUTDOWN

1. APU Fire Warning Fire shutdown relay energized No time delay 2. High Oil Temperature 149C for more than 10 seconds 3. Low Oil Pressure Less than 65 psi at 95% N2 + 20 seconds 4. High EGT T 8 more than 585 C and according to N2 schedule 5. N1 or N2 overspeed 109% 6. N1 or N2 Signal loss Loss of signal from N1 or N2 monopole

APU AUTO SHUTDOWN

7. Start period timer N2 less than 95% and seconds after start initiated 8. EGT signal loss No input from EGT probes 9. Reverse air Flow 2 seconds and N2 more than 50% 10. LRU over current 3 seconds 11. Inlet door not open 12. Loss of DC power 13. No ignition during start 14. ECU parameters 15. Shutdown circuit failure 16. Slow Start

ENGINE OPERATIONAL LIMITS RED LINE OPERATING LIMITS N1 117.5% N2 112.5% EGT 960 C limited to 5 minutes 925 C continuous STARTING EGT LIMIT 750 C Red Line Limit for start. EGT 750 to 870 C limited to 40 seconds Record temperature and duration above 750 C OIL PRESSURE 10 psi (69 kpa) Minimum by ground idle Below 10 psi (69 kpa) requires engine shutdown OIL TEMPERATURE 175 C (Red Line) 160 to 175 C limited to 15 minutes

ENGINE OPERATIONAL LIMITS

OIL QUANTITY 15 Quarts Minimum before start 4 to 6 Quarts approximate decreases after start INITIAL FUEL FLOW Less than 700 PPH (318 KG/H) Higher fuel flows possible Hot Start STARTER AIR PRESSURE 25 PSI Minimum STARTER DUTY CYCLE 1 Minute ON followed by 1 Minute OFF Normal duty cycle. Continuous Operation - 5 Minutes Cool 30 seconds for each minute of operation After two 5 minute cycles A 10 minute cooling period is required between additional 5 minute starter operations

ENGINE OPERATIONAL LIMITS STARTER DROP OUT 45 to 49% N2 STARTER RE-ENGAGEMENT 0% N2 Normal operation Lowest particle N2 to reduce potential for starter crash engagement Damage to the starter can occur if it is engaged above 15% N2 FUEL LEVER ON 15% Minimum. 22% Maximum Motoring recommended for cooler starting EGT. All cowling doors must be closed and latched above minimum idle. Fan cowl doors may be open for operation at minimum idle. Engine motor with the starter all cowl doors may be open.

APU & ENGINE ABNORMAL AND EMERGENCY PROCEDURES

Lets see the Checklists

ENGINE START

REF INDEX A/C STATUS

ENGINE START

RUN & TAXI CHECLISTS

Lets see the Checklists

Good luck and Have a Nice Day!!!!!!!