AIR FORCE JSSG-2010-5-1998 CREW SYSTEMS AIRCRAFT LIGHTING HANDBOOK [Superseded AIR FORCE AFGS-87240 A CANC NOTICE 1 CONT DIST. AIR FORCE AFGS-87240 A CONT DIST. AIR FORCE MIL-STD-1.pdf

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1、NOT MEASUREMENTSENSITIVEJSSG-2010-530 October 1998SUPERSEDINGAFGS-87240A31 December 1987MIL-L-85762A26 August 1988MIL-STD-1776A(USAF)25 February 1994DEPARTMENT OF DEFENSEJOINT SERVICE SPECIFICATION GUIDECREW SYSTEMSAIRCRAFT LIGHTING HANDBOOKThis specification guide handbook is for guidance only.Do n

2、ot cite this document as a requirement.AMSC 15GPDISTRIBUTION STATEMENT A. Approved for public release; distribution is unlimited.Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-JSSG-2010-5iiFOREWORDJSSG RELEASE NOTEThe specification guides support th

3、e acquisition reform initiative, and ispredicated on a performance based business environment approach to productdevelopment. As such it is intended to be used in the preparation of performancespecifications. It is one of a set of specification guides. It is the initial release of thisguide. In this

4、 sense this document will continue to be improved as the developmentprogram is accomplished.1. This specification guide handbook is approved for use by all Departments and Agencies ofthe Department of Defense (DoD).2. This Joint Service Specification Guide (JSSG) handbook, in conjunction with its co

5、mpanionJSSGs handbooks, is intended for use by Government and Industry program teams asguidance in developing program unique specifications. This handbook is for guidance only.This handbook cannot be cited as a requirement. If it is, the contractor does not have tocomply. This document may not be pl

6、aced on contract.3. The complete set of JSSGs, and their respective handbooks, establish a commonframework to be used by Government-Industry Program Teams in the Aviation Sector fordeveloping program unique requirements documents for Air Systems, Air Vehicles, andmajor Subsystems. Each JSSG contains

7、 a compilation of candidate references, genericallystated requirements, verification criteria, and associated rationale, guidance, and lessonslearned for program team consideration. The JSSGs identify typical requirements for avariety of aviation roles and missions. By design, the JSSG sample langua

8、ge for“requirements” and “verification criteria” are written as generic templates, with blanks thatneed to be completed in order to make the requirements meaningful. Program teams needto review the JSSG rationale, guidance, and lessons learned to: (1) determine whichrequirements are relevant to thei

9、r application; and (2) fill in the blanks with appropriate,program-specific requirements.4. This document is Part 2 of two parts. Part 1 of the JSSG-2010 is a template for developingthe program unique performance specification. As a generic document, it containsrequirement statements for the full ra

10、nge of aviation sector applications. It must be tailoredto delete non-applicable requirements to form the program unique specification. In addition,where blanks exist, these blanks must be filled in for the program unique specification toform a complete and consistent set of requirements to meet pro

11、gram objectives. Part 2 ofthe JSSG-2010 is a handbook which provides the rationale, guidance, and lessons learnedrelative to each statement in Part 1. The section 4, verification requirements, must betailored to reflect an understanding of: (1) the design solution; (2) the identified programmileston

12、es; (3) the associated level of maturity which is expected to be achieved at thosemilestones; and (4) the specific approach to be used in the design and verification of therequired products and processes. It must be recognized that the rationale, guidance, andlessons learned are not only generic in

13、nature, but also document what has been successfulin past programs and practices. This must not be interpreted to limit new practices,processes, methodologies, or tools.5. Beneficial comments (recommendations, additions, deletions) and any pertinent data whichmay be of use in improving this document

14、 should be addressed to: ASC/ENSID, Bldg. 560,2530 Loop Road West, Wright-Patterson AFB OH 45433-7101, by using theStandardization Document Improvement Proposal (DD Form 1426) appearing at the end ofthis document or by letter.Provided by IHSNot for ResaleNo reproduction or networking permitted witho

15、ut license from IHS-,-,-JSSG-2010-5iiiCONTENTSPARAGRAPH PAGE1. SCOPE 11.1 Scope. 12. APPLICABLE DOCUMENTS 12.1 General. 12.2 Government documents. 12.2.1 Specifications, standards, and handbooks. 12.2.2 Other Government documents, drawings, and publications. 22.3 Non-Government publications. 32.4 Or

