A320 navigation lights, how do you use them, do you alternate between sys 1 and sys 2
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Thanks for that one FlightDetent.. As a Grd. Eng. it's a bit of a nuisance for us having Nav Lts "As Req'd" , because that means that some flight deck crews switch them off and some guys leave 'em on . Neither of which is wrong according to the C/L.
But as an earlier contributor remarked , they're best left on all the time except for during prolonged maint. periods.
Having the F/D crews switch them off and then switched on again is the best way to pop a filament and they will be switched on again anyway by Engineers as it's part of the Daily Check.
As far as I'm concerned , leaving nav. lights on the same system continuously is best by far. Then if one is spotted as inop at a base-stn , it can be re-lamped , or if down route , it can be MEL'd .
I don't wish to delve too far into SOP's or their politics , although one does sometimes wonder if they're the product of knowledge and experience , or concocted by self-important little career monkeys.
But as an earlier contributor remarked , they're best left on all the time except for during prolonged maint. periods.
Having the F/D crews switch them off and then switched on again is the best way to pop a filament and they will be switched on again anyway by Engineers as it's part of the Daily Check.
As far as I'm concerned , leaving nav. lights on the same system continuously is best by far. Then if one is spotted as inop at a base-stn , it can be re-lamped , or if down route , it can be MEL'd .
I don't wish to delve too far into SOP's or their politics , although one does sometimes wonder if they're the product of knowledge and experience , or concocted by self-important little career monkeys.
Only half a speed-brake
Chris, could you confirm what are the prescribed checks/task for DY and WY with regards to NAV lt?
Similar to many times before, the information a qualified engineer could provide would settle a circular argument. . Thanks.
Similar to many times before, the information a qualified engineer could provide would settle a circular argument. . Thanks.
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Just one small point .The golden days of aviation did not have the golden and super hi tech aircrafts that we have nowadays requiring no skills. Therefore comparing accidents rates with a new generation super advanced aicraft to an old piece of metal is lying.
The only skill required to get to the right hand seat of an airliner is a finger . Why a finger ?
1) count the money to pay the airline that gives you the privilege to pseudo fly
2) Most importantly engage the autopilot
Therefore Accident rates reduction cannot be put on the back of SOPs.
For example GPWS has greatly reduced CFIT and this is recognized by all aviation institution IATA etc..
So we are talking about technology.
What amazes me is in case of LVP and Autoland , Captain still believes he was pilot flying.
I suggest to remove as required from SOPs and give details when required as NG pilots are unable to determine when required.
The only skill required to get to the right hand seat of an airliner is a finger . Why a finger ?
1) count the money to pay the airline that gives you the privilege to pseudo fly
2) Most importantly engage the autopilot
Therefore Accident rates reduction cannot be put on the back of SOPs.
For example GPWS has greatly reduced CFIT and this is recognized by all aviation institution IATA etc..
So we are talking about technology.
What amazes me is in case of LVP and Autoland , Captain still believes he was pilot flying.
I suggest to remove as required from SOPs and give details when required as NG pilots are unable to determine when required.
Last edited by Citation2; 31st Dec 2017 at 11:58.
galaxy flyer: Steady on old boy! Don't give Airbus any more ideas on how to complicate an aircraft. You will end up with a NavLt Computer sychronised to the earth's day/night cycle via the GPS clock but also untimately fitted with a Manual Override Swich marked ON/OFF!
Why fit a dual NAV LT system at all? Adds complexity and (minor) weight. For redundancy of a low-tech system. I don't recall ever having had MEL issues due to NAV LTs.
In our MEL (I’m presuming it’s due to EASA legislation) we need at least one working set of nav lights to fly at night.. if we only had one system then a busted bulb and no spare would mean being grounded until the sun came up.
Chris Martyr
I think it’s ‘as required’ because you don’t need landing lights or nav lights during daylight. You could have a situation where you are flying with them inop in accordance with the MEL and you would have them off.
I think it’s ‘as required’ because you don’t need landing lights or nav lights during daylight. You could have a situation where you are flying with them inop in accordance with the MEL and you would have them off.
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At a probably trivial cost. The advantage is that when a bulb fails, there's already a bulb lit at the corresponding position/color instead of running dark until the next walkaround catches it.