BASIC CHARACTERISTIC OF LIGHT

Frequency and Bandwidth:

 Infrared light covers a fairly wide range
of wavelengths and is generally used for
all fibre optic communications.
 Visible light is normally used for very
short range transmissions using plastic
fibre.
 BASIC CHARACTERISTIC OF LIGHT
Frequency and Bandwidth (cont’d):
 Bandwidth:
• Is the amount of information that can be transmitted at one time.

The Electromagnetic Spectrum, with wavelengths measured in Angstrom ( m)

 BASIC CHARACTERISTIC OF LIGHT
Light Transmission:
 Deals with the transmission of light energy through transparent fibres.
 The capability to guide light depends on:
• The nature of the light, and
• The structure of the medium.
Note:
A light wave is a form of energy that is moved by wave motion.
Propagation of Light:
 James Maxwell:
• Light is simply a component of the electromagnetic spectrum.
 However, in early 1900s, the interaction of light with semiconductor
materials, called the photoelectric effect, could not be explained with
electromagnetic-wave theory.
 The advent of quantum physics successfully explained the photoelectric
effect in terms of fundamental particles of energy called quanta.
 Quanta are known as photons when referring to light energy.
 However, Light behaves as a continuum – an electromagnetic wave.
 BASIC CHARACTERISTIC OF LIGHT

Propagation of Light (cont’d):

 Light Rays and Wavefronts from a nearby source:
 BASIC CHARACTERISTIC OF LIGHT
Properties of Light:
 When light waves, which travel in straight lines, encounter
any substance, they are either:
• reflected,
• absorbed,
• transmitted, or
• refracted.

 Substances that transmit almost all the light waves falling

upon them are said to be transparent.
 BASIC CHARACTERISTIC OF LIGHT
Substances:
A. Transparent,
B. Translucent, and
C. Opaque.

Note:
No substance completely transmits, reflects, or absorbs all the
light rays that reach its surface.
 BASIC CHARACTERISTIC OF LIGHT
Reflection of Light:
 Reflected waves are those waves that are neither transmitted
nor absorbed. But are reflected from the surface of the
medium they encounter.
 When a wave approaches a reflecting surface, such as a mirror:
• the wave that strikes the surface is called the incident wave, and
• The wave that bounces back is called the reflected wave.
• An imaginary line perpendicular to the point at which the incident wave
strikes the reflecting surface is called the normal, or the perpendicular.
• The angle between the incident wave and the normal is called the angle
of incident.
• The angle between the reflected wave and the normal is called the angle
of reflection.
 BASIC CHARACTERISTIC OF LIGHT
Reflection of a Wave:
 Law of Reflection:
• The angle of incidence is equal to
the angle of reflection.
 The amount of incident-wave
energy that is reflected from a
surface depends on the nature
of the surface and the angle at
which the wave strikes the
surface.
 The amount of wave energy
reflected increases as the
angle of incidence increases.
 BASIC CHARACTERISTIC OF LIGHT

Reflection of a Wave (cont’d):

 The reflection of energy is the greatest when the
wave is nearly parallel to the reflecting surface.
 When the incidence wave is perpendicular to the
surface, more of the energy is transmitted into the
substance and reflection of energy is as its least.
 At any incident angle, a mirror reflects almost all
of the wave energy, while a dull, black surface
reflects very little.
 BASIC CHARACTERISTIC OF LIGHT
Diffusion of Light:
 When light is reflected from a mirror, the angle of reflection equals the
angle of incidence.
 When light is reflected from a piece of plain white paper; the reflected
beam is scattered, or diffused because the surface of paper is not smooth.

Absorption of Light:
 If the light beam falls onto a piece of black paper, the black absorbs most
of the light rays and very little light is reflected from the paper.
 BASIC CHARACTERISTIC OF LIGHT
Light Reflection and Refraction at a glass-air boundary:
 The following figure shows what happens to the light ray when it
encounters the interface between glass and air.

• The index of refraction for glass (n1) is 1.50

• The index of refraction for air (n2) is almost 1.00
 BASIC CHARACTERISTIC OF LIGHT
Light Reflection and Refraction at a glass-air boundary (cont’d):
• Since n1 is greater than n2, the angle of refraction (θ2) will be greater
than the angle of incidence (θ1).
• Snell’s Law:
n1 x sin θ1 = n2 x sin θ2
• The Total Internal Reflection:
- As the angle of incidence (θ1) becomes larger, the angle of refraction (θ2)
approaches 90. At this point, no refraction is possible. The light ray is
totally reflected back into the glass medium.
• The Critical Angle of Incidence (θC) :
- is the angle at which total reflection occurs.
• At any θ1 grater than the critical angle, light is totally reflected back into
the glass medium. The critical angle of incidence is determined by
using Snell’s Law. The critical angle is:
sin θC = n2/n1
 BASIC CHARACTERISTIC OF LIGHT
The Critical Angle of Incidence (θC):
 Light and Radiometry
 The C.I.E Lumens and Candelas:
• Radiometry is the measurement of radiant energy at all wavelengths
(visible and invisible)
• Photometry is the measurement of apparent brightness to the
human eye.
• The human eye:
- Range of light wavelengths from 380 nm to 740 nm.

nm

visible light spectrum

 Light and Radiometry
The C.I.E Lumens and Candelas (cont’d):
 The Commission Internationale de I’ Eclairage (CIE) standars for light:
• The CIE standard for primary colours (used until 1930s):
Colour Name Wavelength (nm)
Red 700
Green 546.1
Blue 435.8
wavelengths of coloured light (in 1930s)
• These standards and definitions have been controversial.

 Other standards:
• The human eye response:
- peaks at green 555nm, is yellow, falls off
sharply towards blue at 400nm, and also
towards red at 700nm.

visible light – response of the human eye

 UNITS of LIGHT INTENSITY
 CANDLEPOWER:
One candlepower (or candle) is the radiating of a light with the intensity of
one candle:
• Is considered obsolute and replace with candela in 1948.
• One candlepower = 0.981 candela.

 CANDELA:
• Is the standard unit for measuring the intensity of light.
• Is defined to be the luminous intensity of a light source producing single frequency
light at a frequency of 540 terahertz (THz) with a power of 1/6283 watt per steradian,
or 18,3988 milliwatts over a complete sphere centered at the light source.

 LUMENS:
• Is the standard unit for measuring the flux of a light being produce by a light source.
• One lumen represent the total flux of light emitted, equals to the intensity in
candelas multiplied by the solid angle in steradiants (1/4 pi of sphere) into which the
light is emitted.
 EXTERIOR LIGHTING
 INCLUDES:
• Position light,
• Landing light,
• Taxi light,
• Anti-collision light, and
• Wing inspetion light

 FUNCTIONS:
• Illuminating the runway and taxiway,
• Illuminating the wing leading edges and engine air intakes,
• Indicating the aircraft position and direction,
• Reducing collision risk in flight and on ground.
 EXTERIOR LIGHTING
 Installed on the outer side of the aeroplane:
• Make the aeroplane more easily seen.
• Some of the lights supply lighting to the areas around the aeroplane, and some
supply lighting to the external surface of the aeroplane.

