Aircraft Lights
Aircraft Lights
The tube is formed into the desired shape to suit the installation; Fig.2 is a wing-tip
anti-collision light, normally located behind a clear plastic protective cover.
Xenon is an inert (or noble) gas, chemically very stable, and has widespread use used
in light-emitting devices, e.g. aircraft anti-collision lights. The emission of light is
initiated by ionizing the xenon gas mixture by applying a high voltage across the
electrodes.
Figure.3 illustrates a typical strobe light circuit; this comprises a low-voltage power
supply and a 400V DC power pack that provides a dual power supply. Shielded cables
are required between the power pack and strobes to minimize the effect of
electromagnetic interference (EMI). A high-energy pulse of current is triggered through
the ionized gas on a cyclic basis. The ionization decreases the electrical resistance of
the gas such that a pulse in the order of thousands of amperes is conducted through
the gas.
When this current pulse travels through the tube, it imparts energy into the electrons
surrounding the xenon atoms causing them to move up to higher energy levels. The
electrons immediately drop back into to lower energy levels, thereby producing
photons. Strobes are a source of short-wavelength ultraviolet radiation together with
intense emissions in the near infrared; the overall effect is a high-intensity white flash.
Key maintenance point
400V DC used in strobe circuits is dangerous: take all necessary health and safety
precautions when working near the system.
Do not handle strobe tubes with bare hands; moisture causes local hot-spots that can
lead to premature failure.
2. Flight compartment lights
Lighting is needed for the illumination of instruments, switches and panels. Dome
lights located on the ceiling provide non-directional distribution of light in the
compartment; it typically contains an incandescent lamp and is powered from the
battery or ground services bus. Flood lighting in the flight compartment from
incandescent lamps and/or fluorescent tubes provides a general illumination of
instruments, panels, pedestals etc. Fluorescent tubes located beneath the glareshield
provide overall illumination of the instrument panels. Emergency lights are installed
in the flight compartment for escape purposes. The colour of flight compartment lights
is normally white; this reduces the power and heat, improves contrast on the
instruments, and reduces eye fatigue.
Figure.4 Rheostat light intensity control
2.1 Instruments
Internal instrument lighting is normally from incandescent lamps integrated within
individual instruments; lighting must be shielded from causing any direct glare to the
pilot and must be dimmable.
External instrument lighting is provided by pillar (or bridge) lights positioned on the
panels for individual instruments. The light intensity can be dimmed by a simple
rheostat device as illustrated in Fig.4; this typical circuit is for flight instruments,
engine instruments and switch panels.
The increased quantity of instruments requires electronic control in place of rheostat
due to the higher loads. A transistor circuit provides electronic control as illustrated
in Fig.5 ; variable resistor RV1 varies the (relatively low) base current into the base of
a PNP transistor; this controls the (relatively high) current through the collector and
lamp. A typical transistor controlled lighting system is illustrated Fig.6 . The relatively
low base currents in the respective transistors can now control a variety of lighting
circuits:
● radio navigation systems
● compass
● fuel panels
● engine indications.
Instrument panels are often constructed from Perspex; the surface is painted and then
engraved with the identification of switches and controls; the panel is illuminated from
the edges. The light is dispersed through the panel, but is only seen through the
engravings. Alternatively, electro-luminescent panels are used; these are AC powered
and energy efficient. Referring to Fig.7, the phosphorus layer is laminated between
front and rear clear plastic layers. The phosphorus material glows when AC power is
applied; the front of the panel is painted to match the colour of other panels. Engraved
lettering or symbols remain clear and transmit light from the glowing phosphorus layer.
Figure.7 Phosphorus lighting panel
Key point
A diode is required in the warning light circuit to ensure that only the relevant system
light is illuminated.
When the master warning or caution light is illuminated, the pilot cross-refers to a
centralized group of warning lights on the relevant panel, each connected to the
warning devices of specific systems. The individual systems are identified by the
system name and are located within the pilot’s scan. Warning lights can be tested by
a separate test switch, or by a centralized master dim and test switch. The night/day
switch is used to reduce the intensity of warning lights during low ambient lighting
conditions. Referring to Fig..10(a), warning and caution lights affecting system
operation and aircraft safety are defi ned by specific colours:
● warning, red, an unsafe condition exists
● caution, amber, an abnormal condition exists, but it is not unsafe
● advisory, green or blue, a safe condition exists, or for information e.g. gear down.
Some installations have a comprehensive master warning and caution light panel that
occupies the entire upper instrument panel, see Fig.10b .
Figure.10 Warning and caution panels: (a) typical arrangement, (b) helicopter installation
Key point
Lights used for certain warnings are not dimmable, e.g. fire and overheat. This is to
ensure that the warnings are not missed under bright ambient lighting conditions.
The traditional location of the white light is on the tail cone or fi n tip; some aircraft
have the rear facing light on the trailing edge of each wing tip. The wing lamps are
20W filament amps, the tail lamp is 10W. Coloured filters produce the specific colours;
these filters must not shrink, fade or become opaque. A typical navigation light circuit
is shown in Fig.19 .
Note that the lights are controlled by single switch and protection device.
Some aircraft are installed with LED position lights; these are formed with a bank of
LEDs, see Fig..20 . Helicopters have varying navigation light installations due to their
specific geometry, see Fig.21 .
Figure.20 Position lights: (a) LED type; (b) wing tip location
Figure. 21 Helicopter lights: Twin landing lights on nose; Navigation light below door;
Additional landing light on rear skid