THIS IS AIRCRAFT SYSTEMS

BITCHES!
APU - AUXILIARY POWER UNIT
An aircraft auxiliary power unit serves as an additional
energy source normally used to start one of the main
engines on an airliner or business jet. The APU is
equipped with an extra electrical generator to create
enough power to operate onboard lighting, galley
electrics and cockpit avionics, usually while the aircraft
is parked at the gate. Drawing bleed air from its own
compressor, an APU also drives the environmental
packs used to heat and cool the aircraft.

And most important, operating an APU negates the

need to start one of the aircraft’s main engines while
waiting for passengers to arrive, thereby saving on fuel
and maintenance for a more expensive power plant.
The APU is a small turbine engine installed near the
rear of the fuselage. But calling the APU an extra jet
engine is not accurate because the turbine exhaust from
the APU is vented overboard. A jet engine would be
used to propel the aircraft forward.
The APU is able to supply:
- electrical power for the A/C systems,
- bleed air for engine starting and air conditioning on
the ground,
- bleed air for air conditioning/pressurization and wing
anti-ice in flight.
ATA 36 – PNEUMATIC SYSTEMS
A pneumatic system is any system that
uses pressurized air to move something.
On an aircraft, lots of different parts of the aircraft
can be moved with pneumatic component.
Pneumatic systems are sometimes used for:

 air conditioning,
 wing ice protection,

 water pressurization,

 hydraulic reservoir pressurization,

 engine starting

 Brakes
 Opening and closing doors

 Driving hydraulic pumps, alternators, starters,

water injection pumps, etc.
 Operating emergency devices
AIRBUS A320 PNEUMATIC SYSTEM
DIAGRAM
ENGINE BLEED
The engine bleed air is pressure and temperature
regulated prior to supplying the pneumatic system.
Air is bled from either the Intermediate Pressure
(IP) stage or the HP stage using the High Pressure
Valve (HPV) that regulates pneumatically.
APU BLEED
The left and right bleed systems are connected by a
crossbleed duct. A crossbleed valve enables their
interconnection or isolation.
The APU can also be used for bleed air supply. This is
usually done on the ground for air conditioning and for
engine start.
However, APU BLEED air could also be used in flight,
depending on altitude. The APU bleed supply is
connected to the left side of the crossbleed duct.
On the ground, a HP ground power unit can be
connected to the left side pneumatic system. The right
side may be supplied by opening the crossbleed valve.
AIR CONDITIONING, VENTILATION
AND PRESSURIZATION
INTRODUCTION
This chapter covers the air conditioning,
ventilation and pressurization systems.
The basic airflow through the pressurized part of
the fuselage starts with the pneumatic system.

Hot, high pressure air is supplied to two packs. The

packs are responsible for basic temperature
regulation. From the packs the air is distributed
throughout the aircraft.
The pressurization system controls the airflow
overboard to maintain the cabin pressurization
within safe limits.
The pneumatic system supplies air to each pack. The
packs are responsible for BASIC temperature
regulation.
Temperature regulated pack discharge air is sent to the
mixer unit.

At the mixer unit, the air is mixed with air re-circulated

from the main cabin. This reduces the overall bleed
demand and saves fuel. From the mixer unit, the air is
distributed to the cockpit and the forward and aft cabin
zones.

Some of the air from the pneumatic system is used for

the OPTIMIZED temperature regulation system. This
hot air is mixed with the air from the mixer unit to
adjust the temperature in each zone independently. The
air is distributed throughout the cabin and finally,
discharged overboard through the outflow valve to
maintain pressurization.
VENTILATION SYSTEM
PRESENTATION
There are two ventilation systems on the Single
Aisle (SA) family, avionics ventilation and
lavatory and galley ventilation.
AVIONICS VENTILATION
The avionics ventilation system supplements the
air conditioning system to supply cooling air to the
avionics equipment.
This equipment includes the avionics compartment,
the flight deck instruments and the circuit breaker
panels.

