ayurdakok wrote:hello everyone, iam working auditor in a Part 145 MRO. i worked 3 years as mechanic on aircrafts. now i will assess my company staffs to grant them engine run performer . before it, i need some examinations. because i have never experienced to perform Eng run, i don't know what questions should be, i have theoretical knowlege (AMM requirements, safety issues, task card handling, prepapreations, engine parameter logs,etc..)) but never seen it . is there anybody who can help me to prepare some question or is there any source to look at them?
strfyr51 wrote:to assess run and taxi certification you need to first be run and taxi qualified yourself. First learn the run Limits for APU operation fire test ETC. ( the proceedure should be in the flight manual) cockpit setup for engine starting and which breakers must be set for safe , Then highaircraft operation. What are the emergency Ground signals in the event of a mishap?
what is the minimum battery voltage to even start the APU? Do you need the acft chocked? what is the outside condition for APU Starting? is the APU air starting system deferred?
if not? Will the APU Pneumatics run the ACFT air conditioning system? If it won't? does it have to? (the 787 is all electric is why I ask) . After all of that with the APU? what do you need to know to set up the Cockpit for APU and/or Engine start? Do you need the inertials powered up and Aligned? And what about EFIS? There are airplanes that require the cockpit to be ready to fly when powering up the engines. especially if you intend to taxi anywhere. . At My airline? we powered up everything when preparing to taxi even from Maintenance to the gate because if it wouldn't power up on the Ramp? then it might not power up at the gate.. Start with Idle Run, Then Idle run and Taxi, Then High power runs and checks. We got a shocker when we had to qualify the Continental guys to run United Airplanes after the merger and found out they didn't do it anywhere NEAR THE WAY we did it.
the United mechanics went to the simulator at DENTK every year to requalify for every airplane they were checked out to go High Power on. I had to go for Airbus, 737- 200/291 -322/522, .757-222. 767-222/322 .DC-10 -10 /30, 747-122/123, SP, -222B, 238. and later -422. We took a written and a simulator ride yearly up to me becoming a supervisor where I only had to make sure my crew was current so I only had to observe them once in a while. Not only were my A&P's run qualified but many of my R&E's as well.
strfyr wrote:"to (sic) assess run and taxi certification you need to first be run and taxi qualified yourself...
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