 All are controlled by switches.

• Usually along the lower edge of the pilot’s overhead panel.

 Supplied with:
• Wing Scanning Lights
• Landing Lights
• Runway Turnoff Lights
• Nose-Gear Taxi Light
• Steady Position (Navigation) Lights
• Strobe-Position (Navigation) Lights
• Anti-Collision Lights
• Logo Lights (on some airplane)
 EXTERIOR LIGHTING
 REQUIREMENTS:
• Provided to comply with the rules of the Air and Air Traffic Control Regulations
contained in FAR/CASR/CS – 25, detailed in the respective section.
 EXTERIOR LIGHTING
EXTERNAL LIGHT ARRANGEMENT:

EXAMPLE EXTERNAL LIGHT ARRANGEMENT ON BOENG 737

 EXTERIOR LIGHTING
EXTERNAL LIGHT CONTROL SWITCHES:
 EXTERIOR LIGHTING
EXTERIOR LIGHTS of a COMMERCIAL AIRPLANE.
 EXTERIOR LIGHTING
LANDING LIGHTS:
 Bright white lights are usually fitted for enhanced visibility during landing approach.
 Also be used to illuminate the runway at poorly lit airports.
 Required for night landing but also commonly used during the day.
 May be located in the wing root, in the outboard wing, or somewhere along the
forward fuselage. Some aircraft are equipped with multiple sets of landing lights in
more than one of these locations. (example, Boeing 737, has inboard landing lights
located in the wing root as well as outboard landing lights in the outboard flap fairings.
 Power:
• Supplied from 115 volt AC through step-down transformers. The step-down transformers
provide an output of 28 volts AC for the operation of the lights.
 Requirements:
• No objectionable glare is visible to the pilot,
• The pilot is not adversely affeted by halation (the spreading of light beyond its proper
boundaries), and
• It provides enough light for night landing.
• There must be a separate switch for each light (except when the lights of multiple light
installation at one location.
• There must be a means to indicate to the pilots when the landing lights are extended.
 EXTERIOR LIGHTING
RUNWAY TURN-OFF
LIGHTS:
Bright white lamps usually
located in the leading edge
of the wing root.
Intended to provide side
and forward lighting during
taxi and when turning off
the runway.
Can also be used in flight if
greater visibility is required.
The lamps shine outward
approximately 30 degrees,
and have a beam width of
50 degrees.
Power:
• Supplied from the 28 volt
AC buses.
 EXTERIOR LIGHTING
WING SCANNING LIGHTS:
• Supply lighting to the leading edge of the wing.
• Installed on each side of the fuselage in a location that is forward of each wing.

TAXI LIGHTS:
• Bright white lamps located on the nose landing gear strut.
• Is turned on whenever the aircraft is in motion on the ground for greater
visibility during taxi, takeoff, and landing.
• Supplies lighting to the area in the direction the nose wheels are pointed.
• Generally of the sealed beam type, installed on the nose gear strut and turns
with the nose wheels.
• Power rating:
• Normally lower than that of the landing lamps, 250 Watt being typical.
• Supply required is either DC or AC.
• In some designs, a taxiing lamp is combined with that of a landing lamp, the
lamp unit then consisting of two filaments, one of 600 W and the other of 400
W.
 EXTERIOR LIGHTING
Fixed Lights installed at Nose L/G:
 EXTERIOR LIGHTING
Retractable Landing Light:
 EXTERIOR LIGHTING
Retractable Landing Light (cont’d):
• Electric diagram.
 EXTERIOR LIGHTING

WING LIGHTS:
• Future lights along the root of the wing leading edge that can be used to illukinate the
wing and engine pylons in flight.
• May be used to make the plane more vicible during takeoff and landing or to inspect the
wingd for damage in flight.
• Pilots can also use to inspect the wings and slats for any ice accretion when flying
through clouds.

LOGO LIGHTS:
• These steady white lights are not required but are common on most commercial
aircraftto illuminate the company’s logo.
• Usually located on the surface of or at the tips of the horizontal stabilizer.
• The bright lights help to make the plane more visible.

WHEEL WELL LIGHTS:

• Are additional lights equiped on some planes located in the nose and main gear wheel
wells.
• Are provided primarily to assist ground personnel in marking pre-flight inspections of a
plane at night.
 EXTERIOR LIGHTING
POSITION LIGHTS:
• Are required on any aircraft certified for night flight.
• Are used to indicate the position of an aircraft during night operations.
• Often referred to as navigation lights, due to pilots can identify the position of
another aircraft from its position lights.
• Originally, were required to emit a steady light, but in order to improve the
attention attracting function, subsequent legislation required the lights to flash in
a controlled sequence. However, following the introduction of flashing anti-
collision beacons the requirement for flashing navigation was discontinued, and
the steady lighting requirement was re-introduced.
Some aircraft which are below a certain weight criterion and registered before
current regulations became effective, to be still equipped with flashing navigation
lights.
• In commercial aircraft, a dual system gives the possibility to select the second
system if one bulb has failed.
• Must be located on each wing tip and the tail of the aircraft:
 the right wing tip must have a green coloured light,
 The left wing tip must has a red coloured light, and
 The tail must have a white light.
 EXTERIOR LIGHTING
POSITION LIGHTS (cont’d):
• POSITION LIGHTS CIRCUIT
 EXTERIOR LIGHTING
WHITE STEADY POSITION LIGHTS (cont’d):
• Show the direction and altitude of the aeroplane.
• A 28 volt white light on each wingtip points aft the red / green light.
• Provide a horizontal beam parallel with the centreline of the aeroplane to 140
degrees outboard with 180-degree vertical coverage.
• Each tail light assembly is installed in a short boom on the wingtip trailing edge.