16、der of precedence. 33. REQUIREMENTS 33.1 Crew Systems Engineering (see JSSG-2010-1). 33.2 Crew Systems Automation, Information, andControl/Display Management (see JSSG-2010-2). 33.3 Cockpit/Crew Station/Cabin (see JSSG-2010-3). 33.4 Aircrew Alerting (see JSSG-2010-4). 33.5 Aircraft Lighting 33.5.1 P

17、urpose. 33.5.2 Requirements. 83.5.2.1 Interior lighting. 83.5.3 Exterior lighting subsystems. 593.5.3.1 Anticollision lighting. 593.5.3.2 Position lights. 643.5.3.3 Aerial refueling lights. 703.5.3.4 Landing and taxi lighting. 793.5.3.5 Formation lights. 813.5.3.6 Fuselage lights. 843.5.3.7 Inspecti

18、on lights. 853.5.3.8 Exterior emergency lighting. 873.6 Sustenance and Waste Management (S the Government reserves the right towitness, or conduct, any verifications.4.5.1.1 Verification types.Analysis. Verification by analysis shall prove the item meets specified requirements bytechnical evaluation

19、 of equations, charts, graphs, models, circuit diagrams, and representativeProvided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-JSSG-2010-54data, or by evaluation of previously qualified equipment/software to equivalent or more stringentcriteria.Demonstra

20、tion. Verification by demonstration involves the operation of the item. The item maybe instrumented and its performance monitored, but only as an indirect function in support ofthe demonstration. Performance monitoring shall have quantitative limits for the determinationof satisfactory operation.Ins

21、pection. Verification by inspection shall show through visual means, physical manipulation,gauging, or measurement that the requirements have been met. For software, inspectionincludes physical examination of documentation and/or code to verify conformance to specifiedrequirements.Test. Verification

22、 by test involves the operation of the item with instrumentation for recording,analyzing, and evaluating the resultant quantitative data. Acceptability of a unit shall bedetermined by comparing test data with quantitative limits as established in the specification.Process control. The definition of

23、this verification type is TBD.Program Phase Timeline and Testing RequirementsMilestones to Check or Validate System RequirementsV V V V V V VSRR SFR PDR CDR TRR FCA PCAConceptDemonstration section 4 of MIL-L-85762A; and Naval Air Warfare Center Aircraft Division Code4.6.4.2, SOPs.Provided by IHSNot

24、for ResaleNo reproduction or networking permitted without license from IHS-,-,-JSSG-2010-59VERIFICATION RATIONALE (4.5.2.1.1)In order to determine the adequacy of the instrument lighting systems for each new modelaircraft, or modification thereof, which would affect the design of the instrument pane

25、l layout orthe lighting system, a complete mockup of the instrument lighting system involved shall beprepared by the aircraft contractor for inspection and approval by the procuring activity.VERIFICATION GUIDANCE (4.5.2.1.1)Lighting mockups are important, particularly for new configurations or upgra

26、des. They can becostly and time consuming. Much discretion should be exercised in defining the extent to whichcompleteness of the mockup or simulation is required. In aircraft with extensive canopies orwindows, control of internal reflections can be as critical as the lighting.The mockup shall be pr

27、ovided with the actual production (or production prototype) lightingequipment and instruments or models of instruments which have lighting that is representativeof production lighting insofar as practical, which will afford a reasonable indication of theeffectiveness of the lighting involved. Exteri

28、or lighting that may impact on interior lighting,viewability, or safety will be mocked up in conjunction with a suitable cockpit mockup.A practical, end-to-end, SYSTEM LEVEL verification test of NVIS compatible interior lightingusing Visual Acuity as the measure can be outlined as follows. This test

29、 has been useful indetermining that a contractor has met his NVIS requirements in a simple, straight forward, andquantifiable way. This test may be used as the sole pass/fail, contracturally required,verification criteria or it can be used with other verification methods as suggested by theVerificat

30、ion Matrix guidance found elswhere in this document.a. Place aircraft with full-up prototype or pre-production NVIS interior lighting in anenvironment which is as dark as possible (e.g., a hangar with the doors shut, lights out, atnightime, etc., an engine hush house, etc.).b. Place a Visual Acquity

31、 eye chart(s) a set distance from the nose of the aircraft wherethe pilot/copilot can see it (e.g., 20-30 feet). Generally these charts have a high contrast (i.e.,black on white) square wave pattern on them. Each chart has a different spatial frequency onit.c. While looking thru the NVGs that will b

32、e used operationally, have the test subjects readthe charts as if taking an eye test and record their Visual Acuity scores. Do this with NVISlights ON as one condition and with all lights OFF as the other condition. The canopy should beclosed.d. This test may be repeated thru the HUD 20 percent is r

