0% found this document useful (0 votes)
275 views19 pages

Aircraft Lights

The document discusses different lighting technologies used on aircraft, including incandescent, LED, electro-luminescent, fluorescent and strobe lights. It describes the various applications of aircraft lights in the flight compartment, passenger cabin, exterior and for servicing. The technologies are used for safety, operations, servicing and passenger convenience.

Uploaded by

Daffa Hauzaan
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
0% found this document useful (0 votes)
275 views19 pages

Aircraft Lights

The document discusses different lighting technologies used on aircraft, including incandescent, LED, electro-luminescent, fluorescent and strobe lights. It describes the various applications of aircraft lights in the flight compartment, passenger cabin, exterior and for servicing. The technologies are used for safety, operations, servicing and passenger convenience.

Uploaded by

Daffa Hauzaan
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
You are on page 1/ 19

Aircraft Lights

Lighting is installed on aircraft for a number of reasons including: safety, operational


needs, servicing and for the convenience of passengers. The applications of aircraft
lights can be broadly grouped into four areas: flight compartment (cockpit), passenger
cabin, exterior and servicing (cargo and equipment bays). There are many types of
lighting technologies used on aircraft. Lights are controlled by on/off switches, variable
resistors or by automatic control circuits. This chapter will review each of these lighting
technologies and the type of equipment used in specific aircraft applications.
1 Lighting technologies
Aircraft lighting is based on a number of technologies:
● incandescence
● light-emitting diode (LED)
● electro-luminescent
● fluorescence
● strobe.
Incandescence is the radiation of light from an electrical fi lament due to an increase
in its temperature. The filament is a small length of wire, e.g. tungsten, which resists
the flow of electrons when a voltage is applied, thereby heating the filament.
Tungsten can be drawn into a very thin wire filament and has a very high melting point
(3,659 K). The electron fl ow creates a voltage drop that heats the filament to a
temperature where radiation is emitted in the visible spectrum.
Electro-luminescence is a combined optical and electrical phenomenon that causes
visible light to be emitted. This can be achieved with electron flow through a semi-
conductor material, or by a strong electric fi eld applied across a phosphor material.
Electro-luminescence is the effect of recombining electrons and holes in a light-
emitting diode (LED) or phosphor material. The electrons are imparted with an
external energy source and release their own energy as photons; this is radiated as
light energy.
In the LED semiconductor, electrons and holes are separated by a doping process to
form the p-n junction. With the electro-luminescent phosphor display, electrons are
imparted with energy by the impact of high-energy electrons that are accelerated by a
strong electric field.
Fluorescent lamps are gas-discharge devices formed from a sealed tube of glass
that is coated on the inside with phosphor; the glass tube contains mercury vapour
mixed with an inert gas, e.g. argon or neon. The lamp uses a high voltage to energize
the mercury vapour; this results in an ionized gas where the electrons are separated
from the nucleus of their atoms creating plasma. The release of energy causes the
phosphor coating to fluoresce, i.e. it produces visible light. Fluorescent lamps require
a ballast resistor to regulate the flow of energy in the tube.
Strobe lights are formed from small diameter (typically 5mm) sealed quartz or glass
envelope/tube filled with xenon gas, see Fig.1. Power from the aircraft bus is converted
into a 400 V DC supply for the strobe.

Figure.1 Strobe/xenon gas tube schematic

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.

Figure.2 Strobe/xenon gas tube product

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.

Figure.3 Strobe/xenon gas tube circuit

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.

Figure.5 Transistor lighting control circuit


Figure.6 Transistor lighting control system

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

2.2 Master warning


An increasing number of systems are being designed into aircraft; this leads to more
warning lights and larger panels with an increased possibility of a warning light being
missed by the crew. This has led to centralized ‘ attention getters ’ , or master warning
and caution light panels, a typical arrangement is shown in Fig.8 . The lights are
located within pilot’s immediate view, typically on the glareshield. Master caution and
warning systems were developed to ease pilot workload, particularly on aircraft
designed for operation without a flight engineer. In addition to the attention getter, it
also directs the pilot towards the problem area concerned. The system annunciators
are usually arranged such that the cautions are in the same orientation as the main
system panels, e.g. the overhead panel.