Position Light Location

 EXTERIOR LIGHTING
RED and GREEN STEADY POSITION LIGHTS:
• The wingtip coloured lights provide horizontzl beam parallel
with the centreline of the aeroplane to 110 degrees
outboard with 180-degree vertical coverage.
• The light assembly is installed on a mounting bracket within
the window housing on the wingtip assembly.
• Wing tip Position Light assemblies:
 EXTERIOR LIGHTING
REQUIREMENTS:
• Every aircraft in flight or moving on the ground during the hours of
darkness shall display:
 A green light at or near the starboard wingtip, visible in the horizontal
plane from a point directly ahead through an arc of 1100 to starboard
(dihedral angle R of the following figure)
 A red light at or near the port wingtip, with an arc of visibility to port
similar to that described above (dihedral angle L of the following
figure).
 White light visible from the rear of the aircraft in the horizontal plane
through an arc of 1400. the conventional of this light is on the tail of
the aircraft, but in some cases, notably such aircraft as the wide
bodied types, a white light meeting the specification is mounted on
the trailing edge section of each wingtip (dihedral angle A of the
following figure)
 EXTERIOR LIGHTING
Position Light Dihedral Angles:
 EXTERIOR LIGHTING

Each position light intensity must equal or exceed the

applicable values in the following table:

Position light dihedral angles and intensities

 EXTERIOR LIGHTING
Position Lights Boeing 737:
 EXTERIOR LIGHTING
Position Lights Dual System
• Electric circuit:
 EXTERIOR LIGHTING

Position Lights Dual System (con’t)

• Installation:
 EXTERIOR LIGHTING
Strobe Position Lights:
• Installed on each wingtip and on the fuselage tail cone.
• Is a white lights flash approximately 60 times each minute to show the
location of the aircraft.
• Electric power: - 115 volts AC.
• Controlled with a switch on the pilot’s overhead panel. (the name of this
switch is POSITION, in some other aircraft the name of the switch is
STROBE):
 In the STROBE AND STEADY (or ON) position, the lights are on.
 In the OFF position, the lighhts are off.
 In the STEADY position, the lights are off.
• On aircraft with an “auto” position on the lighting switch; in AUTO
position the lights are controlled by the ground sensing relay:
 The lights come on automatically when the aircraft is in the air.
 The lights go off automatically when the aircraft is on the ground.
 In the OFF position, the lights are off.
 EXTERIOR LIGHTING
Strobe Position lights on the Boeing 737:
 EXTERIOR LIGHTING
Anti-Collision Light:
• Are two types:
 Rotating beacon either on top of the vertical stabilizer or on top
or bottom of the fuselage (older aircraft).
 Flashing strobe light.
• Rotating Beacon Type:
 The drive transmission system is usually of the gear and pinion
type and has a specific reduction ratio.
 All components are contained within a mounting enclosed b a red
glass cover.
 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 constant frequency. (typical
speeds are 40-45 rev/min giving a flash frequency of 80-90 Hz/min.
 EXTERIOR LIGHTING
Anti-Collision Light (cont’d)
• Rotating reflector and rotating lamp techniques:

Rotating beacon assemblies

 EXTERIOR LIGHTING
ROTATING BEACON ASSEMBLIES:
• The rotating beacon system typically contained a stationary light bulb and a
rotating reflector covered by a red glass lens.
 EXTERIOR LIGHTING
ROTATING BEACON CIRCUIT:
 EXTERIOR LIGHTING
STROBE LIGHTING:
• Has an extremely gright flash produced by a Xenon tube which
requires approximately 400 volts.
• The high voltage is produced by the strobe power supply which
uses a capacitor charging system to achive this high voltage.
• Modern aircraft are required to have 3 strobe lights. One on
each wing and one at the tail.
• Coordinated flashing of the strobe lights and the anti-collision
lights is controlled by a synchronisation connection between
the power supply units.

WARNING: The voltage to the xenon flash tube assembly is

dangerous.
 EXTERIOR LIGHTING
Flashing Strobe Light:
• Strobe high intensity lighting can be dangerous to servicing personnel, as
the energy storage capacitors are charged to voltages whivh can be
lethal. Therefore, a minimum of two minutes should be allowed for the
capacitors to discharge after the circuit has been de0energised.
• In addition, it should be borne in mind that damage to the eyes may
result from looking directly into high intensity light.
 EXTERIOR LIGHTING
Strobe Light System:
• Installation:
 Depending on the size of the aircraft, strobe lighting may be installed in the wing tips to
supplement the coventional red beacons, or may be in combination as a complete strobe
type anti-collision high-intensity lighting system controlled in a flasing sequence by
controllers and flasher timing unit.
• Principle of operation and power:
 This type of lighting system is based on the principle of a capacitor-discharge flash tube.
The light unit takes the form of a quartz or glass tube filled with xenon gas which is
connected to a power supply unit made up essentially of a capacitor, and whivh converts
an input power of either 28 V DC or 115 V AC into a high DC output, usually around 450 V.
 The capacitor is charged to that voltage and periodically discharged between two
electrodes in the xenon-filled tube, the energy producing high-intensity flash of light
having a characterictics blue-white colour.

Red flashing anti-collision lights:

• Installation:
 are mounted on the top and the bottom of large aeroplane fuselages aft of the wing
leading edge, or a single beacon is mounted on top of the vertical stabilizer of light
aeroplanes.
• A switch in the cockpit is provided to control the ANTI COLLISION light.
 EXTERIOR LIGHTING

Strobe Light System (cont’d):

 EXTERIOR LIGHTING
Flashing Beacon Light:
 EXTERIOR LIGHTING
Upper Anti-Collision Light:
• Is mounted through a cut-out in the top of the fuselage. The installation
consists of three basic components.
• The light assembly consists of a xenon flashtube (lamp) encircling a
parabolic reflector. The reflector directs the light beam horizontally.
The reflector and lamp are mounted to a transistorized unit containing a
timing circuit and a power supply.
• The timing circuit controls the flash rate at approximately one flash per
second.
• The light assembly is removed from the inside of the aircraftfor relamping
or replacement by lowering a ceiling panel, loosening four retaining nuts,
pulling the light assembly and disconnecting the electrical wiring.
• Electric power:
• From the 115 V AC bus through the UPPER ANTI-COLLISION circuit breaker.
 EXTERIOR LIGHTING
Lower Anti-Collision Light:
• The installation is similar to the upper light. The light is mounted
through a cut-out in the bottom of the fuselage.
• A pan inside the fuselage provides a receiving area for the light assembly
and fuel vapour isolation.
• Electric power:
 115 V CA bus through the LOWER ANTICOLLISION circuit breaker.

Upper and Lower Anticollision Lights

 INTERNAL LIGHTING
Two basic categories if internal lights:
• Incandescent, and
• Fluorescent lights
Variety of Interior Lights:
• Instrument lights,
• Overhead lights,
• Step lights, and
• Reading lights.
Flight compartment lighting includes:
• General lighting of the flight compartment, and
• Special lighting of the control panels, instruments, and controls.
Flight compartment lights mostly use 28 volts AC.
The fluorescent background lights use 115 volts AC.
 INTERNAL LIGHTING

General overview of different types and locations of internal lights:

• Passenger compartment lighting:
 Is supplied with white incandescent lights and white fluorescent lights.
• General lighting:
 Is usually supplied with ceiling and sidewall lights.
• Galley lights, lavatory lights, and entry lights supply lighting to those specific areas.
• Threshold lights supply lighting fot the areas in front of the doors.
• The usual operation of emergency lights is with a switch on the overhead panel.
• Each passenger service unit has reading lights.
• Signs give information to the passengers.
• Cargo and service compartment lighting is supplied with dome and flood lights. All cargo and
service compartment lights use 28 volts AC.
• Where it is necessary, special dome and flood lights are installed which will not cause an
explosion.
• Switch controls are either multiple or single for each lighting area.
• The equipment rack and forward lower service compartment lights, air conditioning
compartment lights, and aft accessory compartment lights are controlled by switches in the
compartments.
• The forward and aft cargo compartment lights have switches adjacent to the access door.
• The wheel well lights can be controlled on the forward overhead panel and independently in
their areas.
 INTERNAL LIGHTING

Incandescent Lights:
• Use a small coil of wire, called a filament, which glows in a white light when current
flows through it.
• Lights can operate in a bright or dimmed position using a solid-state circuit to
control the current to the lamps. A potentiometer is used to control the input signal
to the transistor, thus controlling the current to the light.

