GEN2 - B737NG
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GEN2 - B737NG
Captains normally place the selector, on the AC/DC metering panel to Generator 2, during the before taxi procedure. Never received a satisfactory answer as to why this done. Glad if any one could help.
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There is no technical reason, it's only an operator sop. Boeing doesn't put this practice in any checklist. If i remember correctly is a procedure coming from the -200 series.
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With a certain large British airline, on the 300-500 series we used to select the left hand selector to Batt #1 and the right hand to S'by Power, thereby showing up early, any batt charge rate or s'by power anomaly, depending on how often ones head fell backwards to look at the roof.
I carried the same habit across to the NG as it seemed a logical and sensible thing to do, in the absence of the gospel according to SOP.
Otherwise it seems to depend on the preference of the G O F in the left seat, or wherever the switches were left from previous selections.
I carried the same habit across to the NG as it seemed a logical and sensible thing to do, in the absence of the gospel according to SOP.
Otherwise it seems to depend on the preference of the G O F in the left seat, or wherever the switches were left from previous selections.
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Hi,
in our company ( 737-400) in the SOP's there isn't any recommendation. During L/T TRI's advice me that is a good practice to set AC selector to GEN2 so monitor alternate power source for battery charger. We set DC selector to BAT.
in our company ( 737-400) in the SOP's there isn't any recommendation. During L/T TRI's advice me that is a good practice to set AC selector to GEN2 so monitor alternate power source for battery charger. We set DC selector to BAT.
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Mr Buzzy is correct.
There is no use monitoring anything other than Inv and TR3. inv mast caution is inhibited in flight and TR3 is the only TR actually measured off the TR. TR 1 and TR2 are measured off the bus so even if they fail the will still indicate on the electrical panel that they are working.
There is no use monitoring anything other than Inv and TR3. inv mast caution is inhibited in flight and TR3 is the only TR actually measured off the TR. TR 1 and TR2 are measured off the bus so even if they fail the will still indicate on the electrical panel that they are working.
