B737 600/700/800/900 (CFM 56) ENGINE GROUND RUNNING Guide and Reference Sheets This publication is for TRAINING PURPOSES ONLY. This information is accurate at the time of completion. No update service will be furnished to maintain the accuracy of this publication. For authorised maintenance practices and specifications, consult chapter 71 of the pertinent maintenance publication
For training purposes only Preparation and Cockpit Management Standardisation of Engineers Simulator Training Briefing to students Ground run preparation using aircraft type check sheets, ramp stability, C of G understanding Cockpit set-up fire testing and APU starting Normal starting and precautions during start. Cross bleed starting Demonstration of abnormal situations during starts Hot start Hung start Starter Cut-out defect Start valve defect Failed ignition on start and switching ignition during starting. N1, N2, N3 fail Spar valve and engine solenoid fail Failed EICAS/CDS screens and standby indications Carry out several starts to see corrective action Fire Drill Engine fire APU fire Cargo bay, Wheel Well Overheat High power operation De-brief Engine runaway Compressor stall, hard and core stall Turbine fail Vibration - Fan and Core Brake system failure during high power Aircraft taxiing and use of thrust reverser to give the student a better understanding of the operation and limitations. The above programme is based on a two hour detail with a change of seats at the half way point for each student to experience the command seat, as the person in charge of the run. The training will be tailored to suit the experience levels of the delegates with first-time delegates getting more in depth instruction to prepare for initial approval application. Revision 1 March 2010 1
For training purposes only Hazard Areas Idle Power B737 Revision 1 March 2010 2
For training purposes only Hazard Areas Take Off Power B737 Revision 1 March 2010 3
For training purposes only Hazard Areas Reverse Idle B737 Full Reverse B737 Revision 1 March 2010 4
Preferred Wind Directions and Speed B737 Revision 1 March 2010 5
Entry Corridors B737 WARNING: Entry/Exit corridors must only be used under the following conditions: Engine at idle or shut down Positive communication between Flt Compartment and external ground staff Use of a safety lanyard is recommended If surface wind is greater than 25 knots increase the distance of the inlet boundary by 20%. If the ramp surface is slippery or contaminated additional precautions may be necessary. Revision 1 March 2010 6