Electro Luminescent (EL) Light:

• Is a another type of interior lighting system and has recently been introduced to
aircraft instrument panels, signs and emergency exit or escape path markings.
• The EL panel contains a fluorescent paste sandwiched between two layers of plastic.
• The paste glows when an AC voltage is applied to the panel. The light glows through
the unpainted areas of the plastis, typically displaying the needed letters and/or
numbers.
• EL panels operate only with alternating current, thus most light aircraft with EL
systems use a static inverter specifically designed for the panel.
 INTERNAL LIGHTING
Fluorescent Lights:
• Are made of glass tube filled with rare gases and mercury vapour which glows
when a high AC voltage is applied to heated electrodes at each end.
• The free electron strike the atoms of mercury vapour in the tube and this
produces an ultraviolet light.
• The invisible ultraviolet light strikes a phosphorous coating on the inside of the
tube and it glows in a white light. The conversion of one kind of light to
another is known as fluorescence.
• Fluorescent lamps are much more
efficient than incandescent lamps,
however they required the use of
ballast-transformers and AC voltage.
Therefore, fluorescent lamps are found
only on large commercial aircraft.
• Fluorescent lamps can operate in a
bright or dimmed position. The
fluorescent tube is in the dim position
when a reduced voltage is applied to
the ballast-transformer.
 INTERNAL LIGHTING
Electric Circuit for Fluorescent Light

Fluorescent Armature
 INTERNAL LIGHTING
Flightdeck Lighting:
• Enables the crew to easily see all equipment details, inscriptions and indications,
whatever the level of darkness.
• Especially used at night.
• Comprises:
 Dome lights and lighting strips,
 Map holder lighting,
 Console and floor lighting,
 Centre instrument and standby compass lighting,
 Reading lights and centre pedestal lighting,
 Outlet plugs and coat stowage lighting.
Dome Lights:
• Provide a shadow less general Flihtdeck lighting.
• Usually, the electrical power is supllied from the 28 volts DC battery bus.
• The operation is controlled with a three position (DIM-OFF-ON) toggle switch on the
overhead panel.
• A resistor supplies the voltage drop to make the lamp go dim.
 INTERNAL LIGHTING
Map Holder Lighting:
• Provide at the Captain and First Officer stations.
• Each map light is controlled independently.
• The lights electrical power is supplied from the 28 volts AC bus.
Console and Floor Lighting:
• Briefcase stowage, side console, and floor lighting is provided at the Captain and First
Officer stations.
Centre Instrument and Standby Compass:
• The centre instrument panel is illuminated by a set of lights located below the
glareshield.
• The standby compass is provided with integral lighting.
• The elecrical ower is supplied from the 28 volts AC bus.
Reading Lights and Pedestal:
• Individual reading lights are provided at the Captain and First Officer stations.
• Located in the middle of the overhead panel, a flood light provides illumination of the
centre pedestal.
 INTERNAL LIGHTING
Instrument and Panel Integral Lighting:
• All instruments installed in the Fightdeck other than the cathode ray tubes are
integrally lit.
• The light, illuminating the instruments, are equipped with a dimming control.
• The instrument and panel integral lighting is achieved in different ways:
 By miniature lights,
 By Light Emitting Diodes (LEDs), or
 By Electro Luminescence (EL).

Storm Lights:
• These extremely bright lights are sometimes fitted in the flight deck and serve a dual
purpose.
• Are switched on during a storm. They rise the ambient light level and cause the iris in
the eye to reduce the amount of light entering the eye, thus reducing the chance that a
pilot may be temporarily blinded by an extremely bright lightning strike.
• Are also used on long flights to trick the body into thinking that it is daytime, and time
to be awake.
Annunciator Light Test and Dimming:
• The integrity of all annunciator lights can be tested and their intensity can be dimmed.
 INTERNAL LIGHTING
Flightdeck Illumination:
 INTERNAL LIGHTING

Flightdeck Observer’s station Illumination:

 INTERNAL LIGHTING
Instruments, Switches and Controls.
Types of lighting:
• Integral lighting, in which the light source is contained within the
instrument.
• Pillar and Bridge lighting, in which a number of lughts are positioned on
an instrument panel to illuminate small adjacent areas, and to
providethe dial lighting of individual instruments.
• Trans-illuminated panels, which are used to allow engraved marks on
various controls, notices and instructions to be read under night
conditions.
• Flood-lighting, whereby lamps are positioned around the flight deck so
as to illuminate an entire instrument panel or general area.
• Electro-luminescent lighting for control-position indicators and
passenger information signs.
 INTERNAL LIGHTING

Lighting of Aircraft Flight-Decks:

• Consideration to be taken when choosing colour of lighting:
 At brightness level, the advantages of white light were very significant.
 Advantages of white light to red:
White light is superior to red for the following reasons:
 The amount of electrical power required is reduced , which absorb about 80% of the light,
are eliminated.
 Heat dissipation problems are reduced.
 White lighting permits colour coding of displays, use of red warning flags and other similar
indications.
 Contrasts between instrument displays and readability are improved.
 Eye fatigue is reduced.
 Better ilumination is provided in thunderstorm conditions.
 Disadvantages of white light:
 The disadvantages are so outweighed by the advantages that white lighting has become
standard for instrument and panel lighting and is used in many aircraft currently in service.
 INTERNAL LIGHTING

Instrument Lighting:
 INTERNAL LIGHTING
Integral Lighting for Instruments:
Wedge Type Lighting:
• Light is introduced into inner wedge (A) from lamps set
into recesses in its wide end.
• A certain amount of light passes directly through the
wedge and on to the face of the dial while the
remainder is reflected back into the wedge from the
polished surfaces.
• The angle at which the light rays strike the wedge
surfaces governs the amount of light reflected back; the
lower the angle, the more the light is reflected back.
Wedge Type Lighting
Another form:
• Has “festoons” of micro-miniature lamps mounted in clusters around the inside
of the instrument casing, which can have a significant lamp mortality without
unduly reducing the satisfactory level of illumination and the need for
instrument removal for lamp replacement.
 INTERNAL LIGHTING
Pillar Lighting:
• Used to provide illumination for individual instruments and
aperture
controls.
• Consist of a miniature centre contact filament lamp
(common known as a pea lamp) inside a housing, which is a
push fit into the body of the assembly.
• Light is distributed through a filter and an aperture in the
lamp housing. The single shape of the aperture distributes a
sector of light which extends downwards over an arc of
approximately 90 degrees to a depth slightly less than 50
mm (2 in) from the mounting point.

