outboard longing ig ee ere Runwoy turnoff ond toni lights Red anticollision lights Top Bottom ~ overwing 0° emergency 4 egress lights Z LH ond RH Red navigation light Fig 10.1 Disposition of external lighting developments provided for the lights to flash in a controlled sequence, However, following the adoption of flashing anti-collision beacons the requirement for flashing navigation lights was discontinued and the requirement for steady lighting conditions re- introduced to become the order of the day once more. It is possible, however, that flashing navigation lights may still be observed on occasions; these are installed in some aircraft below a certain weight category, registered before current requirements became effec- tive and thereby permitted alternative lighting arrangements, ANTI-COLLISION LIGHTING Anti-collision lighting also fulfils a position marking function and, in conjunction with navigation lights siving steady lighting conditions, permits the position of an aircraft to be more readily determined. A lighting system may be of the type which emits a rotating beam of light, or of the strobe type from which short-duration flashes of high-intensity light are emitted. In some current types of aircraft both methods are used in combination, the strobe lighting forming what is termed “supplementary lighting”, Rotating Beam Lights, These lights or beacons as they are often called, consist of a filament lamp unit and a motor, which in some cases drives a reflector and in others the lamp unit itself; the drive trans- mission system is usually of the gear and pinion type and of a specific reduction ratio. All components are contained within a mounting enclosed by a red glass cover. The power required for beacon operation is normally 28-volts d.c., but a number of types are designed for operation from an a. supply, the motor fequiring 115 volts and the lamp unit 28 volts sup>- ied via a step-down transformer. The motor speed and gear drive ratios of beacons are such that the reflector or lamp unit, as the case may be, is operated to establish a beam of light which rotates at a con- stant frequency, Typical speeds are 40-45 rev/min Siving a frequency of 80-90 cycles per minute. There are several variations in the design of beacons, but the two types described here ‘usefully serve as exant ples of how the rotating reflector and rotating lamp Teahniguee are applied, ‘acon shown in Fig, 10.2 employs a V> fund Follector which is rotated at about 45 rev/min ¥ # die. motor, over and about the axis of « sealedbase of the transistor is zero, and no current flows through the collector to the emitter “E” or out to the lights. Movement of the wiper from contact position “A”’, causes a positive voltage to be applied to the base of the transistor, and a small amount of current flows from the collector, and through the emitter to the lights as a result of a reduction in resistance of the collector-emitter junction, Further movement of the wiper increases the positive voltage at the transistor base, and the resulting decrease in collector-emitter junction resistance increases the current flow to the lights and therefore, their intensity. Diagram (c) of Fig. 10.10, shows a method in which lighting intensity may be controlled by means of a variable transformer. This is commonly adopted in aircraft whose main power generating systems are ac. EMERGENCY LIGHTING An essential requirement concerning lighting is that adequate illumination of the cockpit and the various sections of the cabin, exits, escape hatches, chutes etc., must be provided under emergency conditions, e.g. a crash-landing at night. The illumination is nor- mally at a lower level than that provided by the stan- dard lighting systems, since the light units are directly powered from an emergency battery pack or direct from the aircraft battery in some cases. The batteries are normally of the nickel-cadmium type although in some aircraft silver-zinc batteries are employed. Under normal operating conditions of the aircraft, emergency battery packs are maintained in a fully- charged condition by a trickle charge from the air- craft’s main busbar system, Primary control of the lights is by means of a switch on a cockpit overhead panel.interior decor adopted for the t oan can a _ small numberof foots ated s mp fittings to a lar soem ea mn te ig concealed, pleasing and functional lighting effec he power supplies required are dc.or ac. as spp sate, and in all commercial passenger transpon ain afc the lights are controlled from panels at cabin attendant ‘stations. In addition to main cabin lighting are also provided for passenger service panels (eep. 182) and are required for the illumination of sential passenger information signs, e.g. “Fasten Sat Belts” and “Retum to Cabin”. The lights for these signs may be of the incandescent type or, in a umber of aircraft, of the electroluminescent type ied earlier. They are controlled by switches on cockpit overhead panel. Control of Lighting Intensity Certain internal lighting circuits must have a means of varying the light intensity and so they are pro- ‘ded with an intensity control system. The methods of control, and their application, depends largely on the extent of the lighting required, this in turn, being dependent on the type of aircraft. The funda- mental operating principles of each method are shown in Fig. 10.10. The most basic of dimming circuits is the one uiilizing a panel-mounted rheostat which is con- nected in series with the lights whose intensity is to be controlled (diagram (a)). Power from the d.c. busbar is fed to the theostat wiper