A blower fan and an extraction fan circulate the air

through the avionics equipment.
LAVATORY AND GALLEY
VENTILATION
The lavatory and galley ventilation system is
completely automatic. Conditioned cabin air is
supplied through the lavatory and galley areas and
is removed from these areas by an extraction fan.
The fan pulls air through the ceiling into an
extraction duct. The air is then discharged
overboard through the outflow valve.
ATA 30 – ICE AND RAIN PROTECTION
The ice and rain protection system enables
unrestricted operation in icing conditions and
heavy rain. For anti-icing, hot air or electrical
heating protects critical areas of the aircraft.
The different subsystems of the ice and rain
protection system are:

 wing ice protection,

 engine air intake ice protection,

 probe ice protection,

 windshield ice and rain protection,

 drain mast ice protection,

 ice detection system (optional),

 water and waste system ice protection (some are

optional).
ATA – 26 FIRE PROTECTION
Because fire is one of the most dangerous threats to an
aircraft, the potential fire zones of modern multiengine
aircraft are protected by a fixed fire protection system.

A fire zone is an area, or region, of an aircraft designed

by the manufacturer to require fire detection and/or fire
extinguishing equipment and a high degree of inherent
fire resistance.

The term “fixed” describes a permanently installed

system in contrast to any type of portable fire
extinguishing equipment, such as a hand-held Halon or
water fire extinguisher
SYSTEM DESCRIPTION
A complete fire protection system on modern
aircraft, and on many older aircraft, includes a fire
detection system and a fire extinguishing system.
Typical zones on aircraft that have a fixed fire
detection and/or fire extinguisher system are:
1. Engines and auxiliary power unit (APU)

2. Cargo and baggage compartments

3. Lavatories on transport aircraft

4. Electronic bays

5. Wheel wells

6. Bleed air ducts

To detect fires or overheat conditions, detectors are
placed in the various zones to be monitored. Fires
are detected in reciprocating engine and small
turboprop aircraft using one or more of the
following:
1. Overheat detectors

2. Rate-of-temperature-rise detectors

3. Flame detectors

4. Observation by crewmembers
In addition to these methods, other types of
detectors are used in aircraft fire protection
systems but are seldom used to detect engine fires.
For example, smoke detectors are better suited to
monitor areas where materials burn slowly or
smolder, such as cargo and baggage compartments.
Other types of detectors in this category include
carbon monoxide detectors and chemical sampling
equipment capable of detecting combustible
mixtures that can lead to accumulations of
explosive gases.
The complete aircraft fire protection systems of
most large turbine-engine aircraft incorporate
several of these different detection methods.

1. Rate-of-temperature-rise detectors
2. Radiation sensing detectors
3. Smoke detectors
4. Overheat detectors
5. Carbon monoxide detectors
6. Combustible mixture detectors
7. Optical detectors
8. Observation of crew or passengers
CLASSES OF FIRES
Class A - fires involving ordinary combustible materials,
such as wood, cloth, paper, rubber, and plastics.

Class B - fires involving flammable liquids, petroleum

oils, greases, tars, oil-based paints, lacquers, solvents,
alcohols, and flammable gases.

Class C - fires involving energized electrical equipment

in which the use of an extinguishing media that is
electrically nonconductive is important.

Class D - fires involving combustible metals, such as

magnesium, titanium, zirconium, sodium, lithium, and
potassium.
ATA 28 – FUEL SYSTEM
All powered aircraft require fuel on board to
operate the engine(s).

A fuel system consisting of storage tanks, pumps,

filters, valves, fuel lines, metering devices, and
monitoring devices is designed and certified under
strict Title 14 of the Code of Federal Regulations
(14 CFR) guidelines
Each system must provide an uninterrupted flow of
contaminantfree fuel regardless of the aircraft’s
attitude. Since fuel load can be a significant portion
of the aircraft’s weight, a sufficiently strong
airframe must be designed. Varying fuel loads and
shifts in weight during maneuvers must not
negatively affect control of the aircraft in flight.
Each fuel system for a multiengine airplane must
be arranged so that, in at least one system
configuration, the failure of any one component
(other than a fuel tank) does not result in the loss
of power of more than one engine or require
immediate action by the pilot to prevent the loss of
power of more than one engine
AIRCRAFT FUEL SYSTEMS
While each manufacturer designs its own fuel
system, the basic fuel system requirements
referenced at the beginning of this chapter yield
fuel systems of similar design and function in the
field.
Small single-engine aircraft fuel systems vary
depending on factors, such as tank location and
method of metering fuel to the engine. A high-wing
aircraft fuel system can be designed differently
from one on a low-wing aircraft. An aircraft engine
with a carburetor has a different fuel system than
one with fuel injection
GRAVITY FEED SYSTEMS
High-wing aircraft with a fuel tank in each wing
are common. With the tanks above the engine,
gravity is used to deliver the fuel.
PUMP FEED SYSTEMS
Low- and mid-wing single reciprocating engine
aircraft cannot utilize gravity-feed fuel systems
because the fuel tanks are not located above the
engine. Instead, one or more pumps are used to
move the fuel from the tanks to the engine.
A LOW-WING, TWIN-ENGINE, LIGHT
AIRCRAFT FUEL SYSTEM
FUEL SYSTEM COMPONENTS
 Fuel Tanks
 Fuel Lines and Fittings