GROUND AND FLT DECK RESPONSIBILITIES B737-600/700/800/900 (CFM56) ENGINE GROUND RUN PROCEDURES GUIDE The Engineer operating (EO Left Hand seat) is responsible for the ground run operation. GROUND PREPARATION All staff involved have been fully briefed on the type of ground run to be carried out and what is expected of them. Emergency evacuation procedures will be established and briefed depending upon local requirements such as pax steps/jetway or escape slide deployment. Engineer operating ensures that: All ground crew have been trained on how to use the fire appliances, and that fire equipment is in position for the intended run He/she nominates an Engineer to be on the head set for ground to Flt Deck communications All staff have appropriate PPE Ground staff have the appropriate training to enable them to safely carry out their duties and are aware of the safety precautions and dangers of operation All participants know what to do in the event of an Aircraft, Engine or APU Fire All participants are aware of the danger zones, entry corridors and approach procedures Non-essential ground equipment is well clear of the aircraft If any maintenance has just been completed on the aircraft, the EO must establish that the aircraft has been returned to a condition appropriate for the ground run and that all engine accessories have been replenished and/or serviced as required The Engineer responsible will ensure an external FOD check is carried out around the aircraft, the intake area and behind the aircraft, allowing 1,900ft for the jet stream created by the engines at Take-Off power to ensure no damage to other aircraft or equipment. He/she must be satisfied that the ground run area and apron condition is satisfactory and no loose debris, the aircraft is in an appropriate condition and the Centre of Gravity is within the limitations of ramp stability requirements WARNING: FAILURE TO ESTABLISH THAT THE GROUND RUN AREA IS IN A SATISFACTORY CONDITION FOR THE INTENDED RUN AT HIGH POWER COULD RESULT IN INJURY TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT Revision 1 March 2010 7
The Engineer not operating (Instructed by engineer operating / Right Hand Seat): Will monitor the secondary parameters Will advise the ground crew of any changes through the nominated Engineer on the head set May communicate with the control tower, and in the event of an emergency assist with the correct fire procedure Will monitor the wind direction and outside awareness during the run Will take control in the event of the Engineer Operating being in any way incapacitated and is able to shut down the operating power plants Will carry out instructions given by the Engineer Operating and assist with any monitoring and recording as required Revision 1 March 2010 8