which, at contact position “‘A” isolates the lights from the supply. ‘When moved to contact position “B”, the circuit is switched on but as current must flow through the ‘whole of the theostat resistance, the lights will be dimly luminated. As the wiper is moved towards contact position ““C” the resistance in the circuit becomes less and less and so the lighting intensity increases. At position “C” maximum current flows through the circuit to provide maximum lighting intensity. Diagram (b) illustrates a circuit development of the basie dheostat method and is one which is widely adopted in many aircraft since it permits the use of ies “bulky” cheostats, and control of an increased ‘umber of lights in any one circuit. The circuit uldizes an NPN transistor which functions a8 2 ‘controlled resistor unit. A rheostat is "quired to vary the voltage input to the transistor, but because a transistor requires only very low voltage levels over its conducting range, the rheostat can be smaller from the point of view of electrical charecteristics and physical dimensions. D.c. power is supplied to the rheostat and also to the collector “C” of the transistor. When the rheostat wiper is at contact position “A”, the voltage at the 28-V dc. ee ; md” petiaht (35 4h ea Bright (b) 28-V ac. Bright Fig 10.1 Control of lighting intensityFig 10.9 Pillar and bridge lighting already described. Two or four lamps are fitted toa bridge structure designed to fit over a variety of the standardized instrument cases. The bridge fitting is composed of two light alloy pressings secured to- gether by rivets and spacers, and carrying the requisite number of centre contact assemblies above which the lamp housings are mounted. Wiring arrangements pro- vide for two separate supplies to the lamps thus ‘ensuring that total loss of illumination cannot occur as a result of failure of one circuit. ‘These panels or “lightplates”, provide for the illumination of system nomenclature, switch positions etc, They are of plastic through which light from many very small incandescent bulbs is passed, The light can only be seen where appropriate characters have been etched through a painted surface of a panel. The bulbs are soldered in place and are not replaceable when installed. More than ‘one bulb provides illumination in each relevant area $0 that failure of a bulb will not impair illumination, FLOOD-LIGHTING Flood4ighting is used for the general illumination of instruments, control panels, pedestals, side consoles ‘and areas of cockpit floors, The lights usually take the form of incandescent lamp units and fluorescent tube units and depending on the type of aircraft, bo forms may be used in combination. ELECTROLUMINESCENT LIGHTING craft as passenger information signs and also, in so cases, for the illumination of instrument dials and selective positions of valves or switches. An el luminescent light consists of a thin laminate st in which a layer of phosphor is sandwiched b two electrodes, one of which is transparent. The | Tequires a.c. for its operation, and when this is to the electrodes the phosphor particles lun i.e. visible light is emitted through the transp electrode, The luminescent intensity depends on t voltage and frequency of the a.c, supply. The the phosphor layer which becomes “electrolus cent” when the current is applied is that acts sandwiched between the electrodes; the back electrode is shaped in the form of a! ora figure the pattern of light emitted through | transparent electrode is an image of the back elect PASSENGER CABIN LIGHTING ‘The extent to which Ui ts use, passenger cabin depends on the tee of cabin ana geenFig 10.3 Rotating lamp beacon Getermined and fixed angles. In other types of air- craft, the lights may be extended to preselected angles, and retracted, by an electric motor and gear mechanism, or by a linear actuator. Micro-type limit switches are incorporated in the motor circuit and are actuated at the extreme limits of travel to interrupt motor operation. A typical power rating for lights is 600 watts, and depending on the design the power supply required for operation may be either dic. or a.c. at 28 volts, the latter being derived from a 1 15-volts supply via a step-down transformer, In lights of the retractable type which require a.c, for their operation, the motor is driven directly from the 115-volts supply. The supplies to the light and motor are controlled by switches on the appropriate control panel in the cockpit. An example of a retractable type landing light is shown in Fig, 10.5 The circuit of an extending/retracting light system is shown in Fig. 10.6, It is drawn to indicate the retracted position, and so the “retract” and “extend” limit switches controlling the motor, are open and closed respectively. The supply circuit to the light itself is automatically interrupted when it is retracted. When the control switch is placed in the “extend Position, the 115volt supply passes through the corresponding fleld winding of the motor ui interrupted by the opening of the extend lim switch, The ret m ct limit switch clases soon Sy Starts extending the light, The switch in the Supply circuit to the light also closes but tIn addition to taxi lights some of the larger types of transport aircraft are equipped with lights which direct beams of light to the sides of the runway (see Fig. 10.1). These are known as runway turn-off lights their primary function being to illuminate the points along the runway at which an aircraft must turn to leave the runway after landing. ICE INSPECTION LIGHTS Ice inspection or wing-scan lights are fitted to most types of