 Fuel Valves

 Fuel Pumps

 Fuel Filters

 Fuel System Indicators

ATA 38 - WATER AND
SHIIIIIIIIIIIIIIIIIIT!
The water and waste system has:
- a potable water system,
- a waste water system,
- a toilet system.
POTABLE WATER SYSTEM
The potable water system supplies water from the
water tank through a distribution system to the
users.

The users are the water faucets in the galleys and

lavatories and the vacuum toilet units.

The potable water system is pressurized by the

bleed air system.
A compressor (optional) can be installed to
pressurize the water system with air on the
ground.
WASTE WATER SYSTEM
The waste water drain system collects the waste
water from the lavatory washbasins and the galley
sinks.

The waste water is discarded outside through the

drain valve (air stop valve) and the heated drain
mast.

Air stop valves avoid constant cabin

depressurization by opening only when a certain
amount of water is collected.
VACUUM TOILET SYSTEM
During toilet flushing, the waste from the toilet
bowl is sent under the effect of cabin differential
pressure to the under floor waste holding tank.

On ground and in flight below 16,000 ft, a vacuum

generator is used to generate the necessary delta
pressure.
ATA 52 -DOOOOOOOOOOOOOOOOOR
The different doors are:
- passenger doors,
- emergency exits,
- cargo doors,
- avionics compartment doors,
- cockpit door.
ATA 25 – EQUIPMENT AND FURNISHINGS
The equipment and furnishings are installed in
different compartments:
- the cockpit,
- the passenger compartment,
- the cargo compartments.
COCKPIT SEATS
The CAPT and F/O seats are symmetrical and their
operation identical.
They are electrically or manually operated.
They are not interchangeable.
The seats are secured onto the cockpit floor.
The Third Occupant seat is a folding seat attached to
the right rear panel
in the cockpit.
Position adjustment is only possible in lateral direction.
The Fourth Occupant seat is a folding seat installed
against the left rear
partition in the cockpit.
PASSENGER SEATS
The passenger seats are mounted on standard
tracks, which allow quick removal and installation.

CABIN ATTENDANT SEATS

Cabin attendant seats are attached to partitions or

lavatory walls.
Depending on the cabin configuration, the number
and location of cabin attendant seats can vary.
All are folding seats.
GALLEYS
LAVATORIES
TYPICAL CABIN CONFIGURATION
PASSENGER DOOR AND ESCAPE
SLIDE
An evacuation slide is an inflatable slide used to
evacuate an aircraft quickly. An escape slide is
required on all commercial (passenger carrying)
aircraft where the door sill height is such that, in
the event of an evacuation, passengers would be
unable to step down from the door uninjured
(Federal Aviation Administration requires slides on
all aircraft doors where the floor is 6 feet (1.8 m) or
more above the ground).
ATA 35 - OXYGEN
The oxygen system supplies crew and passengers
with oxygen in case of cabin depressurization.

The oxygen system has three different subsystems:

- cockpit Crew Oxygen System: the oxygen is
supplied from a high pressure oxygen cylinder to
quick donning masks in the cockpit,
- passenger Oxygen System: the passenger and
cabin attendant oxygen system is supplied by
chemical oxygen generator units,
- portable Oxygen System: it has a high pressure
portable cylinders with continuous flow type masks
and smoke hoods.
COCKPIT CREW OXYGEN SYSTEM
The cockpit crew oxygen system supplies oxygen to
the flight crew, in case of a sudden decrease in
cabin pressurization or if there are smoke or
dangerous gases in the cockpit.
CABIN OXYGEN SYSTEM
The fixed oxygen system in the cabin supplies oxygen to
passengers and cabin crew in case of cabin
depressurization.
It has containers with two to four masks and a chemical
oxygen generator.
The oxygen containers are located above the passenger
seats, in the lavatories, in each galley and at each cabin
attendant station.
In case of cabin depressurization the container doors
open automatically and the oxygen masks drop out.
The container doors can also be opened from the cockpit
or manually with a special tool located in the cabin crew
workstation.
By pulling the mask the oxygen generator is activated
and produces pure oxygen to the masks for a limit time.
PORTABLE OXYGEN SYSTEM
A portable oxygen bottle and Portable Breathing
Equipment (PBE) are located in the cockpit.
Portable oxygen bottles and PBE are located in the
cabin.
ATA 32 – LANDING SHITS
Aircraft landing gear supports the entire weight of
an aircraft during landing and ground operations.
They are attached to primary structural members
of the aircraft.