Bridge Lighting:
• Is a multi-lamp development of the individual pillar lamp.
• Two or four housings are fitted to a bridge structure
designed to fit over a variety of standardised instrument
cases. The bridge fitting is made of two light alloy pressings
fixed together by rivets and spacers, and carrying the
requisite number of centre contact assemblies above which
the lamp housing are mounted.
 INTERNAL LIGHTING
Trans-illuminated Panels:
• Are designed to suit the relevant metal panel on which instruments or controls are
mounted and are formed from clear sheet acrylic plastic, faced on the upper and lower
surfaces by a thin sheet of translucent white plastics and faced again by a sheet of black
or grey plastics. The layers are then bonded together to form the panel.
• When necessary, numerals and inscriptions are then engraved through the outer layer to
the white layer.
• Where components are required to be illuminated, facets are cut and angled in the
surface surrounding the component.
• The light transmitted by the panel clear core, originates at lamps suitably positioned in
the panel.
• Direct emission of light is prevented by caps fitted to the lamp holders.
• The overall effect is to provide a clear white engraving legible during the day and
illuminated by lighht conducted through the panel during darkness.
• Printed circuit trans-illuminated panels use a double-faced copper laminate applied to
the rear of the layered plastics panel, the lamp holders being a part of the plastic panel.
• Power supplies to the circuit board are introduced by a captive connector fixing screw
which locates in a connector mounted on the metal panel back plate.
• The trans-illuminated panels are held in position by the captive connector fixing screw
and captive fixing screws,
 INTERNAL LIGHTING

Trans-illuminated Panels (cont’d):

 INTERNAL LIGHTING
Flood Lighting:
• Is normally used for the general illumination of instruments, control panels, pedestals,
side consoles and areas of the flight deck flooring.
• Usually take the form of incandescent lamp or fluorescent tube units, and, depending
on the size and type of aircraft, both forms may be used in combination.

Electro-Luminescent lighting:
• Is employed in a number of aircraft for the illumination of passenger information signs
and may also be used for the illumination of instrument dials and selective position
marking of control valves and switches.
• Consists of a thin laminate structure in which a layer of phosphor is sandwiched
between two electrodes, one of which is transparent.
• Requires an AC power supply for its operation, and when is applied to the electrodes
the phosphor particles become luminescent, visible light is emitted through the
transparent electrode.
• The intensity is propotional to the voltage and frequency of the AC supply.
• The area of the phosphorize light is actually between the elctrodes; consequently, if
the back, non-transparent electrode is so shapped to form a letter or figure, the
pattern of the emitted light through the transparent electrode will be an image of that
back electrode.
 INTERNAL LIGHTING
Dimmer Circuit:
 INTERNAL LIGHTING
Cabin Lighting:
• Used in a passenger compartment and is dependent to some extent upon the size,
but largly on the decor used for that aircraft, and can vary from a small number of
roof mounted incandescent lamp fittings to a large number of fuorescent fittimgs
located in the ceiling and hat racks so as to combine concealed, pleasinf, and
functional lighting effects.
• Each fuorescent tube fitting requires a ballast unit to provide the mementary high
voltage which enables the tube to strike and become fully illuminating.
• The lights are controlled from panels at the cabin attendant’s stations.
• In addition to the passenger compartment general lighting, lights are also provided at
passenger service units and for the illumination of essential passenger information
signs, such as “Fasten Seat Belts/No Smoking” and “Return to Cabin”.
• The lights for these signs may be of the incandencent type or of the electro-
luminescent type.
• Lights for essential passenger information are usually controlled from the flight deck.
• Passenger compartments lighting provides illukination of the entire passenger cabin.
Also provides area lighting for entry-ways, attendants work areas, lavatories, and
galleys. Also provides passenger information signs, reading, and attendant call lights.
 INTERNAL LIGHTING
Cabin Lighting:
 INTERNAL LIGHTING

The passenger compartment lighting is devided

into seven sections as follows:
• Passenger Cabin illumination,
• Window Reveal (Sidewall) lights,
• Reading Lights,
• Passenger Signs,
• Lavatory Lights,
• Galley Lights, and
• Passenger Loading Lights.
 INTERNAL LIGHTING

Passenger Cabin Illumination:

• Is provided by fuorescent lighhts installed in the ceiling and
sidewall panels throughout the passenger cabin.
• Incandescent light installed in the ceiling panels provide
subdued lighting.
Window Reveal (Sidewall) Lights:
• Give general lighting to the passenger compartment from
each side:
 Some aircraft have in the sidewall: behind the sculptured panel
immediately above a window.
 Some aircraft have above the sidewall: in the airconditioning extrussion
outboard of the passenger service unit (PSU)
 Electrical power: 115 volts AC.
 Are controlled with a switch on the attendant’s panel.
 INTERNAL LIGHTING
Reading Lights:
• Are in groups of two or three.
• Installed in the passenger service units (PSUs) and attendant service
units (ASUs).
• Switches are located adjacent to the respective reading light on PSUs
and ASUs.

Passenger Service Unit (PSU)

 INTERNAL LIGHTING
Passenger Signs:
• Are installed throughout the passenger cabin in the passenger service units
(PSUs), lavatories, and attendant’s stations.
• Switches on overhead panel in the flight compartment control the signs.
 NO SMOKING signs:
Tell the passengers and attendants not to smoke.
Operated with a switch on the pilot’s overhead panel:
 On some aircraft, when swicth is set to the automatic position, the signs
come on automatically during takeoffs and landings.
 On some other aircraft, the NO SMOKING signs stay on during each
flight. You cannot make the signs go off with the NO SMOKING switch.
This switch has a jumper wire installed to always keep the circuit closed.
 The incandescent lamps in each NO SMOKING sign operate with 28 volts
AC. When the NO SMOKING signs come on, the 28 volts DC also is
supplied to the passenger address amplifier. The amplifier makes a
chime sound.
 INTERNAL LIGHTING
Passenger Signs (cont’d):
 FASTEN SEAT BELT signs:
Tell the passengers and attendants when to put on their seat belts.
A sign in each Passenger Service Unit (PSU) and attendant’s station.
The switch is on the overhead panel:
 When the pilot sets the switch to the ON position,the signs come on.
 Aircraft with an “AUTO” position on the “FASTEN BELTS” switch – when
the switch is set to theautomatic position, these sifns come on only
during takeoffs and landings.
 The incandeescent lamps in each FASTEN SEAT BELT sign operate with
the 28 volts AC electric power from the No.1 transfer bus.
 Aircraft with an “AUTO” position on the “FASTEN BEALTS” switch –
when the switch set to the automatic position, the relay is energized
when the landing gear lever or the trailing edge flaps are in the down
position.
 When the FASTEN SEAT BELT signs come on, the 28 volts DC is also
supplied to the amplifier of the passenger address syatem. The
passenger address system makes a chime sound.
 INTERNAL LIGHTING
RETURN TO SEAT signs:
 RETURN TO SEAT sign in each lavatory.
 These signs come on when the FASTEN SEAT BELTs signs come on.
Passenger Call Lights:
 Consists of lavatory call lights and passenger call lights installed near
attendant’s station.
 Activated by the call switch on each PSU and in each lavatory.
Lavatory Lights:
 Are illuminated with dome lights in the ceiling, and fluorescent lights adjacent
to the mirrors.
 When aircraft power is connected, the lavatory fluorescent lamps are
controlled with the position of the lavatory door. When the door is closed and
locked, 115 volts AC electric power is supplied through the door lock switch to
the ballast of the fluorescent lamps. When the door is opened, the door lock
switch opens and the fluorescent lamps go off.
 When external power is connected to the aircraft, the fluorescent lamps come
on. The 115 volts AC is supplied from the external power bus through the
door lock switch to the ballast of the fluorescent lamps.
 INTERNAL LIGHTING
Example Cabin Lighting Locations and Illuminated Signs
 INTERNAL LIGHTING
Lavatory Lighting (B737):