33、ecommended and lower is better.Current technology makes achieving .003 difficult, but push the state of the art to achieve thebest balancing and grant waivers based on program constraints if necessary. (f) Currentleaking through incandescent lamp filaments can create an infrared (IR) source that may

34、 createa detectable signature that can interfere with the operation of NVIS (since they amplify IRenergy).These dimming requirements are most critical to instruments and panels. Other subsystems,such as floodlighting or external refueling lights, do not require all of the above requirements.REQUIREM

35、ENT LESSONS LEARNED (3.5.2.1.2)(a) Some early aircraft had two- or seven-step intensity controls; the first click was often toobright. (f) A preliminary look at an aircraft to be modified for NVIS compatibility found IR thataffected NVIS due to current leakage through the filaments.Provided by IHSNo

36、t for ResaleNo reproduction or networking permitted without license from IHS-,-,-JSSG-2010-5114.5.2.1.2 Lighting control location and actuation.The lighting control location and actuation requirements are verified and reverified during viathe concurrent engineering process during the acquisition pha

37、ses indicated in table I. Theverification types to be used are Analysis, Demonstration, Inspection, Test and ProcessControl. The specific methods to be employed (and currently available) can be found in4.2.1.1.10, of MIL-L-8720; section 4 of MIL-L-85762A; and Naval Air Warfare Center AircraftDivisio

38、n Code 4.6.4.2, SOPs.VERIFICATION RATIONALE (4.5.2.1.2)A direct measurement of luminances using calibrated photometric equipment is the standardmethod to verify specified levels.VERIFICATION GUIDANCE (4.5.2.1.2)Photometers must be calibrated to a standard traceable to the National Bureau of Standard

39、s(NBS). The aperture must be one-half the width of the symbol stroke (letter, pointer, etc.). Arepresentative set of averaged measurement points should be used for these evaluations.Measurements are to be made in a dark room. Perform appropriate log transformations ondata to verify specified rate of

40、 changes. See refueling light dimming section.VERIFICATION LESSONS LEARNED (4.5.2.1.2)TBD3.5.2.1.3 System integration.Instruments, displays and consoles shall be provided with primary and secondary lightingsubsystems. All lighting sources shall track together in luminance over the entire range of th

41、elighting system. The lights shall not be a source of direct or reflected glare to aircrew membersor be seen by outside observers. Unless otherwise specified by the acquiring activity, thelighting subsystem shall be designed to operate from the power sources identified in the systemor aircraft elect

42、rical power interface control document(s) or requirements. The lighting systemdesign shall support the balancing of each primary instrument and control panel lightingcomponent as an “O” Level maintenance function. Each component shall be marked to indicatethe lighting color and when appropriate NVIS

43、 type and class. Class A, B, and C lightingcomponents are compatible with NVIS utilizing a variety of minus blue objective lens filters asdepicted in table II. The secondary instrument and console lighting sub-systems provide abackup capability during electrical casualty situations. The lighting sys

44、tems and subsystemshall meet the electromagnetic interference (EMI) and electromagnetic compatibility (EMC)requirements of the system or aircraft EMI/EMC interface control doument(s) or requirements.A capability shall be provided to automatically disconnect the power from light circuits in theevent

45、of a ground short in the fixture, circuit or controls. The number of different lamp typesshall be minimized. No current shall flow through the lamps when the luminance is set to fullOFF.REQUIREMENT RATIONALE (3.5.2.1.3)The lighting system should be considered as part of the overall system. The Class

46、 of the NVGsto be used by the customer should specified or known beforehand. This will help insure theoverall quality of the product and will result in greater user satisfaction.Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-JSSG-2010-512REQUIREMENT

47、 GUIDANCE (3.5.2.1.3)See MIL-STD-464 for guidance.REQUIREMENT LESSONS LEARNED (3.5.2.1.3)Lights which do not track when brightned or dimmed will result in hot spots, glare, or reflections.Glare and reflections can reduce the view of the crewmember to the outside world and canincrease the signature o

48、f the system to a threat. Light balancing, labeling, backup, automaticdisconnetion, minimum parts count are important logistics, supportiblity, and life cycle costconsiderations. “OFF“ must be defined as zero current flow, not: no detectable/perceiveablelight output. NVGs may detect light, gain down

49、, and thus reduce the outside viewing distance,all unknownst to the wearer.NVIS Class C describes a NVG which has filter characteristics which reliably see certain typesof HUD output. Class B NVG users had difficulty finding sets of Class B NVGs which see theLANTIRN holographic HUD symbology. The LANTIRN HUD is used on the F-16C/D Block40/42s and the F-15E. Some Class B NVGs could see the LANTIRN HUD symbology andsome could not. This was becaus