1、The Engineering Society mAEFor Advancing Mobility -Land Sea Air and Space, IN TERNATIONAL 400 Commonwealth Drive, Warrendale, PA 15096-0001 AEROSPACE RECOMMENDED PRACTICE Submitted for recognition as an American National Standard Issued 1 967-1 O Revised 1996-04 POSITION AND ANTICOLLISION LIGHTS - T
2、URBINE POWERED FIXED-WING AIRCRAFT FOREWORD This SAE Aerospace Recommended Practice (ARP) provides recommendations for a standard for airplane navigation position lights and anticollision lights which have intensities, redundancy, and are of a configuration commensurate with the vital role these lig
3、hts play in collision avoidance during night- time and darkened sky conditions. Since, in some countries, the term “navigation“ lights is used and in others, the term “position“ lights is used, in this document, the term “navigation position“ lights will be used to avoid confusion. The two lighting
4、systems serve a combined function. The higher intensity of the flashing anticollision lights serve to attract attention to the traffic. The steady-burning navigation position lights can better show position of the aircraft and direction of flight. While the color of the navigation position lights wi
5、ll indicate to the observer, the sector observed, the apparent motion of the light in the observing pilots windshield is used as primary assessment of a collision threat. Therefore, the intensity of the steady- burning light should be such that it becomes visible almost as soon as the observer pilot
6、s attention is attracted to the high intensity flashing light. The intensities listed in this document are initial intensities for new light assemblies. These intensities are much higher than the intensities necessary for regulatory requirements and/or service performance requirements. One advantage
7、 gained by utilizing the intensities specified in this document are longer operating times at intensities above minimum service petformance requirements. Increased intensity does marginally increase visibility distance under reduced visibility conditions, and under lower contrast conditions such as
8、in metropolitan areas or in twilight or dawn conditions. These intensities are considerably higher than threshold levels for clear atmospheric conditions, are visible at very long distances, and include substantial allowances for atmospheric factors which may reduce the conspicuity of the lights. Th
9、e electrical systems on the aircraft should be designed to produce the operating voltages required by the lights covered by this document to meet the design intensity requirements when new and under normal operating conditions. Compensation for other factors which may cause the intensities of the li
10、ghts to degrade in service are also included in the initial intensities. These include exterior dirt, interior contamination, lamp or flashtube degradation, and degradation of reflectors, capacitors and other components. CAE Technical Standards Board Rules provide that: This report is published by S
11、AE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infnngement arising therefrom. is the sole responsibiliiy of the user.“ SAE reviews each technical report at
12、 least every five years at which time it may be reaffirmed. revised, or cancelled. SAE invites your written comments and suggestions. Copyright 1996 Society of Automotive Engineers, Inc. All rights reserved. Printed in U.S.A. COPYRIGHT SAE International (Society of Automotive Engineers, Inc)Licensed
13、 by Information Handling ServicesSAE ARP*99LR 7b U 7943725 il542654 312 SAE ARP991 Revision 6 FOREWORD (Continued) The initial intensities recommended in this document are not intended to be utilized as regulatory requirements nor to imply any need for new regulatory requirements. Acceptable service
14、 performance requirements need to be defined. It is recognized that the accurate measurement of the photometric quantities included in this document is extremely difficult and that large errors can occur. Test conditions such as test geometry, ambient temperature, lens temperature, ambient illuminat
15、ion, and reflections can be controlled in the laboratory but not in field tests. The result is that field measurements usually have much higher uncertainties than laboratory measurements. 1. SCOPE This document covers the recommended lighting performance and design criteria for: a. Left Forward Navi
16、gation Position Lights (Red) b. Right Forward Navigation Position Lights (Green) c. Rear Navigation Position Lights (White) d. Anticollision Lights (1) Red Flashing Lights Top and Bottom Fuselage (2) White Flashing Lights Wing Tips and/or Tail 1.1 Purpose: This document recommends design objectives
17、for navigation, position, and anticollision light systems for visual detection and collision avoidance between airplanes in flight and on the ground. Customers for new airplanes or lighting components, and designers or manufacturers may take advantage of this document in specifying the initial requi
