Ignition select switch ...................................................................................IGN L or R

Select IGN R when operating through manned maintenance stations.

 

Can some explain what this means?

That's a little different, I think it means use the R IGN when you're at an airport where you have company maintenance facilities available.

 

Generally one just switches it between L and R on alternating legs.

doesn't IGN R let you know the AC STBY  system is working fine?

I guess you could.

 

The normal power source of the AC standby bus is the AC transfer bus number 1 anyways. You're not really checking much with normal AC applied on the aircraft.

 

The electrical metering panel can tell ya if the standby inverter is working correctly.

Can some explain what this means?

 

It's probably just a different way of ensuring even wear. If the outstations are not manned, and you're operating hub and spoke (not SWA-style), then the maintenance through flight would (usually) be through the hub.

 

Hub departure - IGN R

Oustation - IGN L

Back at Hub - IGN R

Back at Out - IGN L

 

Other airlines use "Select IGN L for odd numbered flights; IGN R for even numbered flights." That works for airlines that use some sort of out/back flight numbering system, but for operators like CJC who used the same flight number out and back on occasion, this wouldn't work. SWA also does this to a certain degree (SWA982 is BWI to MDW, and then MDW to TPA). My bet is that it's simply a different way of skinning the "even wear" cat.

 

Ignition select switch ...................................................................................IGN L or R

Select IGN R when operating through manned maintenance stations.

 

Can some explain what this means?

 

 

If I had to guess it's for schedule reliability.

 

translated as "do not select ignition R at stations where maintenance personnel are not available and a significant delay will occur when you discover the R ignition system is not working"

 

The flight crew can defer the left ignition system per the MEL, the right system can only be deferred by maintenance as there is a maintenance procedure involved.

If I had to guess it's for schedule reliability.

 

translated as "do not select ignition R at stations where maintenance personnel are not available and a significant delay will occur when you discover the R ignition system is not working"

 

The flight crew can defer the left ignition system per the MEL, the right system can only be deferred by maintenance as there is a maintenance procedure involved.

 

Interesting. Didn't know that. Makes sense.

It's probably just a different way of ensuring even wear. If the outstations are not manned, and you're operating hub and spoke (not SWA-style), then the maintenance through flight would (usually) be through the hub.

 

Hub departure - IGN R

Oustation - IGN L

Back at Hub - IGN R

Back at Out - IGN L

 

Other airlines use "Select IGN L for odd numbered flights; IGN R for even numbered flights." That works for airlines that use some sort of out/back flight numbering system, but for operators like CJC who used the same flight number out and back on occasion, this wouldn't work. SWA also does this to a certain degree (SWA982 is BWI to MDW, and then MDW to TPA). My bet is that it's simply a different way of skinning the "even wear" cat.

 

Delta's policy is the ignition switch is set to L for the captain's leg and R for the first officer's leg. Also the ignition switch is set to R for the first flight of the day (after midnight local time) to ensure the ignition is powered by standby power.

Interesting. Didn't know that. Makes sense.

 

When they defer the right ignition system they have to switch the power source for the L system to the AC standby bus.