transport aircraft, to detect the formation of ice on the leading edges of wings and also at the air intakes of turbine engines, Lights are also of the sealed beam d.c. or a.c, type and with power ratings varying from 60 watts to 250 watts depending on the lighting intensity required for a particular aircraft type. They are recessed into the sides of the fuselage and are preset to direct beams of light at the required vs, In some aircraft having rear-mounted engines d into the trailing edge sections lights are also recesse of the wings Internal Lighting The internal lighting of aircraft can be broadly divideg into three categories: cockpit or operational lighting, passenger cabin lighting, and servicing lighting which includes galleys, toilet compartments, freight com- partments and equipment bays. COCKPIT LIGHTING The most important requirements for cockpit lighting are those necessary to ensure adequate illumination of all instruments, switches, controls, etc., and of the panels to which these items are fitted. Some of the Fig 10,7 ing 747 cockpit under night lighting conditions‘not illuminated until it is fully extended and the control switch placed in the “on” position. The power supply to the light is reduced from 115 to 15 volts by a step-down transformer. In some aircraft, a fixed-type landing light is located in the leading edge of each wing near the fuselage, and an extending/retracting type is located in the fairing of each outboard landing flap track. In lights located in flap track fairings, additional switches are included in the “retract” and “extend” circuits, The switches are actuated by a mechanica! coupling between the wing and flap track fairings. Thus, when the landing flaps are lowered, and the landing lights extended, the circuits of the motor will be signalled to adjust the positions of the lights so that their beams remain parallel to a known fore and aft datum regardless of flap positions. Taxi lights are also of the sealed beam type and are located in the fuselage nose section, in most cases on the nose landing gear assembly. The power rating of the lights is normally lower than that of landing lights (250 watts is typical) and the supply required is either d.c. or a.c. at 28 volts. In certain cases the function of a taxi light is combined with that of a landing light. For example, in the unit illustrated in Fig. 10.5, the light has two filaments, one rated at 600 watts and the other at 400 watts; both filaments provide the illumination for landing, while for taxi-ing only the 400 watt filament is used. Fig 10.5 Typical landing light Fig 10.0 Extending/retracting lighPower Utilization — Systems Lighting Lighting plays an important role in the operation of an aircraft and many of its systems, and in the main falls into two groups: external lighting and internal lighting, Some of the principal applications of lights within these groups are as follows: External Lighting @ The marking of an aircraft's position by means of navigation lights. (ii) Position marking by means of flashing lights. (ii) Forward illumination for landing and taxiing. (jv) Illumination of wings and engine air intakes to check for icing. (@) Illumination to permit evacuation of passengers after an emergency landing. Internal Lighting (vi) lumination of cockpit instruments and control panels. (vii) Ilumination of passenger cabins and passenger information signs. : (viii) Indication and warning of system operating conditions. EXTERNAL LIGHTING The plan view of external lighting given in Fig. 10.1 is based on the Boeing 747 and, although not all the lights shown would be standard on all other types of Aircraft, it serves to illustrate the disposition of exter- nal lights generally. Tee eee teristics of navigation id racteris 1 lights ae agroed on an international basis and are set out in the statutory Rules of the Air and Orders for Air Navigation and Air Traffic Control regulations. Briefly, these requirements are that every aircraft in flight or moving on the ground during the hours of darkness shall display: (@) A green light at or near the starboard wing tip, visible in the horizontal plane from a point directly ahead through an arc of 110 degrees to starboard. (b) A red light at or near the port wing tip, with a similar arc of visibility to port. (©) A white light visible from the rear of the aircraft in the horizontal plane through an arc of 140 dogrees. The conventional location of this light isin the aircraft’s tail, but in certain cases, notably such aircraft as the Douglas DC-10 and Lockheed 1011 “Tristar”, white lights are mounted in the trailing edge sections of each wing tip. The above angular settings are indicated in Fig. 10.1. The construction of the light fittings themselves varies in order to meet the installation requirements for different types of aircraft. In general, however, they consist of a filament type lamp, appropriate fitting and transparent coloured screen or cap. The screen is specially shaped and, together with the ‘method of arranging the filament of the lamp, a sharp cut-off of light at the required angle of visibility is obtained. The electrical power required for the lights is normally 28 volts dc. but in several current types craft, the lights are supplied with 28 . via a step-down transformer. The operation gation lights, and their circuit arrangements, are factors which are dictated primarily by the regula tions established for the Might operation of the types of aircraft concerned. Originally lights were required to give steady lighting conditions, but in order to im- prove the position marking function, subsequent