• A sign or a blue light installed on the ceiling near each lavatory. When the lavatory door is
closed and locked, the sign or light comes on. This light is used to lets the passengers know
there is a person in the lavatory. The sign or light goes off when the door is opened.
• Each incandescent lamp in teh lavatory occupied sign or light operates with 28 volts DC
electric power.
 INTERNAL LIGHTING
Galley Lights:
• Is illuminated with fluorescent lights in the ceiling panels.
• Each galley light has two fluorescent lamps. Each lamp is driven by its
own ballast.
• Operation of all OFF/DIM/BRT switches are the same; 115V AC is applied
to one ballast to operate one lamp in the DIM position, and to both
ballast to operate both lamps in the BRT position.
Passenger Loading Lights:
• Door threshold and entry areas, attendants work areas, and airstar (if
installed) are brightly illuminated with incandescent and fluorescent
lights.
• The lights are installed on each step of the airstair.
• Controls for the lighting are on the passenger compartment.
 INTERNAL LIGHTING
Entry and Threshold Lighting, and their control locations
 INTERNAL LIGHTING
Cargo Compartment Lights:
• Are dome lights used as general lighting for the forward and aft cargo
compartments.
• Also a spotlight in the upper side of the frame of each cargo compartment door.
• The lights are operated independently. An electric circuit for the forward cargo
compartment lights and a circuit for aft cargo compartment lights.
• The lights are on when the cargo compartment door is open and the lighting
switch is set to the on position. The switch is adjacent to the forward side of the
frame of the cargo compartment door. You can set the lighting switch to the off
position to make the lights go off manually. If you close the cargo compartment
door, the lights will go off automatically.
Wheel Well Lights:
• Is often a dome light and a floodlight in each wheel well.
• Usually, all the wheel well lights can be operated at the same time with a switch
on the pilot’s overhead panel.
• The lights in the wheel wells usually can be operated independently. There is
often a switch in the nose wheel well for its lights. The switch is on the external
power receptacle.
 INTERNAL LIGHTING
Cargo Compartment and Equipment Bay lighting locations (B737)
 EMERGENCY LIGHTING

Emergency Lights:
• Automatically supply lighting and identify the exits:
 If the aeroplane has an electrical power failure:
 The emergency lighting replace the usual lighting.

 The flight crew and passenger compartment attendants can also

operate the emergency lights and signs manually with switches.
 Electrical power is supplied to the emergency lighting system by 6
volt battery operated power supplies, independently from the
aeroplane generator and battery busses.
 EMERGENCY LIGHTING

Electro Luminescence (EL):

• EL strip lighting eliminates the need for bulbs, sockets,
diffusers and reflectors.
• Without filaments to break, the lighting can withstand
extreme shock, vibration and high or low temperatures
without failure. The EL system will continue operating under
very high G forces, and after considerable structural damage.
• EL as an area light source is more easily seen through smoke
than are incandescent or other point sources of light at
considerably higher brightness.
 EMERGENCY LIGHTING

Escape
Path
Marking
System
 EMERGENCY LIGHTING
Exit Indicator Sign:
 EMERGENCY LIGHTING
Self Illuminating Signs:
• Are entirely self powered and require no period of daylight exposure to operate.
• Their brightnessis such that they are instanly seen in dark areas by persons that
are not dark-adapted, and present no direct radiation hazard.
• Consist of a small sealed glass envelope internally coated with a layer of phosphor
and containing tritium gas. Tritium is an isotope of hydrogen and emits beta-
particles (electrons) of low energy which, on striking the layer of phosphor
powder, cause it to emit visible light, the colour of the emitted light being
controlled by the selection of the phosphor coating. Placing the light element
behind s suitable silk-screened diffusing panel provides a ready means of
conveying instructions or notices in darkened areas.
• The lighting for each self-illuminated exit sign comes from a radioactive material.
These signs are always on. Each sign is a plastic container that holds capsules
filled with radioactive tritium gas. The swign is safe unless it is broken. If the sign
has a hole or a crack, the radioactive gas can come out and cause injury to
persons. It is dangerous to breathe the gas or to absorb the gas through the skin.
There are special procedures to replace and discard these signs.
 EMERGENCY LIGHTING
Self Illuminating Signs (cont’d):
• The only possible hazard upon the use of such signs is that due to
inhallation or absorption into the body of gas released in the event of
breakage of the glass envelope.
• If breakage occur, the aircraft should be evacuated and all doors left
open to allow maximum ventilation.
• Disposal of broken signs are subject to the Radioactive Substances Act
1960 and the Radioactive Substances (Luminous Articles) Exemption
Order 1962 and should, therefore, be returned to the manufacturer for
disposal.
• All self-illuminating signs should be checked for luminosity level on
initial fitting and at periods specified in the relevant maintenance
schedule. Such signs usually have a scrap life of 5 years and should then
be returned to the manufacturer for disposal.
 EMERGENCY LIGHTING

Emergency Lights Control:

• The primary control is a switch on the pilot’s overhead panel:
1. Is a NOT ARMED indicator light adjacent to this switch.
 When this switch is set to ON, all the emergency lights come on.
 In the OFF position, the emergency lights stay off unless the attendant’s
emergency lights switch is set to ON.
The NOT ARMED indicator light comes on in these switch positions. The
MASTER CAUTION and OVERHEAD indicator lights on the lightshield also
come on.
In the ARMED position, all the emergency lights will come on
automatically in an electrical power failure. The emergency lights will
come on manually if the attendant’s emergency lights switch is set to ON.
 The pilot’s switch is usually set to the ARMED position. There is a cover on
the switch to keep it in the ARMED position. The cover prevents an
accidental movement of the switch to ON or OFF.
 The secondary control of the emergency lights is a switch on the aft
attendant’s panel:
If this switch is set to ON, all the emergency lights will come on.
 EMERGENCY LIGHTING
Emergency Exit Control Switches:

The NOT ARMED indicator light comes on in these switch positions.