GROUND/FLT DECK PREPARATION B737-600/700/800/900 (CFM56) ENGINE GROUND RUN PROCEDURES GUIDE 1 SURFACE-DOORS-GROUND LOCKS-CHOCKS CHECK 2 AIRSTAIRS (IF APPLICABLE) STOWED, DOORS CLOSED 3 BRAKES CHECK SET - W/L ON NOTE: PRESSURE-CONTENTS SATISFACTORY 4 CIRCUIT BREAKERS CHECK IN REQUIRED SETTINGS FLIGHT RECORDER CIRCUIT BREAKERS P18-3 C9 P18-3 C10 WEATHER RADAR P6-1 D13 PULLED/TRIPPED 5 DISPLAY UNITS L AND R NORMAL (SELECT ENG & SYS ON M.F.D. SWITCH) 6 THRUST LEVERS IDLE POSITION 7 THRUST REVERSER LEVERS STOWED 8 BATTERY SWITCH ON 9 STANDBY POWER SWITCH AUTO 10 P5-13 PANEL DC ROTARY SELECT SWITCH BAT (MONITOR VOLTS DROP IF STARTING OFF BATTERY) 11 GALLEY POWER SWITCH OFF 12 LANDING GEAR LEVER DOWN - 3 GREENS 13 FLT CONTROLS MATCH SELECTED POSITIONS 14 FLAPS/STANDBY SYSTEM ALTERNATE ARM SWITCH OFF 15 FIRE AND OVERHEAT SYSTEMS CHECK/TEST 16 FUEL STATUS - REQUIREMENT FOR RUN CHECK QUANTITY LOW POWER 4-6000KGS HIGH POWER FULL WINGS Revision 1 March 2010 9
17 APU SWITCH START 18 ELECTRICAL SYSTEMS/COMMON DISPLAY SYSTEM SET 19 AIR CONDITIONING SYSTEM SET (PACKS OFF) 20 ANTI-ICE SWITCHES ALL OFF 21 IGNITION SELECT SWITCH IGN L OR IGN R 22 APU BLEED SWITCH ON (> 30PSI AVAILABLE) 23 AUTOTHROTTLE ARM SWITCH OFF 24 EEC SWITCHES ON 25 DOOR ANNUNICATOR PANEL LIGHTS EXTINGUISHED 26 COMMUNICATIONS CHECK CHECK FREQUENCY DEPENDING ON LOCATION LTN GRD 121-750 LTN TWR 132-550 BAL/OPS/MAINTROL 136-850 27 PRESSURISATION SYSTEM SELECT MANUAL 28 OUTFLOW VALVE TOGGLE FULLY OPEN Revision 1 March 2010 10
PRIOR TO START 1 ENGINE OIL CHECK CONTENTS 2 PARKING BRAKE SET (ON) ENSURE ANTI-SKID SELECTED TO OFF 3 START LEVERS CUTOFF 4 FUEL QUANTITY CHECK STATUS 5 HYDRAULIC SYSTEMS SET (ALL PUMPS ON) 6 FUEL PUMPS ON (LOW PRESSURE LIGHTS OUT) WARNING: DO NOT OPERATE ANY FUEL PUMP IF THE LOW PRESSURE LIGHT COMES ON AND STAYS ON - RUNNING THE FUEL PUMP WITH NO FUEL IN THE TANK WILL CAUSE OVER HEATING OF THE PUMP AS THE FUEL ACTS AS A COOLING AND LUBRICATING AGENT. THIS MAY CAUSE FUEL VAPOURS IN THE TANK TO IGNITE AND CAUSE A FIRE OR EXPLOSION. 7 ANTI-ICE SWITCHES ALL OFF 8 EITHER ANTI-ICE PROBE SWITCH A or B ON (EEC WILL GO INTO THE ALTERNATE MODE IF NOT SELECTED) 9 AIR CONDITIONING PACK SWITCHES OFF 10 ENGINE BLEEDS ON 11 NOTE WIND DIRECTION AND SPEED AIRPORT ATIS INFO 12 ANTI-COLLISION LIGHTS ON 13 RE-CHECK APU AIR SUPPLY > 30 PSI AVAILABLE Revision 1 March 2010 11
STARTING MAIN ENGINE START USING APU 1 ENGINE START SWITCH GRD 2 ENGINE START VALVE LIGHT ON CDU MONITOR 3 APU DUCT PRESSURE RESPONDS - INCREASES 4 WATCH FOR N1 ROTATION N2 25% OR MAX MOTORING POSITIVE ENGINE SPEED OIL PRESSURE INDICATION 5 START LEVER LIFT TO IDLE DETENT MONITOR START SEQUENCE IF AT ANY STAGE THE EGT DISPLAYS AN IMMINENT OVER-TEMP CONDITION, RETURN START LEVER TO CUT OFF POSITION 6 WATCH FOR STABLE IDLE GENERAL STANDARD DAY FIGURES N1 ROTATION N2 56% STARTER CUTOUT E.G.T. NORMAL START E.G.T RED LINE OIL PRESSURE STABILISED IDLE FUEL FLOW APPROX 20% 59% 410 C 725 C > 35psi 60% N2 20% N1 600pph -272 KG NOTE: ALL ENGINES HAVE DIFFERENT EGT MARGINS DUE TO TIME THE EGT WILL INCREASE, THIS CONDITION CAN CAUSE DIFFERENCES BETWEEN ENGINES. IF THE N1 &N2 AND FUEL FLOW ARE SATISFACTORY AT MINIMUM IDLE YOU CAN HAVE EGT DIFFERENCES OF 60 DEGREES C OR GREATER. STARTER LIMITATIONS NORMAL 1 MIN ON EXTENDED CYCLE 2 MINS ON I MIN COOLING 5 MIN COOLING OBSERVE THE STARTER LIMITATIONS AS DAMAGE TO EQUIPMENT MAY RESULT 7 IDG ON LINE SELECT L AND R Revision 1 March 2010 12
