Should it be set to Both or Left/right after engine start??

Should it be set to Both or Left/right after engine start??

During your preflight preparation, set the ignition switch to either L or R. Leave it in that position for the flight and then change it to the other ignition on the next flight. For example, first flight of the day, the switch will be set to R. On the second flight, it will be set to L.Not sure when you would use the both setting.

Tutorial #2 - leave it in the same position as when you started.Depending on the company SOP, in most cases, you only change it during the turn (so, when you begin the next leg of your flight, flip it from one to two). This is done to ensure they wear evenly. Use #1 for leg 1, #2 for leg two, and so on.

Okay thanks Kenny and Kyle, that was exactly what i wondered.And can someone tell me, what you use the both setting for?

The ignition switch select wich of the sparks (there are 2 for each engine, left igniter and right igniter) works when you start the engine(on ground) or when you select CONT.Normally you use only a spark at time to start the engine.But,you may need both sparks when you put the switch to CONT (bad wheater, TO and landing...).With good wheater, you can use CONT with one spark for TO and landing, you may use both if higher risks of flame out are present.The engines will self protect from flame out, but a little help is a good practice.When you select FLT the switch is disregarded and both sparks will work.

So: Both for bad weather (+CONT) and L/R for normal weather.

One other reason to use Left or Right, but not both, is to check whether the igniters are still functioning.If you select both, one of the igniters can be broken(or even two, one on each side) and you wouln't be able to tell.If you select Left or Right, the engine won't start with one of those igniters broken.

So: Both for bad weather (+CONT) and L/R for normal weather.

CONT is for when you fly in bad weather / during departure / landings, not when you start the engines on the ground

I meant in the air of cause.e.g. Bad weather in 15000 feets: Ignition Switch both and Start switches: CONTGood weather in 15000 feets: ignition Switch L/R and Start switches OFF (Maybe CONT)

Bad weather = FLT, which gives you ignition on both igniters, regardless of igniter selection.

I have actually asked a real pilot this question, he said that on the NG you need to start first the right engine, so there won't be any leak from the hydraulic. leave that in the R it's more common he said, hope it helped.

Haven't heard that one, Daniel. I know some airlines start with the engines on R so you can make sure the engines will start if you're down to STBY POWER. If you're at a MX start on the R, if not ..... It depends on Get-Home-Itis vs safety.

I have actually asked a real pilot this question, he said that on the NG you need to start first the right engine, so there won't be any leak from the hydraulic. leave that in the R it's more common he said, hope it helped.

Daniel,as spin 737 said, the right position is often choosen to test the right spark functionality as it is the only working spark in case of emergency.When we say RIGHT SPARK or RIGHT IGNITION, we talk of the right spark on both engines. Each engine has a left and right spark, so there are:Left engine, left spark,Left engine right sparkRight engine left sparkRight engine right spark.With the ignition switch you choice the lh and/or rh spark ON BOTH ENGINES.If you select L you will power left and right engine LEFT spark...Now, I don't know what the pilot said you, maybe you misunderstood something.The reason for right engine start is only for pneumatic system design, it is a preferred sequence to limit the dual bleed condition.There is nothing related to hydraulic leakages as there cannot be hydraulic leakages on the aircraft either running eng1 first or not.As a more correct procedure (for me) is to let the left spark works more than the right one, like using the right one for the first flight of the day, than after some trips, and use till its death the left one, this will result in a longer life of the right ignition system.However, less you use it, less you test it for operation...Using the right one more than the left one will increase the risk of having a right spark failure wich can lead in troubles during the flight or delays for ground operation (spark replacement or ignition swap)

The igniter switch is not normally put in BOTH according to the normal procedures guys. It stays in one position or the other for the duration of the flight and then is switched for the next flight. This evens out over time.

If FLT is Bad Weather what is CONT then?!?!?!