The type of gear depends on the aircraft design and

its intended use. Most landing gear have wheels to
facilitate operation to and from hard surfaces, such
as airport runways
LANDING GEAR ARRANGEMENT
 Tail Wheel-Type Landing Gear
 Tandem Landing Gear

 Tricycle-Type Landing Gear

LANDING GEAR DOORS
Doors are hydraulically operated and electrically
controlled.
The mechanically operated doors are linked to the
L/G struts and moves with the gear.
WHEELS AND BRAKES
The MLG have:
- wheels,
- carbon brakes,
- brake fans (optional),
- Tire Pressure Indicating System (TPIS) sensor
(optional),
- gear jacking pad for wheel change.

The NLG has:

- a Nose Wheel Steering (N/WS) system,
- a jacking pad for wheel change,
- a TPIS sensor (optional)
LANDING GEAR ALIGNMENT, SUPPORT,
AND RETRACTION

Retractable landing gear consist of several

components that enable it to function. Typically,
these are the torque links, trunnion and bracket
arrangements, drag strut linkages, electrical and
hydraulic gear retraction devices, as well as
locking, sensing, and indicating components.
Additionally, nose gear have steering mechanisms
attached to the gear.
 Alignment
 As previously mentioned, a torque arm or torque
links assembly keeps the lower strut cylinder from
rotating out of alignment with the longitudinal axis
of the aircraft.
 Alignment of the wheels of an aircraft is also a
consideration. Normally, this is set by the
manufacturer and only requires occasional attention
such as after a hard landing. The aircraft’s main
wheels must be inspected and adjusted, if necessary,
to maintain the proper tow-in or tow-out and the
correct camber.
SUPPORT
Aircraft landing gear are attached to the wing
spars or other structural members, many of which
are designed for the specific purpose of supporting
the landing gear. Retractable gear must be
engineered in such a way as to provide strong
attachment to the aircraft and still be able to move
into a recess or well when stowed
ATA 27 – FLIGHT CONTROLS
All flight control surfaces are made of composite
materials except for the slats which are made of
aluminum alloy for the A320/319/318/321 aircrafts.

All flight control surfaces are electrically controlled

and hydraulically operated
FLIGHT CONTROL SURFACES
 PITCH
 Pitch control is achieved by two elevators and the
Trimmable Horizontal Stabilizer (THS).
 Elevators are used for short-term activity.
 The THS is used for long-term activity.
 ROLL
 Roll control is achieved by one aileron and spoilers 2
to 5 on each wing, numbered from wing root to wing
tip.

 YAW
 Yaw control is fulfilled by the rudder.
 The rudder is used during cross wind take-off and
landing, and in case of engine failure (thrust
asymmetry).
 The yaw damper function controls the rudder for
Dutch roll damping and turn coordination.
 SPEED BRAKES
 The speed brake function is used in flight to increase
the aircraft drag.
 Spoilers 2 to 4 are used.

 GROUND SPOILERS
 The ground spoiler function is used to destroy the lift
during landing and in case of aborted take-off. All
spoiler panels are used.
 HIGH LIFT
 The high lift function is achieved by slats and flaps.
 There are two flaps, inboard and outboard, and five
slats on each wing, numbered from wing root to wing
tip.
 AILERON DROOP
 The aileron droop function increases the lift on the
part of the wing which is not equipped which flaps.
 The ailerons are deflected downwards when the flaps
are extended.
FLY BY WIRE PRINCIPLE
The pilots use the side sticks to fly the aircraft in pitch
and roll (and in yaw indirectly through turn
coordination).
The pilot's side stick orders are sent to the flight control
computers. These computers convert the
orders into an aircraft objective. The computers send
surface deflection orders to the surfaces in order to
achieve the aircraft objective.
However, regardless of the pilot's inputs, the computer
prevents:
- excessive maneuvers,
- flight outside the safe flight envelope.
Autopilot commands are given directly to the
computers.
ATA 29 – HYDRAULIC SYSTEMS
The word “hydraulics” is based on the Greek word for
water and originally meant the study of the physical
behavior of water at rest and in motion.