18、rements that, in most cases, significantly exceed the applicable minimum intensities as shown in the Federal Aviation Regulations as well provide better stability, longer life and lower operating costs. 2. REFERENCES: The following publications form a part of this specification to the extent specifi
19、ed herein. In the event of conflict between the text of this specification and references cited herein, the text of this specification takes precedence. Nothing in this specification, however, supersedes applicable laws and regulations unless a specific exemption has been obtained. 2.1 SAE Publicati
20、ons: Available from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001. 2.1.1 AIR1 106A Some Factors Affecting Visibility of Aircraft Navigation Lights 2.1.2 AIR1 276 Aircraft Anticollision Light Systems Using Flashtubes (Condenser Discharge Lamps) 2.1.3 AS8017 Minimum Performance Standards for
21、Anticollision Light Systems -2- COPYRIGHT SAE International (Society of Automotive Engineers, Inc)Licensed by Information Handling ServicesSAE ARPa99LB b W 7943725 0542b55 259 SAE ARP991 Revision B 2.1.4 AS8037 Minimum Performance Standard for Aircraft Position Lights 2.2 FAR Publications: Available
22、 from Federal Aviation Administration, 800 Independence Avenue, SW, Washington, DC 20591. 2.2.1 Federal Aviation Regulations, Part 25, Airworthiness Standards for Transport Category Airplanes 2.2.2 FAA Technical Standard Order C-3Oc 2.2.3 FAA Technical Standard Order C-96a 2.3 RTCA Publications: Ava
23、ilable from RTCA Inc., 1140 Connecticut Avenue, NW, Suite 1020, Washington, DC 20036. RTCA Document No. DO-160, Environmental Conditions and Test Procedures for Airborne Electronics/Electrical Equipment and Instruments 2.3.2 Greenlee, P. H.; Hardware Design for Airplane Flashing Light Applications (
24、1871) 2.4 Other References: 2.4.1 2.3.1 IES Guide for Calculating the Effective Intensity of Flashing Signal Lights; prepared by Aviation Lighting Committee of Illuminating Engineering Society: Illuminating Engineering, Volume 64, No. 1 1 November 1954, page 747-753 2.4.2 Projector, T. H., The Role
25、of Exterior Lights in Mid-Air Collision Prevention, Applied Psychology Corporation, Final Report No. 4 (1 962) 2.4.3 Crossley, J. K.; McClean, W. E.; Tobak, R. G.; Bailey, R. W.; the Use High Intensity Xenon Lighting to Enhance U. S. Army Aircraft Day/Night Conspicuity, USAARL Report No. 71 -1 3 (19
26、71) 3. DESIGN REQUIREMENTS 3.1 Navigation Position Lights: It is recommended that the following minimum light intensities be provided in Table 1 and Table 2. -3- COPYRIGHT SAE International (Society of Automotive Engineers, Inc)Licensed by Information Handling ServicesSAE ARPa99LB 96 U 7943725 05426
27、56 195 m SAE ARP991 Revision B 3.1.1 3.1.2 3.1.3 TABLE 1 - Minimum Intensities in the Horizontal Plane For Navigation Position Lights Navigation Angle from Right or Minimum Position Left of Longitudinal Intensity Light Type Dead Ahead (Deg.) (Candelas) Fwd. - Red and/or Green o to 20 1 O0 20 to 50 6
28、0 5010 110 30 Rear - White 110 to 180 1 O0 TABLE 2 Angles Above and Below Minimum Intensity (I) o to 5 1 .o0 I 5 to 10 0.90 I 10 to 20 0.80 I 20 to 30 0.60 I 30 to 50 0.40 I 50 to 75 0.20 I 75 to 90 0.10 I the Horizontal Plane (Des.) The location on the airplane of the forward navigation position li
29、ghts should be as near the wing tips as practicable. Where availability of space and frontal area projection does not permit single fixtures of sufficient size and viewing angles to provide required candlepower distribution, consideration may be given to multiple fixtures. These fixtures may be inst
30、alled in other wing locations or in the fuselage. In this case, each light individually must meet the distribution and intensity requirements through portions of the required sector angles, so that all lighting fixtures, including aerodynamic fairings, when taken together fully comply with the requi
31、red distribution about the airplane. Lighting at any point must be supplied from a single fixture. The location of the rear navigation position lights should be as near the extreme aft portion of the airplane as practicable with location on the trailing edge of the wing tips or horizontal stabilizer
32、 as an alternative. When located on the wing tips, a supplemental light should be considered on the rear portion of the fuselage so that the region of the tail of the airplane can be identified during ground operation. Redundancy: Consideration should be given to designing the system so that there a
33、re redundant lamps or light assemblies in each position so that one lamp failure will still permit the airplane to be dispatched. -4- COPYRIGHT SAE International (Society of Automotive Engineers, Inc)Licensed by Information Handling ServicesSAE ARPX991i 96 7943725 0542657 O21 m SAE ARP991 Revision B