 EMERGENCY LIGHTING

Emergency Lights Control (cont’d):

2. While the attendant’s switch is set to ON, you cannot make
the emergency lights go off with the pilot’s switch. You must
first set the attendant’s switch to back to NORM. This switch
has a cover to prevent an accidental movement of the switch
to ON.
If all electrical power is removed from the aeroplane, then
the switches are usually set in the position that keeps the
emergency lights off and the batteries charged:
The pilot’s switch is set to OFF,
The attendant’s switch is set to NORM.
 EMERGENCY LIGHTING
Power Supplies for Emergency Lights:
• Each power supply contains a battery pack and a logic circuit.
• The power supply slowly charges its batteries with 28 volts DC electrical
power.
• The batteries then supply 6 volts DC to operate the emergency lights.
• Each power supply can operate eight lights.
• A battery pack that is fully charged will supply electrical power to its
emergency lights for a minimum of 10 minutes.
• Some power supplies are connected to inverters. The inverters are
connected to the floor proximity lights which are electro luminescent.
The inverters are connected to the aisle locater lights. The inverters
change the 6 volts DC from the power supply batteries to 115 volts AC.
This electrical power is supplied to the floorproximity lights.
• Each inverter is installed on a main deck floor beam in the cargo
compartment.
 EMERGENCY LIGHTING REQUIREMENTS

Regulations for Emergency Lights:

Provides the requirements for:
 Floor Proximity Escape Path Lighting.
 Exit Identification.
 Escape Path Markings along Cabin Aisle Floor.
 Escape Path “Flood Lighting” of Cabin Aisle.
 Aisle Cues for Overwing Exits.
 Cross Aisle Escape Path Markings.
 The 25 Percent Rule.
 EMERGENCY LIGHTING REQUIREMENTS

REQUIREMENTS FOR:
Floor Proximity Escape Path Lighting:
(ref: Civil Aircraft Airworthiness Information and Procedures (CAAAIPs) Leaflet 5-15)
 The marking and Illumination provided should enable the passenger to
visually identify the escape path along the cabin aisle floor.
Note: it is not necessary to provide visual guidance to enable passengers to
move from their seat to the cabin aisle.
 The illumination should be of sufficient intensity to enable the passenger to
identify features bounding the cabin aisle.
 If exits are in one direction only, the system should not tend to lead the
passenger toward the end of the cabin where there are no exits.
 The escape path markings, coupled with exit markings, should be so arranged
that a passenger will not tend to proceed along the cabin aisle past any
available exits. It is recomended that conspicuous markers be placed at the
point of access from the cabin aisle to the exit.
 EMERGENCY LIGHTING REQUIREMENTS

REQUIREMENTS FOR:
Exit Identification:
• Only those exits which are either “designated” emergency exits or
“excess” emergency exits should be identified by the emergency floor
path lighting swystem.
NOTE:
“Designated” emergency exits are the minimum required for the
certificated passenger capacity. “Excess” emergency exits are
additional exits to the minimum required which satisfy the same
arrangement, marking and lighting requirements as for designated
exits and which are also readily accessible.
• The exit should be positively identifiable to enable a passenger to
proceed to it without hesitation in conditions where the exit is either
open or closed. All exits likely to be available for use in an emergency
should, therefore, have exit identifiers.
 EMERGENCY LIGHTING
REQUIREMENTS FOR:
Exit Identification (cont’d):
• Exit identifiers of floor level exits need to be located so that they can be seen directly
when adjacent to the last aisle marker, or in the case of a flood-lit system, within the
flood-lit zone, and viewed on the vertical centre line of the aisle at a height no more
than 4 feet above the cabin floor level. Additional cues to a passenger may, however,
be provided as an alternative such as horizontally mounted exit identifiers located on
an aft or forward bulkhead in the vestibule leading to an exit and within direct line of
sight of a passenger when approaching the vestibules from the aisle.
• Exit identifiers should, wherever practicable, be located at such a distance from
the floor that they will not be obscured by any strewn hand baggage liely to be
present in an emergency evacuation. It is, therefore, recomended that exit
ideftifiers be located between 18 inches and 4 feet above the cabin floor level.
• Where exit identifiers are mounted on cabin sidewalls and located close to
passenger seats, they should be visible from the aisle with the seat next to the
identifier occupied. This takes account of a passenger seated next to an exit
being incapacitated. (A passenger slumped forward or sideways should also be
considered).
 EMERGENCY LIGHTING REQUIREMENTS
REQUIREMENTS FOR:
Escape Path Marking along Cabin Aisle Floor:
• Where single point incandescent type or electroluminescent strip type
floor track markers are employed, the CAA recommends a distance
between markers no greater than 20 inches (thus permitting a maximum
distance between markers of 40 inches under typical Minimum
Equipment List (MEL) conditions)
NOTE:
Where incandeswcent lights are installed on the side of seats, the
distance between lights should not exceed 40 inches.
• Floor track cabin aisle markers should be clearly vicible when viewed
from the aisle centre line at a height of 4 feet above the cabin floor.
• At each end of pax cabin, it is recomended that there are red/orange
floor track cabin aisle markers (either, at least two closely spaced
incandencent markers or, a short length of EL strip) to highlight clearly
the ends of the aisle.
 EMERGENCY LIGHTING REQUIREMENTS
REQUIREMENTS FOR:
Escape Path “Flood Lighting” of Cabin Aisle:
• Where a “flood lighting” system is employed, the maximum distance between
light sources is to be agreed with the CAA and this will be dependent upon the
intensity and distribution of light available.

Aisle Cues for Overwing Exits:

• Floor tracking markings system aisle cues for overwing are recomended to
comprise three, with a minimum of two, closely spaced red/orange markers or a
suitable length of red/orange strip-lighting, adiacent to the access route to
overwing exits.
• Where access to an overwing exit is achieved by a dual access route, the aisle
cues should be located at the entrance to both access routes or be located so as
not to bias one route when compared with the other.
• Escape Path flood lighting systems do not normally provide adequate aisle cues
for overwing exits and should be complemented by the provision of some
discrete cues so located that they can be seen by a passenger at a maximum
height of 4 feet above the cabin floor when moving down the aisle (strobe lights
are not considered to be effective cues, especially when smoke is precent)
 EMERGENCY LIGHTING REQUIREMENTS
REQUIREMENTS FOR:
Cross Aisle Escape Markings:
• A similar level of floor proximity escape path marking/illumination should be
provided in cross aisles on multi-aisle aircraft to that provided for the cabin
main aisles.

