Follow the correct aircraft shutdown procedure at a gate: parking brake, chocks, ground power or APU, engine cut-off, beacon and secure checks.
After stopping on the stand, set the parking brake, establish APU or external electrical power, and shut down the engines with their fuel controls. Confirm chocks as the stand procedure permits, then configure lights, fuel, hydraulics and electrical systems for either a turnaround or a secured aircraft using the type-specific checklist.
In our Aviation & Real-World Flying coverage, this is a generic sequence for transport-category turbine aircraft. The aircraft manual, operator procedures and parking or securing checklist always take precedence; switch names and the exact order vary between Airbus, Boeing, regional jets and turboprops.
What is the correct shutdown order at the gate?
The normal gate order is to secure the aircraft, establish replacement power, cut fuel to the engines, verify shutdown, and then configure the aircraft for its next state.
- Stop and secure the aircraft. Stop at the marshaller’s signal or docking indication, centre the nosewheel, bring the thrust levers fully to idle and set the parking brake. Ground crew fit the chocks when local procedure permits, so confirmation may arrive before or after engine cut-off.
- Establish another power source. If the aircraft must remain powered, start the APU and verify that it is available and supplying the electrical buses, or have the ground crew connect a GPU and then accept it from the flight deck. Seeing an APU running or an external-power indication is not enough; confirm that the source is actually online.
- Shut down the engines normally. Move the engine master switches or fuel control switches to OFF or CUTOFF as specified for the type. Idle thrust alone does not stop a turbine engine, as explained in our guide to A320 thrust-lever and engine-master functions. Turboprops commonly use condition or fuel levers, while piston aircraft normally use mixture idle cut-off. Fire handles are not normal shutdown controls.
- Verify engine and power indications. Check that engine parameters decay normally and that electrical loads transfer to the intended source. For propeller aircraft, wait for the propellers to stop; around jets, the intake and exhaust areas remain hazardous while the cores and fans run down.
- Complete the after-shutdown flow. Set the beacon, fuel pumps, hydraulic pumps, probe heat, transponder, exterior lights and cabin signs as the aircraft’s parking checklist requires. Avoid memorising one generic switch pattern and applying it to every type.
- Confirm chocks before releasing the brake. Keep the parking brake set until the crew has positive chock confirmation. Release it only if the operator or ground crew requires this for brake cooling or towing preparation.
- Run the parking or securing checklist. The flow performs the work; the checklist verifies that nothing was missed. A full type-specific example is available in our worked A320 parking and securing flow.
Should the APU or ground power be on first?
For an airline turnaround, APU or external power should be electrically available before the engine generators drop offline unless an approved procedure deliberately permits a power interruption.
- Choose ground power when the GPU is connected, its electrical supply is within limits and it has been selected onto the aircraft buses. Ground staff handle the physical connection; the flight crew confirms and accepts the source.
- Choose the APU when no reliable GPU is available, independent electrical power is required, or the aircraft needs APU air for cooling or a later engine start. At stands where APU use is restricted, follow the airport and operator procedure rather than running it by default.
- Do not confuse air with electrical power. A pre-conditioned-air hose or pneumatic cart does not power the electrical buses.
An APU-inoperative arrival requires the operator’s published ground-power and engine-shutdown procedure. Never leave an engine running at the stand merely to prevent a simulator blackout. Larger aircraft can also have less obvious generator-transfer logic; our explanation of 747 electrical transfers during shutdown and start-up shows why a stable replacement source matters.
When should the beacon go off and the parking brake be released?
Keep the anti-collision beacon on through the engine-shutdown point defined by the aircraft and operator checklist, and release the parking brake only after positive chock confirmation.
The beacon warns ramp personnel that engines may be running or about to run, but it is not the only safety test. Ground staff must also observe engine spool-down, propeller position and the agreed all-clear signal. Do not extinguish it early simply to make simulator ground services appear.
Parking-brake practice varies. During a short turnaround it may remain set, while some operators release it after chocking to prevent hot brakes from binding and to improve cooling. Chocks, communication and the applicable procedure decide which option is correct.
Should the aircraft remain powered or be left cold and dark?
Leave stable electrical power connected for a turnaround, but complete the securing checklist and switch the battery off last when the aircraft is being left unattended.
| Item | Turnaround | Secured aircraft |
|---|---|---|
| Electrical power | GPU preferred where available; APU used when required | GPU or APU retained only while needed, then disconnected or stopped in checklist order |
| Cabin and service systems | Required lighting, ventilation and service systems remain available | Non-essential systems switched off as specified |
| Engine controls | All engines at OFF or CUTOFF | All engines at OFF or CUTOFF |
| Parking brake | Set until chocks are confirmed; later position follows local procedure | Chocks confirmed; final brake position follows the securing checklist |
| Battery | Normally remains on with a valid power source | Switched off last after APU shutdown and power removal |
Cold and dark means more than engines stopped. Our guide to the systems that define a genuine cold-and-dark aircraft explains the final state expected when securing a simulator aircraft.
Why did the cockpit go dark during shutdown?
An immediate blackout usually means the engine generators disconnected before the APU or GPU was supplying the buses.
- GPU shows available but nothing is powered: the source has not been selected onto the buses. Check the electrical panel or synoptic rather than relying on the ground-service message.
- APU is running but power disappears: the APU generator may not be connected, or the APU has not reached its available state.
- An engine keeps running: confirm the thrust lever is at idle and operate the correct engine master, fuel control or condition lever. In a simulator, check for a hardware axis or duplicated binding that is overriding the cockpit control.
- Ground services remain unavailable: ensure the aircraft is within the designated stand, the parking brake is set and the engines have reached the shutdown state required by that simulator or add-on.
In a real aircraft, recover using the approved electrical or abnormal checklist and ground coordination rather than experimenting with switches. In a simulator, restore battery power if appropriate, establish APU or recognised external power, and then repeat the shutdown checklist in order.