CROSS BLEED START 1 ENGINE OPERATING IDLE 2 SELECT ISOLATION VALVE OPEN 3 APU BLEED SWITCH OFF 4 IGNITION SELECTOR BOTH NOTE: ADVISE THE GROUND CREW THAT AN ENGINE WILL BE OPERATED ABOVE IDLE POWER 5 CHECK DUCT PRESSURE FROM OPERATING ENGINE 35-40 psi ADVANCE THRUST LEVER OF DELIVERING ENGINE APPROXIMATELY ONE KNOB 6 ENGINE START SWITCH GRD 7 ENGINE START VALVE LIGHT ON CDU MONITOR 8 BLEED DUCT PRESSURE RESPONDS - INCREASES 9 WATCH FOR N1 ROTATION N2 25% OR MAX MOTORING POSITIVE ENGINE SPEED OIL PRESSURE INDICATION 10 START LEVER LIFT TO IDLE DETENT 11 MONITOR START SEQUENCE IF AT ANY STAGE THE EGT DISPLAYS AN IMINENT OVER-TEMP CONDITION-RETURN START LEVER TO CUT OFF POSITION 12 WATCH FOR STABLE IDLE GENERAL STANDARD DAY FIGURES 13 N1 ROTATION N2 56% STARTER CUTOUT E.G.T. NORMAL START E.G.T RED LINE OIL PRESSURE STABILISED IDLE FUEL FLOW N1 APPROX 20% N2 59% 410 C 725 C 60% N2 20% N1 600pph -272 KG. NOTE: ALL ENGINES HAVE DIFFERENT EGT MARGINS - DUE TO TIME, THE EGT WILL INCREASE. THIS CONDITION CAN CAUSE DIFFERENCES BETWEEN ENGINES. IF THE N1, N2 AND FUEL FLOW ARE SATISFACTORY AT MINIMUM IDLE YOU MAY SEE EGT DIFFERENCES OF 60 C OR GREATER. 14 ENGINE DELIVERING BLEED AIR RETARD THROTTLE TO IDLE ISOLATION VALVE RESELECT AUTO Revision 1 March 2010 13
TO START AN ENGINE USING BATTERY POWER ONLY 1 ENSURE THAT THE EXTERNAL CHECK HAS BEEN CARRIED OUT 2 BATTERY SWITCH ON 3 ENSURE THAT BRAKE PRESSURE ADEQUATE & PARKING BRAKE IS ON DEPENDING ON THE BATTERY STATUS YOU MAY ONLY GET ONE START 4 FIRE AND OVERHEAT SYSTEM CHECK/TEST 5 STANDBY POWER SWITCH AUTO 6 GROUND AIR SOURCE PRESSURE SUFFICIENT NOTE: DUCT PRESSURE INDICATOR WILL NOT INDICATE UNTIL AC ELECTRICAL POWER IS APPLIED TO AIRCRAFT 7 EITHER ANTI-ICE PROBE SWITCH A or B ON ABOVE 70% N1 EEC WILL GO INTO SOFT ALTERNATE MODE IF NOT SELECTED (POSSIBLE N1 OVERSPEED) 8 IGNITION SELECTOR RIGHT 9 ENGINE START SWITCH GRD HOLD IN GRD POSITION - MAY NOT LATCH IN UNTIL 15% N2 10 START LEVER LIFT TO IDLE DETENT 11 MONITOR STARTER CUTOUT AND START VALVE 56% 12 CHECK ENGINE ACCELERATION WITH BASIC PARAMETERS CHECK AT 12-15% N2, DEDICATED GENERATOR WILL GIVE POWER TO OTHER INDICATIONS 13 N1 & N2 ROTATION & OIL PRESSURE CHECK 14 ENGINE AT STABILISED IDLE, SELECT GENERATOR SELECT ON CHECK POWER ON BUS AND COMMON DISPLAY SATISFACTORY CAUTION: IF YOU DO AN ENGINE START WITH BATTERY POWER ONLY AND GROUND AIR CART, THE ENGINE WILL START AND RUN TO HIGH IDLE AND WILL GO TO NORMAL (GROUND) IDLE ONLY WHEN AC ELECTRICAL POWER IS ESTABLISHED Revision 1 March 2010 14