The 25 Percent Rule:

• Each escapoe path marking system is required to meet existing
FAR/JAR/EASA/CASR Part 25.812 requirements. In particular, those
requirements requires that not more than 25 percent of the escape path
marking system lights are rendered inoperative after any single transverse
vertical separation.
• For systems in which the lights are controlled by remote transmitters:
There must be sufficient transmitters installed to ensure the Part 25.812 (l)(1)
requirement can be met even though, in a crash, there may be a considreable
distance between the two vertically separated parts of the fuselage.
 EMERGENCY LIGHTING REQUIREMENTS
REQUIREMENTS FOR:
Cross Aisle Escape Markings
The 25 Percent Rule (cont’d):
• In passanger aeroplanes emergency lights are installed to provide
illumination of the Flightdeck and cabin. The power therefore is
provided from separate batteries.
• All exits are marked with special signs, guiding the passengers to the
doors if dense smoke in the cabin exits.
• Exterior lights are at overwing emergency doors and other doors,
illuminating the outside area.
 EMERGENCY LIGHTING REQUIREMENTS
Floor Proximity Escape Path Lighting:
• Is an additional system to show the passengers where the emergency
exits are, in case there is smoke in the passenger compartment and the
emergency lights are not visible.
• Electroluminescence (EL) strips with blocks and arrows pointing towards
the emergency exits are installed on the floor. EL EXIT sign panels are on
the wall just above the floor near each emergency exit.
• Battery power supply units which are also used for the emergency lights,
suply the floor proximity emergency lighting system.
• Static inverter supply 115V 400Hz to the system. The inverters are
installed below the floor panels. The colour of the proximity emergency
lighting or EXIT signs can be changed by using different filters to match
with the colour of the carpet or side panels.
• If floor proximity lighting is inoperative, the aircraft is allowed to fly with
passengers, but during daylight hours only (CAA MMEL policy item: 33-2)
 EMERGENCY LIGHTING REQUIREMENTS
Floor Proximity Escape Path Lighting (cont’d):

Aisle Locater Lights

 EMERGENCY LIGHTING REQUIREMENTS
Arrangement of Cabin Emergency Lights:

Cabin Emergency Lighting

 EMERGENCY LIGHTING REQUIREMENTS
Arrangement of Cabin Emergency Lights (cont’d):
 EMERGENCY LIGHTING REQUIREMENTS
Helicopter Ditching:
Summary of the CAA Information and Procedures:
• All helicopters being used in support of offshore energy exploration are
required to have emergency exit illumination for its purpose even when
the aircraft is capsized and the cabin partially or completely submerger.
• Additionally, some cabin windows are of suitable size tp rovide an
additional escape route and, as required by the CAA Direction, must be
made openable.
• Allthough not a requirement, lighting for these “escape windows” can be
provided it does not reduce the effectiveness of the emergency exit
illumination.
 EMERGENCY LIGHTING REQUIREMENTS
Emergency Exit Lighting Activation:
Lighting systems should incorporate the following
features and characteristics:
• In principle, at least two separate means of activation should be provided:
 By Flight Crew action, to switch all exit light systems
simultaneously;and automatically, when the cabin becomes more than
half submergerd in water, each emergency exit being provided with its
own automatic switch.
NOTE 1:
Where it is impracticable to provde for remote activation of an individual
exit lighting, for example where the emergency exit is inset into a door, a
self-contained automatic activation alone will be acceptable.
NOTE 2:
Flight crew compartment emergency exit lights should only be activated
automatically, unless it can be shown that reflections or dazzle will not be
hazard to the flight crew.
 EMERGENCY LIGHTING REQUIREMENTS
Emergency Lighting System Characteristics:
• Lights should operate at their full brightness level foe a minimum of 10 minutes
after activation.
NOTE:
Battery capacity should take account of the need for routine testing of the light
system.
• The system should remain fully operational when submerged to a depth of at
least 50 feet.
• Power supplies must comply with the existing requirements for emergency
lighting power supplies.
• Generally, all sides of each emergency exit should be equally illuminated, except
that, where one side of the exit is at floor level, this side need not be illuminated.
• For passengers compartment emergency exits, there must be sufficient light to
locate the means of release of the exit. Thia will normally entail the provision of
a discrete locator adjacent to the exit release means.
• Brightness should be such that the exit can be identified as such from a distance
of at least 20 feet in clear water, without any additional light from other sources.
 EMERGENCY LIGHTING REQUIREMENTS
Escape Window Lighting:
Is recomended that these lighting systems incorporate
the following features and characteristics:
• Activation should be in a simmilar manner to emergency exit lighting
activation, except that no manual control need be provided, and each
window lighting system should be completely independent wherever
possible.
• The characteristics should be similsr to the emergency exit lighting system,
except that escape windows are only intended for use by occupants in their
immediate vicinity. Illumination therefore need only be adequate to allow
occupants of the immediately adjacent seats to identify the opening and its
means of release.
• There should be no possibility of confusion between an emergency exit and
an escape window.
• The arrangement of the lighting elements should direct an occupant to the
centre of the aperture, and should avoid confusion with any spaces
between apertures or exits.
 CENTRAL WARNING SYSTEMS (CWS)

CWS:
• Is an automatic signalling system which provides an
“attention getting” display in response to fault signals from
specified systems. Urgency of crew action is normally
indicated by the colour of the dieplay, and/or audio tone.
• If warning, caution, or advisory lights are installed in the
cockpit, they must, unless itherwise approved by the
aviation authority, be:
 Red, for warning lights (lights indicating a hazard, which may require
immediate corrective action),
 Amber, for caution lights (lights indicating the possible need for
future corrective action),
 Green, for safe operation lights.
 CENTRAL WARNING SYSTEMS (CWS)

CWS (cont’d):
• Origination of a fault signal will cause flashing of the relevant alert or
caution lamps mounted on the main instrument panels, illumination of
the relevant inscription of the display unit and, in certain cases, lighting
of warning lamps incorporated in, or adjacent to, control levers.
Complete identification of the indicated fault will generally necessitate
reference to warning indicators and instruments associated with the
system at fault, as more than one fault condition can usually cause
illumination of any one display unit inscription.
Response to alert warnings should, however, normally be instrictive and
should generally result in cessation of operation of the fault source.
 CENTRAL WARNING SYSTEMS (CWS)

CWS (cont’d):
• Display signals other than major failure warning lamps, can usually be
cancelled by operating a cancel switch. Integral self-test equipment is
normally provided for in-flight testing of the system and may also
provide an altitude inhibit control system which extinguishes and
inhibits certain centralised warning captions during automatic landings,
approach, and go-round procedures.
• In addition some central warning systems are also equipped with
advisory lights, normally coloured blue, that advise when a system
which is operated intermittently has been activated.
CENTRAL WARNING SYSTEMS (CWS)

Typical Central Warning Panel (on test)

 INSTALLATION PRACTICES

The simplest means

of installing an anti
collision light is to
secure it to a
reinforced fuselage
skin panel, as shown
in the following
figure:
 INSTALLATION PRACTICES

Typical anti collision

light installation in a
vertical stabilizer.
 QUESTIONS
AND
DISCUSSIONS