We don't have a 'secure' checklist per se, it is just a list at the end of the normal procedures section in our manual. We do it only for a terminating flight, when we know that the airplane will overnight etc. ADIRS, as you mentioned, are turned off every time we do the 'Parking' checlist, after every flight. The 'secure items' are: 1. Oxygen crew supply 2.CRT's 3.Cockpit lights 4.No smoking sign 5.Battery switches all to OFF and turn off APU and APU bleed if they were on.
We have a "secure" checklist which should be used for when a crew are not handing over the aircraft to another crew. Turning off the ADIRS is not on any part of our checklist but if handing to another crew they have to do a full align so I tend to switch the ADIRS off if I will be leaving the aircraft. If its another sector for the same crew we do a quick align unless they have drifted off alot during the sector and then we'll do a full align. Our secure checks include those items atomic mentioned, although if handing over to an engineer we generally leave the APU running.
It is my pet hate when crews decide to do a secure check and turn all the screens off, all the radios off, and all the lights off, when I am waiting at the door. So if you do that. DON'T!
UAL does a full align on every leg - we turn off ADIRUS on every termination - doesn't matter if there is a crew change or not. I don't see the big deal about shutting down and restarting the alignment process. It zeros out any errors etc.
The NO SMOKING light OFF when securing for the night etc. tickles me. I am all ears to hear what anybody has to say about that.I have asked a dozen "qualified" people about that and rx's a dozen different answers, all amounting to a hill of beans.
Hey Jurassic ! I took some time to go through the FM and the study guide and the recurrent questions and couldn't find any reference to the reason for turning off the "no smoking" signs to secure the plane. The only mention is in the unofficial "The A320 Personalized Instructor" where Sean Brown (UAL Pilot Instructor) says that the Emergency Exit sign batteries can only be charged when: 1. The Emer Exit light switch is not on 2. The Emer Light switch on the aft flight attendant panel is not on 3. DC Ess Sched bus is powered 4. No Smoking selector is off.
Does that have to do with some of the cabin modules (still)installed that have the Exit signs on when the no smoking switch is on??!! I have no clue.
And for basics 52: Yes, I think the full alignment every flight/ leg is a fine idea since it starts the whole process from scratch and whatever the system did on the last leg, we're giving it the chance to do it better now, and it only takes a few minutes anyway. And the most important thing: I'm there when it aligns, I check if the 'on bat' function checks properly should everything electrical go south. My attitude is that this is as important as doing a fire check prior to every flight. What is the philosophy behind your procedure to keep them on?!
We operate our 320/330's from our own SOP's with the Airbus SOP's inserted as needed. On every turn-around flight we do a quick align as most have mentioned to zero out the G/S or any errors. We will do a "securing" C/L when we have about one or more hours of a crew change. This ensures that they do the initial overhead checks and fresh align of the IR's. We are not perfect, but it does work.
My philosophy for not fully alligning the ADIRS on every leg and sometimes not even when receiving an aircraft on transit... Hmmm , you got me in throuble now Itīs just that after doing full allignments for so many years and doing quick ones now for for 2 years I honestly donīt see any difference in navigation accuracy or other parameters. Airbus FCOMīs say not even a quick onīs neccesary if less than 5 kts GS remain shown , well not for me. I do at least a quick one with a Gate coord. entry. The aircraft screws up consistently or makes good consistently at the airports we go irrespective of the kind of allignment we made before departure. As far as checking the batt. backup well you guys may also have a point there , now , my good F/O will lose it anyway after the 5 min. and I will have the No. one or three option so thats the way I made peace with that . Our route structure can make us do up to 8 legs a day or it can only be one 4 to 6 hour leg per day.
Ultimately it comes down to following SOPS or having them changed. We are required to do a full align - period. The time savings doesn't mean anything since you can't turn the plane in less than half an hour anyway, and a full align is about ten minutes
Atomic - I went around this NO SMOKING sign crap with SAMC - for a while - ultimately they conceded it to be balls - they reckoned we might save a few signs from burning out!
Typical Airbus stuff - fed bull**** by the company too. Lack of solid info is tiresome.
It is a lot easier to get good tech info from Boeing. Nice plane the bus - shame about the TK weanies etc.
Our SOPs call for fast align on a turn around. We only carry out a full align if GS is greater than some figure I can't remember or position monitor says greater than 5 in some line or other. Generally a fast align is fine on GPS equipped aircraft as I believe the ADIRUs realign on application of TOGA/FLX to the runway reference pooint
Our secure checks require fuel pumps, batteries, ADIRUs, APU, No smoking and emergency exit lights off. Crew Oxy goes off if it's the last flight of the day. Generally we don't secure if there's another crew waiting or if handing over to an engineer.
JJM - we regularly used to turn around our A319s in less than thirty minutes, but it was a most unpleasant affair.
Jurrasic, had a squiz at the 330 manual (much the same as the 320 I am led to believe), and it's much as someone said earlier. The bat for the o/head lighting, floor prox lighting, and exit sign lighting, will not charge unless all of the following are satisfied...
AC Bus 1 on DC Shed ESS Bus on EMER lt, No Smoking, both off, etc..