Figure.8 Master warning and caution lights

A simplified master warning circuit is illustrated in Fig.9. In this example, switch


contacts 1 and 2 represent the individual warning signals from two different systems.
In the event of a failure or malfunction, closure of either switch causes its
corresponding warning light to illuminate together with the master warning (MW) light.
The master warning and caution light is cancelled by pressing the light caption, whilst
the crew react and investigate the reason for the warning. Typical panels could have
up to 50 individual warning lights, any one of which also illuminates the master warning
light. The individual lights could be located on an overhead or side panel.
Figure.9 Simplified master warning circuit

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

2.3 Emerging technology


Digital technology is replacing traditional wire bundles from the flight compartment to
the equipment bays. A digital processor on each warning and caution module replaces
lighted switches with the associated wire bundles. LEDs can now provide sufficient
brightness to replace incandescent lighting with 30% power reduction compared with
fluorescent lighting. The objectives are to accomplish weight, cost and reliability goals
while giving flight crews what they are used to seeing in older flight compartments,
including the tactile feel for push buttons and controls for lighting and dimming.

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.

3. Passenger cabin lights


Interior lighting installations for the passenger cabin vary depending on the size of
aircraft; this ranges from a small quantity of roof-mounted incandescent lamps,
through to integrated lighting concealed within the interior trim. These lights are
controlled from the flight attendants’ station. LED illumination is being specified on
business and passenger aircraft that have pre-programmed settings for specific flight
phases and time zones. The systems are automatically controlled to customize the
mixing of colours and lighting levels; this is intended to help passengers combat the
fatigue of long-distance travel.
Traditionally, each cabin light is controlled individually; this technology is being
replaced by a central control unit connected to all the lights in the cabin. Those lights
are linked via a data bus to their respective control units; each of the lights can be
programmed for different scenarios.
Implemented through software, the lighting in the cabin is a mixed array of colours.
LED technology offers higher reliability and reduced maintenance costs compared to
incandescent and fluorescent lights.
Cabin signs, e.g. ‘ return to seat ’ or ‘ no-smoking ’ , are normally activated by the flight
crew; on some aircraft the lights are armed by the crew and then activated
automatically. Passenger reading lights are controlled from individual seat controls.
Additional entry flood lights are provided in the door areas. Exit lights are located
adjacent to the emergency exits and are clearly visible, irrespective of whether the
door is open or closed. Floor path lighting is used to in emergency situations to
provide visual identification of escape routes along cabin aisle floor. These systems
have sufficient energy to enable passengers to identify aisle boundaries. The system
guides the passengers to designated emergency exits in accordance with the specific
certification requirements of the aircraft.
4. Exterior lights
An overview of the exterior lighting arrangement on a large passenger aircraft is
illustrated in Fig.11 . Exterior lighting is used for:
● logo illumination
● landing/taxiing
● wing illumination
● anti-collision/navigation.

Figure.11 Exterior lights (large transport aircraft)

4.1 Logo lights


Referring to Fig.12 , logo lights are used to illuminate the tail fin; this is primarily for
promotional purposes, i.e. for the airline to highlight their logo during night operations
at an airport. Apart from the advertising value at airports, they are often used for
additional awareness in busy airspace. Taxi lights (or runway turn off lights) are
sealed beam devices with 250 W filament lamps located on the nose, landing gear or
wing roots. They are sometimes combined with the landing light and used when
approaching or leaving the runway. Taxi lights improve visibility during ground
operations; they are directed at higher angle than landing lights. Runway turnoff lights,
in the wing roots, are normally only used at night on poorly lit runways. A typical fixed
landing and taxi light circuit is shown in Fig.13. On some aircraft types, taxi lights will
switch off automatically with gear retraction. It is common practice to have taxi lights
on whilst the aircraft is in motion as a warning to other aircraft and vehicles.
4.2 Landing lights
Landing lights are located on the wing tips, or on the front of the fuselage, usually at
fixed angles to illuminate the runway. They are sealed beam devices with 600–1000
W filament lamps; a parabolic reflector concentrates light into a directional beam. The
high current requirement is controlled via a relay.
Some landing light installations have a retractable assembly located on the underside
of the wing. This has a reversible motor and gear mechanism to drive the light out
against the airflow; a typical circuit is illustrated in Fig.14. The alternative location for
a landing light is in the wing leading edge; this has a transparent cover to provide
aerodynamic fairing. Inboard and outboard landing lights (Fig.15 ) provide extended
illumination of the landing area.
12.4.3 Wing illumination
Ice inspection lights ( Fig.15 ) are often installed to check ice formation on wing leading
edges and engine intakes. Typical lights are the sealed beam type with filament lamps
of 50–250 watts. They are recessed into the fuselage or engine nacelle with a preset
direction that illuminates a section of the wing that can be viewed from the flight
compartment.
4.4 Service lights
Service lights are provided throughout the aircraft as illustrated in Fig.16. These lights
are powered from the aircraft ground servicing bus. Examples include:
● cargo bays
● wheel wells
● equipment bays
● fuelling panels.
Wheel wells lights are normally only used during the turnaround at night during the
pre-flight inspection; they can also be used on to see the mechanical gear down-lock
indications at night
Figure.12 Exterior lights (turn off/logo)