PRECAUTIONS AND CONSIDERATIONS WHEN ADVANCING THE THRUST LEVERS TO HIGH POWER ALL MOVEMENTS MUST BE SMOOTH AND CONTROLLED IN OPERATION AND MONITORED ENSURE ALL PERSONNEL ARE AWARE OF THE INTENDED RUN AIRCRAFT FUEL WEIGHT 12,000 KILOS IMPROVES TYRE FRICTION REDUCES UNCOMMANDED MOVEMENT CENTRE OF GRAVITY CONSIDERATIONS PROVIDES THE REQUIRED BALLAST FOR THE RUN TAKE-OFF POWER ENSURE THAT ALL HYDRAULIC SYSTEMS ARE LIVE, THE NOSE WHEELS ARE ALIGNED FORE AND AFT & STEERING BYPASS PIN REMOVED. THIS WILL ENSURE STEERING CONTROL IN THE EVENT ANY UNCOMMANDED AIRCRAFT MOVEMENT ENSURE ENGINE NOT BEING TESTED HAS THE RECOMMENDED POWER TO COUNTER BALANCE THE AIRCRAFT WITH THE OTHER ENGINE AT TAKE-OFF POWER ENSURE AIRCRAFT INTO WIND AND INTAKE WIND SPEED NOT ABOVE THE RECOMMENDED SPEED THAT MAY AFFECT THE TRIM FIGURES TAIL AND CROSSWINDS WILL CREATE FAN TIP STALLS N1 FLUCTUATIONS RAPID AIRFLOW CHANGES UNSTABLE CONDITIONS OF OPERATION AIRCRAFT VIBRATION A LOUD FREQUENT SOUND SIMILAR TO BLOW TORCH RETARD THE THRUST LEVERS TO IDLE 1-2 SECS ALLOW ENGINE TEMPERATURE AND COMPONENTS TO STABILISE BEFORE SHUTTING DOWN THE ENGINE Revision 1 March 2010 15
EXHAUST VELOCITY CFM56-7B IDLE POWER 510 FT TAKE-OFF POWER 1,900 FT THRUST REVERSER 130 FT RADIUS FROM INTAKE COMPRESSOR STALL AND HARD STALL INDICATIONS RUMBLING/LOUD BANGS POSSIBLE FLAME EMISSIONS FROM TAILPIPE FLUCTUATING ENGINE PARAMETERS HIGH EGT SLUGGISH OR NO RESPONSE TO THRUST LEVER MOVEMENT RETARD THRUST LEVER TO IDLE AND CARRY OUT COMPRESSOR STALL INSPECTION REQUIREMENTS RAPID SHUT DOWN RAPID ENGINE SHUT DOWN WITH NO FIRE WARNING INDICATION (3-5 MINUTE COOLING TIME NOT ACCOMPLISHED) WITH SUDDEN LOSS OF COOLING AIR MAY RESULT IN TURBINE BLADE TO SHROUD RUBBING AND SEIZURE OF THE LOW PRESSURE TURBINE (LPT) POSSIBLE REASONS FOR RAPID ACTION OVER SPEED OF ROTOR EEC NO CONTROL HIGH EGT EXCEEDENCE COMPRESSOR CORE STALL VIBRATION EXCEEDENCE Revision 1 March 2010 16
ENGINE SHUT DOWN 1 ALLOW ENGINES TO COOL AT IDLE POWER 3 TO 5 MINUTES 2 CIRCUIT BREAKERS RESET ALL THAT WERE PULLED FOR EGR PURPOSES 3 SWITCH TO APU GENERATOR IF ON IDG SUPPLY SELECT APU GEN 4 START SELECT LEVERS CUT-OFF CHECK ENGINE RUN DOWN TIME 5 FUEL BOOSTER PUMPS OFF 6 FLAPS/FLT CONTROLS CHECK POSITION 7 AIR CONDITIONING PACKS OFF 8 HYDRAULIC SYSTEM EMDPs OFF NOTE: ENSURE ENGINE DRIVEN HYDRAULIC PUMP SWITCHES REMAIN SELECTED ON OTHERWISE SOLENOID LIFE MAY BE REDUCED 9 ANTI-SKID ON 10 PRESSURISATION SELECTOR AUTO WARNING: FAILURE TO RETURN THE PRESSURISATION CONTROL TO AUTO MAY RESULT IN THE AIRCRAFT FAILING TO PRESSURISE DURING NEXT FLIGHT CYCLE 11 CALL GROUND/TWR RUN COMPLETE NOTIFICATION 12 EXTERNAL LIGHTS OFF CARRYOUT A CHECK TO ENSURE THAT NO EXCEEDENCES EXIST - THIS CHECK SHOULD BE CARRIED OUT BEFORE POWER IS REMOVED 13 APU SELECTOR OFF 14 APU INLET DOOR CLOSED 15 STANDBY POWER SWITCH AUTO 16 BATTERY SWITCH OFF 17 FLT DECK AND AIRCRAFT SECURE Revision 1 March 2010 17