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Lights
Published in David Wyatt, Mike Tooley, Aircraft Electrical and Electronic Systems, 2018
Landing lights are located on the wing tips, or on the front of the fuselage, usually at fixed angles to illuminate the runway. They are sealed beam devices with 600-1000W filament lamps; a parabolic reflector concentrates light into a directional beam. The high current requirement is controlled via a relay. Some landing light installations have a retractable assembly located on the underside of the wing. This has a reversible motor and gear mechanism to drive the light out against the airflow; a typical circuit is illustrated in Fig. 12.14. The alternative location for a landing light is in the wing leading edge; this has a transparent cover to provide aerodynamic fairing. Inboard and outboard landing lights (Fig. 12.15) provide extended illumination of the landing area.
Predicting and mitigating failures on the flight deck: an aircraft engine bird strike scenario
Published in Ergonomics, 2022
Victoria Banks, Craig K. Allison, Katie Parnell, Katherine Plant, Neville A. Stanton
Whilst safety is, of course, the main priority when considering engine FOD as a consequence of bird strikes, there are also significant economic costs associated with the damage sustained in such events. Two main approaches have been adopted to try and reduce the costs associated with injury, fatality and loss of aircraft that result from wildlife collision. First, there are bird strike prevention methods that aim to reduce the probability of incidents occurring, either by culling bird populations in airport vicinities (Kelly and Allan 2006) or technological solutions to discourage birds from approaching such as the use of pulsed landing lights, infrasound, and fuselage colour schemes (MacKinnon, Sowden, and Dudley 2001; Martin 2011). Second, there are aircraft certification programmes that aim to ensure the integrity of the airframe (e.g. CS-25.631, European Aviation Safety Agency 2019) and certification programmes for the engines (e.g. Airworthiness Code CS-E 800, European Aviation Safety Agency 2018) following a high velocity impact. A third potential approach, which is currently underutilised, is to provide flight crew with greater support when handling such events via flight deck displays and avionics. Supporting flight crews with well-designed interfaces has the potential to enhance their decision making, potentially helping to ameliorate the situation and improve the outcome of such events.