Hydraulic systems in aircraft provide a means for the

operation of aircraft components. The operation of
landing gear, flaps, flight control surfaces, and brakes is
largely accomplished with hydraulic power systems.

Hydraulic system complexity varies from small aircraft

that require fluid only for manual operation of the
wheel brakes to large transport aircraft where the
systems are large and complex
HYDRAULIC FLUID
Hydraulic system liquids are used primarily to
transmit and distribute forces to various units to be
actuated. Liquids are able to do this because they
are almost incompressible. Pascal’s Law states that
pressure applied to any part of a confined liquid is
transmitted with undiminished intensity to every
other part. Thus, if a number of passages exist in a
system, pressure can be distributed through all of
them by means of the liquid.
VISCOSITY
One of the most important properties of any
hydraulic fluid is its viscosity. Viscosity is internal
resistance to flow. A liquid such as gasoline that
has a low viscosity flows easily, while a liquid such
as tar that has a high viscosity flows slowly.
Viscosity increases as temperature decreases. A
satisfactory liquid for a given hydraulic system
must have enough body to give a good seal at
pumps, valves, and pistons, but it must not be so
thick that it offers resistance to flow, leading to
power loss and higher operating temperatures.
TYPES OF HYDRAULIC FLUIDS
 The three principal categories of hydraulic fluids
are:
1. Minerals .
2. Polyalphaolefins
3. Phosphate esters
BASIC HYDRAULIC SYSTEMS
Regardless of its function and design, every
hydraulic system has a minimum number of basic
components in addition to a means through which
the fluid is transmitted. A basic system consists of
a pump, reservoir, directional valve, check valve,
pressure relieve valve, selector valve, actuator, and
filter.
HYDRAULIC POWER SYSTEMS
Smaller aircraft have relatively low flight control
surface loads, and the pilot can operate the flight
controls by hand.

Hydraulic systems were utilized for brake systems

on early aircraft. When aircraft started to fly faster
and got larger in size, the pilot was not able to
move the control surfaces by hand anymore, and
hydraulic power boost systems were introduced.
Power boost systems assist the pilot in overcoming
high control forces, but the pilot still actuates the
flight controls by cable or push rod.
ATA 24 – MERALCO
There are two identical engine driven generators
called Integrated Drive Generators (IDGs).
They are used as the main power source to supply
the A/C electrical network.

The IDG basically contains, in a common housing,

a generator and a Constant Speed Drive (CSD).
The CSD gives a constant input speed to the
generator, which is required for a constant output
frequency.
AVIONICS SHIT NA!
ATA 31 – ??????

The indicating and recording system is divided into 2 main parts

 Indicating system
 Recording system
RECORDING SYSTEM
Large commercial aircraft and some smaller
commercial, corporate, and private aircraft are
required by the FAA to be equipped with two "black
boxes" that record information about a flight. Both
recorders are installed to help reconstruct the
events leading to an aircraft accident. One of these,
the Cockpit Voice Recorder (CVR), records
radio transmissions and sounds in the cockpit, such
as the pilot's voices and engine noises. The other,
the Flight Data Recorder (FDR), monitors
parameters such as altitude, airspeed and heading.
FDR – FLIGHT DATA RECORDER
 A flight data recorder is an electronic device employed to record instructions
sent to any electronic systems on an aircraft.
 The data recorded by the FDR are used for accident and incident investigation.
Due to their importance in investigating accidents, these ICAO-regulated
devices are carefully engineered and constructed to withstand the force of a
high speed impact and the heat of an intense fire. Contrary to the popular term
"black box", the exterior of the FDR is coated with heat-resistant bright
orange paint for high visibility in wreckage, and the unit is usually mounted in
the aircraft's tail section, where it is more likely to survive a severe crash.
CVR – COCKPIT VOICE RECORDER
Cockpit Voice Recorder - a device used to record the
audio environment in the flight deck for accidents and
incident investigation purposes. The CVR records and
stores the audio signals of the microphones and
earphones of the pilots’ headsets and of an area
microphone installed in the cockpit.
Indicating system
 Aircraft indicating systems provide information to
aircrew on the condition of aircraft systems and
equipment, the aircraft's flight status and other
parameters necessary for safe aircraft operation, and/or
to maintain adequate situational awareness.
ATA 34 – NAVIGATION
Navigation instruments include those operated by
pitot and/or static pressure (airspeed indicator,
altimeter, vertical speed indicator); those operated
by gyroscopes (attitude and directional gyros, turn
rate indicator); and various avionics subsystems
used to determine aircraft position, perform
enroute navigation, and assist in approach and
landing operations
AIR DATA/INTERNAL REFERENCE SYSTEM
 Air data reference
 PITOT probes
 Static ports
 AOA sensors
 TAT sensors (total air temperature)

