Narrative:

Aircraft was pushed out of the hangar for operational check of the right engine anti-ice relief valve. The wind that night was 20 knots out of the east. The aircraft was turned east to face the wind. It was then pointed out that there were two planes parked west of our hangar. Thinking the runs only require idle runs; I had the aircraft move forward until there was at least 140 to 150 feet apart and looked like the exhaust was pointed away from the other aircraft. The aircraft was parked with the tug still hooked up and chocked. After engine startup; started doing the operational check of the right engine anti-ice valve. The operations check had you turn the valve switch on and off four times at idle power. Then I was told that the next step required that the engine be at 85% N2 turning on the valve switch on and off several times as power was returned to idle. With the aircraft still hooked up to the tug and chocked and thinking that the distance would still be good; I moved the throttles up to 85% N2 and back to idle; completing the operations check. I deployed the thrust reversers a few times then the engine was shut down. Got out of the aircraft; removed the chocks. The aircraft was pulled back in the hangar; post checks done and the paperwork signed. I went on my days off and when I got back the [following week]; I was informed that the exhaust from the aircraft that night had damaged the other aircraft parked on the ramp.cause: running an aircraft pointing exhaust facing another aircraft. Doing an engine run that requires more than idle power on the ramp in front of the hangar. Leaving the plane still hooked to the tug and chocked so it could not be moved. Be more aware of what runs are required for operational check when needed; and aware of what may be behind the aircraft.

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Original NASA ASRS Text

Title: Maintenance Technician reported that after doing an engine run; the exhaust from the Bombardier CRJ-200 damaged other aircraft parked behind it.

Narrative: Aircraft was pushed out of the hangar for operational check of the right engine anti-ice relief valve. The wind that night was 20 knots out of the east. The aircraft was turned east to face the wind. It was then pointed out that there were two planes parked west of our hangar. Thinking the runs only require idle runs; I had the aircraft move forward until there was at least 140 to 150 feet apart and looked like the exhaust was pointed away from the other aircraft. The aircraft was parked with the tug still hooked up and chocked. After engine startup; started doing the operational check of the right engine anti-ice valve. The operations check had you turn the valve switch on and off four times at idle power. Then I was told that the next step required that the engine be at 85% N2 turning on the valve switch on and off several times as power was returned to idle. With the aircraft still hooked up to the tug and chocked and thinking that the distance would still be good; I moved the throttles up to 85% N2 and back to idle; completing the operations check. I deployed the thrust reversers a few times then the engine was shut down. Got out of the aircraft; removed the chocks. The aircraft was pulled back in the hangar; post checks done and the paperwork signed. I went on my days off and when I got back the [following week]; I was informed that the exhaust from the aircraft that night had damaged the other aircraft parked on the ramp.Cause: running an aircraft pointing exhaust facing another aircraft. Doing an engine run that requires more than idle power on the ramp in front of the hangar. Leaving the plane still hooked to the tug and chocked so it could not be moved. Be more aware of what runs are required for operational check when needed; and aware of what may be behind the aircraft.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.