What are the proper configurations for the isolation valves during flight and while at the ramp?I do this and I wonder if I am correct? PRE-START:--------------------L ISLN- OFFR ILSN- OFFC ISLN- OFFL ENG- OFFAPU- OFFR ENG- OFFFOR START:--------------------L ISLN- ONR ILSN- ONC ISLN- ONL ENG- ONAPU- ONR ENG- ONIN FLIGHT:---------------------L ISLN- OFFR ILSN- OFFC ISLN- ONL ENG- ONAPU- OFFR ENG- ONThanks for your responces.

Bill,Normally the bleeds AND the isolation valves are all on/open.The only exception is this: After start you should turn off L & R Isol switches, and turn them back on after shutdown. That's all.Tero

i always turn the L&R isol switches back on just prior to shutting down the engines... seems more logical to me...(eg turn em off AFTER engine start)Cheers

Always shutdown engines first, it's standard procedure. Then ISOL VALVES on.

and can you explain the logic in it to me please because i really don't understand why...

My cosmic antenna tells me that Mr. Riddell (sp?) will soon be in to sort this one out. This is how I understand it should be in cruise.http://forums.avsim.net/user_files/38348.jpghttp://forums.avsim.net/user_files/38351.jpg

LennySaying there's more logic in opening the valves BEFORE shutdown is like saying there's more logic in turning off the deman pumps, electric pumps, fuel pumps off before shutdown...It's just something that you don't do. What's the point in combining the left and right systems when you're just about to shutdown? You do it after engine shutdown in preperation for engine start, but it's part of the shutdown checks.

Rob!I would say that the engine starter switch should be selected to either 1 or 2.Also, lower EICAS should be off? I'm still not sure whether this one is a company specific procedure though.

Engine starter = my bad, although I don't think it is modelled in fs2k2 so I rarely bother alternating 1 / 2 according to the start up procedures.The lower EICAS...I beleive it is airline / flight mode specific. During apu start I will look at the rpm increase on the lower EICAS, same if I get do a fire system/alert test... There are lots of pics on airliners.net of in flight panels with lower EICAS on in cruise however. From the 1 jumpseat hop I did, I don't recall them switching it to anything/off other than at start up.The illustration here was for the pneu ISLN valves as per the discussion above...that I am not 100% on so I posted what I do to see if Ian Riddell would bite ;-)Rob.BTW - No Smoking is off on all ACA856 flights. Smoke 'em if you got 'em is our motto...especially on that approach into KMCO today...nose is still bleeding.

Does the engine starter works the same way as with the 737 - ie. you choose 1 for the first flight of the day and then 2 for the remaining flights?As for the lower EICAS, I remember that in the ITVV video of the Leisure 767, they had it switched off after ToC.

Two small things:1. (off topic :)) No Smoking always ON and Seat Belts to AUTO once established on climb (Finnair SOP). I know your flights are "smoker-flights" :).2. C ISLN valve always OPEN. Regarding L&R isol switches. After engine start, close L & R Isol switches. After shutdown (yes, after) put L&R isol sws back on. (in the picture they are correctly closed)Terops. the IRS display is usually showing PPOS coordinates as well, and engine starter is in single mode

"The illustration here was for the pneu ISLN valves as per the discussion above...that I am not 100% on so I posted what I do to see if Ian Riddell would bite "Bait taken, Rob ;-)Center Iso Valve must, of course, be open in flight to run the ADP (automatically as required) especially when the APU is not providing bleed air.I don't know if there is any reason to switch off the APU bleed switch itself when the APU is not running. It opens and closes automatically when the APU has reached a certain rpm. The 737 APU valve operates in a similar (automatic) manner, but I've heard that it may be better to let the APU run for a minute or so on a 737 before opening up the valve. On the ground, we may need to close the APU valve for safety when working on certain systems.Re the sequence of opening L & R Iso Valves after/before shutdown... I would have to defer to airline policy, but I'm sure you'd generate a few Pack fault messages if you left the opening of these valves until after engine shutdown. Iso valves closed = no pack ops. I don't know which would hate this sequence the most, the packs, for having their air taken away... or the APU for having to run two packs from scratch when you did open the valves (I assume the APU has been started during taxy in ...or even before landing?).Anyway... it been a long day... Please let me know if I've overlooked something ;-)Cheers.Ian.

yes, my personal sop on taxi in is1) start APU2) turn either left or right pack OFF just prior to shutdown3) turn on the L and R isol valves just prior to shutdown...

so in fact this should not be a part of the shutdown procedures as you say it's a preparation for engine start...well, i'll ask a fried of mine to ask his dad what they do (Sobelair) and let you know. greetz

I agree with Tero :-P