Figure.13 Fixed landing light circuit


Figure.14 Retractable landing/taxi light circuit

Figure.15 Exterior lights (landing/wing)

4.5 Navigation lights


The primary external lights required for navigation purposes are the beacons and
anti-collision lights, see Fig.17 .
4.5.1 Navigation lights
The navigation (or position) lights are a legal requirement for night flying. Navigation
lights are normally based on fi lament lamps, providing steady illumination. They are
located at the extremes of the aircraft, see Fig.18, and provide an indication of the
aircraft’s direction and manoeuvres. Navigation lights are based on regulations that
defi ne the colour, location and beam divergence such that the aircraft is visible from
any viewing angle; these colours and divergence angles are:
● green, starboard wing, divergence of 110 degrees
● red, port wing, divergence of 110 degrees
● clear (white), tail, divergence of ±70 degrees either side of aircraft centreline (140
degrees total)

Figure.17 Exterior lights (beacons/strobes)


Figure.18 Navigation lights – angular coverage

Figure.19 Navigation light circuit

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 .

4.5.2 Anti-collision lights


Anti-collision lights often supplement navigation lights; these can be provided either
by a strobe light, rotating beacon or a combination of both, see Fig.22. Anti-collision
lights are also used as a warning that the engines are running or are about to be
started. They are typically not switched off until it is considered safe for ground
personnel to approach the aircraft. Strobe lights are typically located on the:
● vertical stabilizer
● wing tips

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

Figure.22 Anti-collision strobe lights


Figure.23 Rotating beacon (top of fin)

● tail/lower wing surfaces


● fuselage.
These anti-collision lights are controlled by a single switch, with a single protection
device. Anti-collision lights used in conjunction with the navigation lights enhance
situational awareness for pilots in nearby aircraft, especially during night-time or in
low-visibility conditions.
The rotating beacon comprises a filament lamp, reflector, motor and drive
mechanism that gives the effect of a light through a red filter that flashes 40–50 times
per second. A typical rotating beacon is illustrated in Fig..23 . They are located on tail
fins and the upper and lower fuselage (or tail boom on a helicopter).
Strobe lights are wing-tip and tail-fin mounted to supplement navigation lights. The
strobe light produces a high intensity white flash of 1 ms duration at approximately 70
flashes per minute through a white or red filter; these provide light that can be seen
from several miles. Many external lights are based on sealed beams. A sealed beam
combines an incandescent filament lamp and reflector into a single assembly. The
reflector concentrates the light from the lamp into a predetermined beam shape; the
assembly is fitted with a clear glass front cover that is permanently sealed to the
reflector and cannot be removed. The filament lamp is inserted through a hole in the
rear of the reflector and retained by a locking mechanism.

You might also like

pFad - Phonifier reborn

Pfad - The Proxy pFad of © 2024 Garber Painting. All rights reserved.

Note: This service is not intended for secure transactions such as banking, social media, email, or purchasing. Use at your own risk. We assume no liability whatsoever for broken pages.


Alternative Proxies:

Alternative Proxy

pFad Proxy

pFad v3 Proxy

pFad v4 Proxy