 inertial reference
 gyroscope
 Accelerometers
ADR – AIR DATA REFERENCE
The ADR part supplies various air data parameters

- Airspeed
- Mach no.
- Barrometric altitude
- Total air temp
- Static air temp
- AOA
IR – INERTIAL REFERENCE
The IR part uses gyros and accelerometers to give
inertial data to the Flight management and
Guidance computers. The give:
 Attitude

 Heading

 Vertical speed

 Flight path vector

DEPENDENT POSITION DETERMINING
SYSTEM AND LANDING AIDS

Are the navigation system that require inputs

external to the aircraft to operate. They include:
 ILS
 Marker system
 GPS
 TCAS or (T/TISS)(T3CAS)
 DME
 ADF
 VOR
INDEPENDENT POS DET SYSTEM
These systems fo not rely on external sources to
give to the flight crew the position determination.
 Traffic/Terrain Integrated surveillance system
(T/TISS or T3CAS)
 RA – radio altimeter
 WXR – weather radar
ATA 22 – AUTO FLIGHT SYSTEM
The AFS calculates orders to automatically control
the Flight Controls (via the EFCS) and the Engines
(via FADEC)

To meet the necessary reliability, the AFS is built

around redundant no. of computers per system.
Autopilot Controls the following flight conditions:
 PITCH
 SPEED.
 VERTICAL SPEED
 ALTITUDE
 HEADING
 BANK
 GLIDESLOPE-HOLD
 TURN COORDINATOR
 Yaw dampening
MAIN COMPONENTS
 Control Panel
 Computer or Processor

 Display Unit

 Servo Actuators

 Feedback system
AFS Computer Receives data from

 Air Data Computers (ADC)

 Attitude Heading Reference System
 Radio-altimeter
 GPS
ATA 23 - COMMUNICATION
Communication to and from the aircraft may be in voice or data
mode,depending on the communication system used.The cockpit
crew can communicate by using HF and VHF radiocommunication
systems as well as satellite communication system.Air-ground
communications are available in voice and data mode. Air-
aircommunications are available in voice mode only.When the
aircraft is at the gate, airlines can use the Wireless
AirportCommunication System (WACS) to transfer some specific
data (optionalequipment).Inside the aircraft, on-board
communication system let flight crew, groundcrew and passengers
communicate to each other.A static discharging system protects the
communications system frominterference caused by static electricity.
VOICE COMMUNICATION LAYOUT
DATA COMMUNICATION LAYOUT
ATA 33 - LIGHTS
Aircraft lighting systems provide illumination for both exterior and interior use.
Lights on the exterior provide illumination for such operations as landing at night,
inspection of icing conditions, and safety from midair collision. Interior lighting
provides illumination for instruments, cockpits, cabins, and other sections
occupied by crewmembers and passengers. Certain special lights, such as
indicator and warning lights, indicate the operation status of equipment.

The Lighting system includes:

 Cockpit lighting
 Cabin lighting and signs
 Emergency lightings
 Cargo and service compartment lighting
 Exterior lighting
EXTERIOR LIGHTS
Position or navigation, anti-collision, landing, and taxi lights
are common examples of aircraft exterior lights. Some lights
are required for night operations. Other types of exterior
lights, such as wing inspection lights, are of great benefit for
specialized flying operations.
INTERIOR LIGHTS
Aircraft are equipped with interior lights to illuminate the
cabin. [Figure 9-181] Often white and red light settings are
provided. Commercial aircraft have a lighting systems that
illuminates the main cabin, an independent lighting system
so that passengers can read when the cabin lights are off, and
an emergency lighting system on the floor of the aircraft to
aid passengers of the aircraft during an emergency.
END OF THE SHOW