Learn the proper aircraft shutdown sequence after landing, with type-specific steps, common errors and fixes for flight simulators.
After landing, clear the runway, complete the after-landing checks, taxi to the assigned parking position, secure the aircraft with brakes or chocks, establish any required ground or APU power, shut down each engine using its type-specific checklist, then switch off and secure the remaining systems in the prescribed order.
For our Aviation & Real-World Flying guidance, the governing rule is simple: use the approved checklist for that aircraft. A generic shutdown sequence explains the logic, but it cannot replace the aircraft flight manual, operating handbook or operator procedure.
Proper aircraft shutdown sequence
A normal aircraft shutdown is a controlled transition from landing configuration to a parked, unpowered and secured state.
- Clear the runway completely. Continue until the whole aircraft is beyond the runway holding-position marking. Do not become absorbed in switches while still decelerating or crossing another runway; obtain taxi instructions where required.
- Complete the after-landing checks. Set flaps, spoilers, transponder, exterior lights, anti-ice and other systems as the aircraft checklist directs. Do not retract flaps automatically if an inspection is required after operating in ice, snow or contamination.
- Taxi into the parking position. Follow the marshaller, stand guidance or parking markings, stop at the correct point and bring the thrust or power controls to idle. Keep monitoring wingtip, propeller and jet-blast clearance.
- Secure the aircraft against movement. Set the parking brake initially unless the procedure says otherwise. At larger-aircraft stands, ground personnel may install chocks and then signal that the parking brake can be released. Hot brakes may also require chocks rather than leaving the brake applied.
- Establish another power source if needed. Start the APU or connect external power before engine shutdown when electrical, pneumatic or cabin services must continue. Verify that the selected source is connected and carrying the load rather than trusting the switch position alone.
- Allow the engines to stabilise. Observe any idle-running or cooling period specified for turbine or turbocharged piston engines. Taxi time may satisfy part of that requirement, but the aircraft checklist decides.
- Shut down the engines. A conventional piston engine usually stops through mixture idle cut-off; a turboprop uses its prescribed condition or fuel control; a jet uses the fuel control or engine master. Confirm that engine indications decrease normally and keep people clear until every propeller, fan or rotor has stopped.
- Complete the shutdown and securing checks. Switch off pumps, lights, avionics, ignition and electrical sources in the specified order. The anti-collision beacon normally remains on while an engine is running or about to run. Fit chocks, control locks, covers and tie-downs where required, and leave fuel selectors or valves exactly as the type-specific checklist specifies.
How does shutdown differ by aircraft type?
The broad sequence is similar, but the control used to stop the engine and the required cooling precautions differ substantially.
| Aircraft type | Normal engine-stopping method | Frequent mistake |
|---|---|---|
| Piston aeroplane | Mixture to idle cut-off on conventional petrol engines, followed by ignition and electrical shutdown after the engine stops | Turning off the master switch and expecting it to stop a magneto-ignition engine |
| Turboprop | Condition lever or fuel control moved to the checklist position, with propeller and generator actions specific to the type | Treating the condition lever like a piston mixture control or skipping the required stabilisation period |
| Jet | Fuel control switches, levers or engine masters moved to cut-off after parking and power-transfer checks | Stopping both engines before confirming that the APU or ground supply has accepted the electrical load |
| Helicopter | Throttle, governor and fuel controls operated in a type-specific sequence while rotor speed runs down | Leaving the aircraft or approaching the rotor disc before it has stopped completely |
For representative procedures, our A320 parking and securing flow shows how an airliner transfers power and shuts down at the stand. Turboprop simmers can compare that with the aircraft-specific Cessna 208B checklist.
Should I use a flow or the checklist?
Use a cockpit flow to place the aircraft in its normal shutdown state, then use the checklist to verify the safety-critical items.
Some light-aircraft procedures are performed directly from a read-and-do checklist. Multi-crew operators often divide tasks between pilots and use challenge-and-response checks. In either case, memory is not a substitute for the approved list; our practical Cessna 172 checklist sequence illustrates the simpler light-aircraft method.
An engine fire, propeller strike, brake fire or other abnormal condition overrides the normal shutdown flow. Use the relevant emergency or abnormal checklist and obtain ground assistance rather than improvising a routine shutdown.
Why is the aircraft still powered after engine shutdown?
An aircraft can remain electrically powered by its APU, an external ground supply or the battery after the engines stop.
This is normal when cabin systems, lighting or avionics are still needed. For a complete securing shutdown, transfer or remove those sources in the checklist order and switch the battery off near the end. Some clocks, emergency equipment and hot-battery-bus circuits may remain energised by design; our guide to choosing the correct APU start and stop point covers the jet-specific power transition.
Common shutdown mistakes and their fixes
- The piston engine keeps running: confirm that the mixture has reached idle cut-off. The master switch controls the electrical system, but conventional magnetos generate their own ignition power.
- The cockpit goes dark too early: restore the correct electrical source and verify its load before shutting down the remaining engine. Do not operate fire handles as routine engine controls.
- The battery is flat at the next start: check the battery or master switch, avionics, lights and any simulated standby systems before leaving the aircraft.
- The aircraft rolls after shutdown: verify the parking brake or enable chocks. A simulator's visible ground equipment does not always mean that wheel chocks are functionally active.
- Ground personnel approach too soon: keep the beacon on and the area clear until engines, propellers and rotors have stopped, then confirm that ignition sources are off.
How do I leave a simulator aircraft cold and dark?
Use the modelled cockpit controls and aircraft checklist rather than relying only on an automatic shutdown shortcut.
A proper cold-and-dark state normally means engines stopped, normal APU or external power removed, batteries and relevant lights off, and the aircraft secured. Complex add-ons may save their panel state separately from the simulator's flight file, so wait for engine indications and electrical systems to settle before saving.
If an engine refuses to stop, inspect assigned mixture, condition-lever and fuel-control axes. Duplicate hardware bindings, noisy levers or simulator assistance can move a cockpit control back out of cut-off immediately after you select it.