34、 3.1.4 Color Requirements: Color requirements for navigation position lights including the effects of lens and aerodynamic covers shall comply with the appropriate requirements of AS8037. 3.2 Anticollision Lights: It is recommended that the minimum light intensities from the anticollision lights be
35、as shown in Table 3. 3.2.1 The term “effective intensity“ is defined as a photometric quantity calculated using the Blondel- Rey relationship as described in AS 8017 and in “Illuminating Engineering“ (see 2.1.4 and 2.4.1). It is recommended that red anticollision lights be located on the fuselage so
36、 that complete pattern coverage is achieved. TABLE 3 - Minimum Effective Intensities for Anticollision Lights Minimum Effective Intensity Minimum Effective Intensity U nf i Ite red White Angle Above or Below (Candelas) (Candelas) the Horizontal Plane (Deg.) Red o to 5 1 O0 1200 5 to 10 60 720 10 to
37、20 20 240 20 to 30 10 120 30 to 75 5 60 NOTE: Current FARs require red anticollision lights to have an intensity of 400 candelas. If 100 candela lights are used, they can be classed as “supplementary lights“, the white being the “required“ lights. 3.2.2 3.2.3 It has become common practice for flight
38、 crews to alert ground crews that engine starting is about to commence by turning on the red anticollision lights. For this reason, and the fact that international standards have not yet recognized white anticollision lights, it is most practicable to recommend redundant lights. Since FARs require o
39、nly a single anticollision light system, redundant red and white systems provide for dispatch of flights with all or portions of either system inoperative so long as minimum requirements are satisfied. Obviously, if redundant systems are installed, the red must meet minimum FAR requirements. The fla
40、sh rate for each light when viewed from any sector shall not be less than 40 nor more than 1 O0 flashes per minute. In overlap areas where more than one light is observed simultaneous, flash frequences may exceed 100 but not more than 180 flashes per minute. Simultaneous flashing of lights is recomm
41、ended to reduce the apparent flash rate when viewed from a distance. When an airplane is equipped with both red and white anticollision lights, the flash rate of each system is considered separately. COPYRIGHT SAE International (Society of Automotive Engineers, Inc)Licensed by Information Handling S
42、ervicesSAE ARP991 Revision B 3.2.4 Obstruction of Lights: The regulations do not permit obstruction of anticollision lights except in the aft sector. Frequently light is obstructed by portions of the airframe, antennas, fluid drain masts, etc. It is possible that such obstructions can be overcome wi
43、th light fixtures installed on wing tips and empennage or by use of redundant fixtures. 3.2.5 Color Requirements: Colors for white anticollision lights shall be Aviation White as defined in AS 8017. Colors for red anticollision lights shall be defined as the area in the CIE diagram bounded by y = .3
44、50 (yellow boundary) and y = .980 - x (blue boundary). It is noted that the recommended chromaticity boundaries for red anticollision lights are expanded beyond those recommended for Aviation Red. The expanded red chromaticity boundaries allow utilization of more of the luminous flux generated by th
45、e Xenon flach than the Aviation Red limits. For red navigation position lights where the chromaticity conveys important attitude information, the Aviation Red requirement is still retained. As a design objective, the method of achieving colors should be independent of the temperature of the lens or
46、source. The major changes of chromaticity and transmission of red lenses with temperature need to be eliminated. 3.3 Environmental Conditions: 3.3.1 All Lighting fixtures should meet all environmental requirements as described in AS 8017A and AS 8037. 3.4 3.5 The installation of all lighting fixture
47、s should be such that relamping can be accomplished by one person in not more than ten minutes. Anticollision light fixtures mounted on top of the fuselage should be relampable and if at all possible, replaceable from inside the airplane. As a design objective, the mean-time-between-failure (MTBF) o
48、f all components of the exterior lighting system except for lamps and storage capacitors should not be less than 25 O00 flight hours. Rated laboratory life of incandescent lamps at their design operating voltage (the design voltage in the Application) should not be less that 4000 h. The design objec
49、tive for the service life of flash tubes and capacitors should be 1 O O00 flight hours. Proposed minimum requirements for in-service intensities of anticollision lights are 50% of the minimum initial intensities for new lights listed in Table 3. PREPARED BY SAE COMMITTEE A-20, AIRCRAFT LIGHTING -6- COPYRIGHT SAE International (Society of Automotive Engineers, Inc)Licensed by Information Handling Services
