Dimming the cabin lights
Thread Starter
Joined: Jan 2002
Posts: 1,205
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From: Europe
Dimming the cabin lights
Hello all,
Last Thursday night I took a very short flight and as per regulation cabin side lights were switched off but the ceiling lights on the 734 did remain on. The remaining lights of the cabin were enough to read a paper. On some other flights on 734 there were only the lights from the FSB and No smoking signs left on - all other lights were out.
Now I know the reasons for dimming the lights (or I think I do) but I am wondering is there a clear definition or a regulation of what lights should be turn out for a night take off and landing.
Rwy in Sight
Last Thursday night I took a very short flight and as per regulation cabin side lights were switched off but the ceiling lights on the 734 did remain on. The remaining lights of the cabin were enough to read a paper. On some other flights on 734 there were only the lights from the FSB and No smoking signs left on - all other lights were out.
Now I know the reasons for dimming the lights (or I think I do) but I am wondering is there a clear definition or a regulation of what lights should be turn out for a night take off and landing.
Rwy in Sight
Joined: Mar 2005
Posts: 62
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From: Midlands
Correct me if I'm wrong but I think that to what extent the lights are dimmed is specified by the individual airlines SOP's (standard operating procedures).
I have work for several airlines and they all differ slightly, some requiring a total black out and others to dim ceiling and windows out etc.
I have work for several airlines and they all differ slightly, some requiring a total black out and others to dim ceiling and windows out etc.
Joined: Oct 2004
Posts: 87
Likes: 0
From: LGW & LHR
Its at the No1's discrestion. The regulations state that the lights must be 'dimmed' - this is open to interpretation.
Some number 1's will plunge the aircraft into darkness whilst others literally just turn out the brightest of the lights.
I guess, thinking about it, it could be argued that either is preferable depending on the nature of the emergency!
Some number 1's will plunge the aircraft into darkness whilst others literally just turn out the brightest of the lights.
I guess, thinking about it, it could be argued that either is preferable depending on the nature of the emergency!
Joined: Mar 2007
Posts: 51
Likes: 0
From: Southern
Our Airlines SOP's are that during hours of reduced light, that cabin lighting be switched off, so that if an incident occurs during the critical flight phase that results in the failure of the a/c main lighting system, that it would be easier for peoples eyes to adjust to the level of light.
Having said that, another Major airline in the region does full bright cabin lighting, justifying that during an emergency the cabin lighting system would be one of the last things fail.
I certainly see both sides as having very good points, but its definatley individual airlines SOP's as opposed to an ICAO/FAA/CAA thing.
Having said that, another Major airline in the region does full bright cabin lighting, justifying that during an emergency the cabin lighting system would be one of the last things fail.
I certainly see both sides as having very good points, but its definatley individual airlines SOP's as opposed to an ICAO/FAA/CAA thing.
Joined: Feb 2007
Posts: 30
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From: London
My airline also leaves cabin lighting on......an issue we have brought up with them several times. Most of our flights are night flights and when i,m in my crew seat its very difficult to see outside conditions not to mention the effect on pax and crew eyes in the event of an emergency. My previous airline always dimmed lights which for semed pretty normal. My present airline told us..... its more comfortable for the pax if the lights are on......in case they are afraid. What utter horse manure!!!!
Joined: Mar 2006
Posts: 275
Likes: 0
From: New Zealand
Where I work it is most important that the outside light is reflected in the cabin, especially for the crew to be able to check outside conditions prior to opening exits and for the passengers to be immediately aware of their surroundings in what would be most likely a very delirious and disoriented situation. Similarly this is one of the reasons window blinds should be open for take off and landing.
I have had an occurance where emergency lighting was activated due to a faulty APU, and was told by the captain that in most prepared emergencies cabin lighting would fail or be switched off and this is why the emergency lighting is armed anyway.
In reality - people are going to be scared in a prepared emergency, I dont think cabin lighting will instill much calm in the cabin.
As far as dimming for take off and landing, I hvae found it varies and the Pursur is generally incharge of this, however before dimming I find it a nice touch to make a PA to passengers advising them of this.
I have had an occurance where emergency lighting was activated due to a faulty APU, and was told by the captain that in most prepared emergencies cabin lighting would fail or be switched off and this is why the emergency lighting is armed anyway.
In reality - people are going to be scared in a prepared emergency, I dont think cabin lighting will instill much calm in the cabin.
As far as dimming for take off and landing, I hvae found it varies and the Pursur is generally incharge of this, however before dimming I find it a nice touch to make a PA to passengers advising them of this.
