Narrative:

Maintenance control requested a low power run-up on the aircraft. I had just landed after declaring an emergency because of a power loss in the right engine. Maintenance control had been advised of the sequence of events and requested an engine comparison check. We cooperated with maintenance control and agreed to do the engine run- up. We proceeded across the ramp to a remote area where the aircraft had been parked. Upon arriving at the aircraft a visual inspection was done and we both noticed the aircraft was chocked and a gpu was in place. We boarded the aircraft and closed the door. Air carrier operations was called for a ramp agent to come out to the aircraft. The ramp agent arrived immediately and I asked 'where would you like me to do the run-up?' the ramp agent replied 'right here will be fine.' the 'before start checklists' were initiated and completed, the parking brake was confirmed 'set.' both engines were started followed by the 'after start checklists.' when engine instruments indicated normal temperatures, I called for speeds 'high.' my first officer moved the speed levers to high. I began advancing the power levers. The aircraft began to move. I was physically standing on the brakes, simultaneously pulling the power levers aft shouting 'brakes.' the feather levers were pulled in an attempt to stop the aircraft. The left side of the aircraft slid into the gpu and the left propeller struck the gpu. The aircraft was depowered. I went outside to inspect for damage. Callback conversation with reporter revealed the following information: the reporter stated the aircraft was a BA32 jetstream. The ramp person was not told to remove the nose chock. He in fact suggested the run-up be done where the airplane was. The airplane slid because the ramp was contaminated with snow and ice. The FAA was investigating the occurrence. The company attempted to terminate the reporter. The union intervened to protect the reporter. The cost of repair was more expensive than expected. The propeller and engine had to be removed and replaced. There were some stringers on the nose that had to be repaired. The brakes were set, the hydraulic pressure was up, and the wheels did not move. The aircraft slid. The WX in the area at the time was snow, sleet, and freezing rain accompanied by low ceilings and visibility.

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Original NASA ASRS Text

Title: DUE TO A SUSPECTED ENG MALFUNCTION, MAINT ASKED THE FLC TO DO A LOW PWR RUN-UP. DURING THE RUN-UP TO 10-15 PERCENT THE ACFT SLID WITH THE PROP AND FUSELAGE STRIKING THE PWR CART.

Narrative: MAINT CTL REQUESTED A LOW PWR RUN-UP ON THE ACFT. I HAD JUST LANDED AFTER DECLARING AN EMER BECAUSE OF A PWR LOSS IN THE R ENG. MAINT CTL HAD BEEN ADVISED OF THE SEQUENCE OF EVENTS AND REQUESTED AN ENG COMPARISON CHK. WE COOPERATED WITH MAINT CTL AND AGREED TO DO THE ENG RUN- UP. WE PROCEEDED ACROSS THE RAMP TO A REMOTE AREA WHERE THE ACFT HAD BEEN PARKED. UPON ARRIVING AT THE ACFT A VISUAL INSPECTION WAS DONE AND WE BOTH NOTICED THE ACFT WAS CHOCKED AND A GPU WAS IN PLACE. WE BOARDED THE ACFT AND CLOSED THE DOOR. ACR OPS WAS CALLED FOR A RAMP AGENT TO COME OUT TO THE ACFT. THE RAMP AGENT ARRIVED IMMEDIATELY AND I ASKED 'WHERE WOULD YOU LIKE ME TO DO THE RUN-UP?' THE RAMP AGENT REPLIED 'RIGHT HERE WILL BE FINE.' THE 'BEFORE START CHKLISTS' WERE INITIATED AND COMPLETED, THE PARKING BRAKE WAS CONFIRMED 'SET.' BOTH ENGS WERE STARTED FOLLOWED BY THE 'AFTER START CHKLISTS.' WHEN ENG INSTS INDICATED NORMAL TEMPS, I CALLED FOR SPDS 'HIGH.' MY FO MOVED THE SPD LEVERS TO HIGH. I BEGAN ADVANCING THE PWR LEVERS. THE ACFT BEGAN TO MOVE. I WAS PHYSICALLY STANDING ON THE BRAKES, SIMULTANEOUSLY PULLING THE PWR LEVERS AFT SHOUTING 'BRAKES.' THE FEATHER LEVERS WERE PULLED IN AN ATTEMPT TO STOP THE ACFT. THE L SIDE OF THE ACFT SLID INTO THE GPU AND THE L PROP STRUCK THE GPU. THE ACFT WAS DEPOWERED. I WENT OUTSIDE TO INSPECT FOR DAMAGE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE ACFT WAS A BA32 JETSTREAM. THE RAMP PERSON WAS NOT TOLD TO REMOVE THE NOSE CHOCK. HE IN FACT SUGGESTED THE RUN-UP BE DONE WHERE THE AIRPLANE WAS. THE AIRPLANE SLID BECAUSE THE RAMP WAS CONTAMINATED WITH SNOW AND ICE. THE FAA WAS INVESTIGATING THE OCCURRENCE. THE COMPANY ATTEMPTED TO TERMINATE THE RPTR. THE UNION INTERVENED TO PROTECT THE RPTR. THE COST OF REPAIR WAS MORE EXPENSIVE THAN EXPECTED. THE PROP AND ENG HAD TO BE REMOVED AND REPLACED. THERE WERE SOME STRINGERS ON THE NOSE THAT HAD TO BE REPAIRED. THE BRAKES WERE SET, THE HYD PRESSURE WAS UP, AND THE WHEELS DID NOT MOVE. THE ACFT SLID. THE WX IN THE AREA AT THE TIME WAS SNOW, SLEET, AND FREEZING RAIN ACCOMPANIED BY LOW CEILINGS AND VISIBILITY.

Data retrieved from NASA's ASRS site as of July 2007 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.