Running Engines
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Running Engines
Gents, What procedures does a civilian organisation have to regulate the competencies of those authorised to carry out Engine Ground Runs.
Currently here on the C130’s you are qualified to carry out an EGR if:
1. You hold the Type rating (passing the ‘Q’ course)
2. Then must be passed out after a minimum of 4 High powered EGR’s (with in two months of the course – otherwise you must go back to the school for EGR Sim Checks.)
3. Must record all EGR’s & APU Runs on your personal log
4. Be annually recertified in the Sim before submitting your EGR log for your reassessment of competency
The reason I ask is that we are having a problem with the last two points. I am all for aligning toward the civilian modus operandi and would like to know how things are done & policed on the other side of the fence
Regards Sumps
Currently here on the C130’s you are qualified to carry out an EGR if:
1. You hold the Type rating (passing the ‘Q’ course)
2. Then must be passed out after a minimum of 4 High powered EGR’s (with in two months of the course – otherwise you must go back to the school for EGR Sim Checks.)
3. Must record all EGR’s & APU Runs on your personal log
4. Be annually recertified in the Sim before submitting your EGR log for your reassessment of competency
The reason I ask is that we are having a problem with the last two points. I am all for aligning toward the civilian modus operandi and would like to know how things are done & policed on the other side of the fence
Regards Sumps
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Our company used to have the requirement that you held "an" engine type and certified for two years before you could run, then you had to have the type and full approval with sim training.
Now its just your engine type with a few runs under your belt with an approved person then be checked out a designated trainer on the line for idle runs. And sim training still for high pwr runs.
Now its just your engine type with a few runs under your belt with an approved person then be checked out a designated trainer on the line for idle runs. And sim training still for high pwr runs.
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Similar but for part 4 of your post - we don't have re-occuring sim checks.
Once you've done the initial all that's required is for the individual to keep a log to show recency.
B1 holders are permitted full power, B2 idle power/check starts only.
Once you've done the initial all that's required is for the individual to keep a log to show recency.
B1 holders are permitted full power, B2 idle power/check starts only.
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B1 or B2 can do EGR's low and high power after period of training and 4 check outs.
must do an EGR every 3 months to stay current.
taxi approval normally comes free with the high power approval
but there is no extra pay for holding the approval.
must do an EGR every 3 months to stay current.
taxi approval normally comes free with the high power approval
but there is no extra pay for holding the approval.
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used to run 10's in mob high power etc... never knew there was a limit..did sim on initial type course but the rest was hop in and do.................
Lighter stuff, your groups cover you for everything in it and taxying, now as a RAF type you may find this disconcerting, but that covers you for hundreds of makes and types, no limits......... have got into aircraft types I have never ever seen before and carried out runs etc......... but thats the other side of the coin......
Remember walking up to one particularly large and ugly twin thinking.... what the f**k is that? quick shuftie through the pilots operating manual, (dummies guide to aeroplanes) and away you go.
Lighter stuff, your groups cover you for everything in it and taxying, now as a RAF type you may find this disconcerting, but that covers you for hundreds of makes and types, no limits......... have got into aircraft types I have never ever seen before and carried out runs etc......... but thats the other side of the coin......
Remember walking up to one particularly large and ugly twin thinking.... what the f**k is that? quick shuftie through the pilots operating manual, (dummies guide to aeroplanes) and away you go.
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LAE’s can taxi aircraft if they hold the company approval. It usually involves EGR training in the simulator followed by some live taxiing on the aircraft under the guidance of an approved person before being deemed competent.
Some companies and/or airports do not allow engineers to taxi aircraft due to different procedures and regulations. So it really does depend on where and for whom you work as to whether you can hold taxi approval.
Some companies and/or airports do not allow engineers to taxi aircraft due to different procedures and regulations. So it really does depend on where and for whom you work as to whether you can hold taxi approval.
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Never had a problem with any airport when i have had to taxi one of our aircraft to carry out high power EGR's, got to laugh though most airports I have to taxi at won't let me drive the company van across the apron but I can take a multi engined 50ton aircraft down the runway/taxiway???
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Within BA its only Engineers at LGW and some other outstations who have Taxy approval.........there is a small ( I mean really small ) payment awarded...typical BA really
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Some payment is better than nothing, when they hang you out to dry after you have driven the aircraft through a GPU at least you can say to yourself they paid you to do it
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Er…you get to taxi your aircraft???...And just on the back of an EGR qualification or is there some sort of simulated / live training?
had to point it off the way i wanted to go and wait for it to swing past the heading whilst making some progress then a quick 340 ish circle to get it pointing in the general direction again..... got there in the end 
I know it sounds odd, but unlike the RAF, its common.... you can quite often taxy types you have never seen before, let alone sat in on the lighter side of things..... Bigger stuff is a bit different as explained.....
I came off Helicopters in the RAF......Wessex, Pumas and Chinooks so was aware of ground resonance and that if you get it, your only chance is to lift off or it can literally fall over and beat itself to death. I was staggered when i left the RAF to see two engineers I know ground running a Gazelle, burning and turning...... fat dumb and happy in the fact they had never heard of ground resonance....... still amazes me to this day..
Last edited by NutLoose; 25th Sep 2007 at 02:27.
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in the dim and distant past, during the type course simulator training was part of the norm and at the end Authorsisation ment engine ground run was included.
After moving on, varying standards have applied, ranging from what ever Authorisations held included ground runs, (which included an engine type I didn't have sim or grd run time on). Too one company where not allowed under any circumstances, as had to be local staff, with recurrent traing each year on 1 type to Take off power and the other type to idle only, caused all sorts of problems, but it's there company and their procedures.
At the last company I would do all the engine runs post maintenance, while the other guy's sat on there rear ends and did nothing.
My current company has just passed me out for take off power on 1 engine type, the others not even entertained, just coming up to 20+ months with the company.
After moving on, varying standards have applied, ranging from what ever Authorisations held included ground runs, (which included an engine type I didn't have sim or grd run time on). Too one company where not allowed under any circumstances, as had to be local staff, with recurrent traing each year on 1 type to Take off power and the other type to idle only, caused all sorts of problems, but it's there company and their procedures.
At the last company I would do all the engine runs post maintenance, while the other guy's sat on there rear ends and did nothing.
My current company has just passed me out for take off power on 1 engine type, the others not even entertained, just coming up to 20+ months with the company.
On a nice quiet airfield in Germany I took one piston ac down a Peri Track to 40 mph to check for nosewheel Shimmy - hard to keep the thing down!
Taxiing by engineers was quite normal, at least up to 2000, as I remember doing a C of A inspection on an aircraft in Jersey during an engine run and stepped out onto another part of the airfield. (WTF!...)
I have also seen one engineer wind down a Huey engine, lift the lever and give the pedals a bit of a kick to turn the thing in the right direction to tow it away. He was a bit of a nutter though.
Taxiing by engineers was quite normal, at least up to 2000, as I remember doing a C of A inspection on an aircraft in Jersey during an engine run and stepped out onto another part of the airfield. (WTF!...)
I have also seen one engineer wind down a Huey engine, lift the lever and give the pedals a bit of a kick to turn the thing in the right direction to tow it away. He was a bit of a nutter though.