attachment locations typically include extremities such as the nose, wing and empennage tips,

propellers and rotor blades, some engine nacelles, and other significant projections.
Step 2: Location of Zones 1A and 1B: The second step in locating the lightning strike zones
is to identify the surfaces that may experience possible first return stroke arrival. These
locations will include Zones 1A and 1C. In most cases the aircraft will be moving forward when
initially struck and the leader will have swept aft from its original attachment point by the time
the leader reaches the earth (or other charge center) and initiates the first return stroke. The
distance, d1, flown by the aircraft during this period determines the aft extension of Zone 1A
surfaces, and is dependent upon aircraft velocity, aircraft altitude above the earth (for a cloudto-ground strike), and leader velocity. Experience indicates that most severe strike
encounters, which include current Component A, involve cloud-to-ground flashes that strike the
aircraft at altitudes of 5,000 ft. (1500m) or less, so Zone 1A extensions can be based on this
altitude.
Step 3: Location of Zone 1C: Zone 1C is applicable to surfaces aft of Zone 1A which can be
reached by swept leaders at flight altitudes between 5,000 and 15,000 ft. Between 5,000 ft.
and 10,000 ft., a first return stroke of lower amplitude then Component A, called current
Component Ah, is applicable. The leader sweep distance associated with this altitude is
designated d2. The aircraft surfaces lying between d1 and d2 are within Zone 1C. Since all
aircraft fly at altitudes below 10,000 ft., the minimum rearward extensions of Zones 1A and 1C
on a particular aircraft should be based on the highest velocities at which the aircraft operates
for an appreciable time within these altitudes. If the aircraft never reaches one or the other of
these altitudes, then its normal cruise altitudes and the highest velocities at which the aircraft
operates for any appreciable time should be used. The leader velocity should be taken as 1.5
x 105 m/s.
Step 4: Further Zone 1A and 1C Extensions: In rare cases, first return strokes may occur
further aft of initial leader attachment locations than is predicted by distances d1 and d2 as
determined above. This possibility should be considered if the probability of a flight safety
hazard due to a Zone 1A and/or 1C to a susceptible component is high.

Step 5: Location of Zones 2A and 2B: Since most aircraft can travel more than their entire
length in the one or two second duration of a lightning flash, the remainder of the surfaces aft
of Zone 1C should be considered within Zone 2A. Trailing edge surfaces should be
considered in Zones 1B and 2B, depending on whether they can be reached by an initial strike
(Zone 1B) or a swept stroke only (Zone 2B), in accordance with the zone definitions.
Step 6: Location of Lateral Extensions of Zones 1 and 2: Surfaces 0.5m (18in) to either side
(i.e. outboard or inboard) of Zones 1 and 2 determined by Steps 10.1 through 10.4 should also
be considered within these same zones to account for small lateral movements of the
lightning channel.
Step 7: Location of Zone 3: Those surfaces not in Zones 1 or 2 and where there is a low
expectation of any attachment of the lightning channel are considered to be in Zone 3. Zone 3
includes those portions of the aircraft that lie beneath or between the other zones and which
conduct lightning current between areas of direct or swept-flash attachment.
In some cases a subsequent return stroke may occur in a region described as Zone 3.
This possibility should be considered if the probability of a flight safety hazard due to a Zone
2A strike to a susceptible component is high.

Ch. 4 Pg. 6