Professional Documents
Culture Documents
Presented by
Brett Portwood
FAA Technical Specialist, Safety and Integration
Massoud Sadeghi
Aging Systems Program Manager
Self-Assessment ................................................................................................ 6 Pre- & Post-Course Self-Assessment Questions..................................... 6 COURSE MATERIALS Background ...................................................................................................... Introduction ............................................................................................. Aging Systems Program.......................................................................... ASTRAC findings ................................................................................... Accident service history ..........................................................................
10 10 11 15 19
Aging wiring overview..................................................................................... 25 Introduction ............................................................................................. 25 Causes of wiring degradation.................................................................. 26 Current FAA guidance.................................................................................... 28 Overview ................................................................................................. 31 Advisory Circular 43.13-1b ............................................................................ Topics to be addressed ............................................................................ Electrical load determination .................................................................. Breaker and wire sizing/selection ........................................................... Exercise 1: Circuit breaker size calculation...................................... Figure 11-2 from 43.13-1b................................................................. Exercise 2: Wire size calculation ...................................................... Figure 11-3 from 43.13-1b................................................................. Figure 11-4a from 43.13-1b ............................................................... Figure 11-6 from 43.13-1b................................................................. 31 31 31 33 35 39 42 44 45 46
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Introductory Materials
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This course is designed for new and experienced Systems and Propulsion Transport Aircraft engineers who require enough knowledge of wiring to be able to review data submitted by manufacturers.
Brett Portwood is the FAA Technical Specialist for Safety and Integration. Brett has 11 years experience with the FAA in certification of transport avionics systems, including fly-by-wire flight guidance systems, flight management systems, and electronic displays. As a Technical Specialist, he provides expertise in safety assessment methods and associated integration issues. Brett is active in the FAAs Aging System Program, ATSRAC, and wiring installation and maintenance practices. He assisted with the investigation (aircraft wiring) of the MD-11 Swissair 111 accident. He worked with Boeing to develop wiring practices workshops for FAA certification engineers and inspectors. Brett also was the FAA representative on the SAE S-18 System
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Brett Portwood
Participant Guide
Massoud Sadeghi
Massoud Sadeghi is the FAA Transport Aging Systems Program Manager responsible for implementing improvements in the requirements of design, installation, mainenance, repair, and certification processes for airplane wiring. Massouds previous FAA responsibilities include: SAE, ARAC, certification, validations, and policy and rulemaking in the areas of electrical systems, HIRF, and lightning. Prior to the FAA, Massouds industry experience included Boeing Military Airplanes (Wichita), re-engine, upgrading electrical systems, and rewiring military airplanes (KC-135s); McDonnell Douglas, designing new electrical systems for the new MD-90; and Boeing (Seattle), designing new electrical systems for the new 777s. Before college, Massoud did electrical wiring of commercial and residential buildings. Mr. Sadeghi has taught college technical classes and company classes on Modern Aircraft Electrical Systems. He has both a BS and MS in Electrical Engineering from the University of Missouri-Columbia.
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Given appropriate wiring materials to review for certification, after completing this course you should be able to Describe the major factors of wiring degradation and list the characteristics of aging wiring. Identify and use the current FAA wiring regulations and guidance. Determine if the circuit breakers, conductors, and connectors are sized appropriately.
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a. To remove power from aircraft systems. b. To protect aircraft equipment. c. To protect aircraft wiring. d. To protect electrical power sources. 5. What is a key factor used in selecting wire? a. Marking method. b. Breaker size. c. Elasticity. d. Voltage drop. 6. Wire current-carrying capacity decreases with altitude. a. True. b. False. 7. What is the primary purpose of conduits? a. Facilitation of fluid drainage from wire bundles. b. Ease of wire routing. c. Protection of wire bundles against atmospheric pressure. d. Mechanical protection of wires and cables. 8. During the build up of terminal studs, a cadmium-plated washer is a. required for high vibration areas. b. required for high temperature areas. c. required when stacking dissimilar materials. d. not required.
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9.
To ensure proper integrity and health of an aircraft wiring system, the Instructions for Continued Airworthiness must be submitted for a. aircraft with extended range operation within 60 days after certification. b. aircraft with extended range operation prior to certification. c. all aircraft within 60 days after certification. d. all aircraft prior to certification.
10. In addition to reviewing the wire installation drawings, an FAA engineer or designee should perform a first-of-a-model general wiring compliance inspection. a. True. b. False. 11. When reviewing the wire installation drawing, ensure that a. connector pin numbers are specified for all terminations. b. wire routing is specified end to end. c. standard practices are referenced for all wire routing. d. at least the safety-critical wire routing is clearly specified. 12. Check all items that should be submitted (as a minimum) as part of the wiring installation data package. a. Wiring separation diagram. b. Wire installation drawing. c. Wiring diagram. d. Wiring repair manual. e. Instructions for Continued Airworthiness.
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Course Materials
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(425)227-2117
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Background
Background
Why the need for wiring practices training?
Aging Systems Program Aging Transport Systems Rulemaking Advisory Committee (ATSRAC) Accident Service History
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A. Introduction 1. Historically, wiring was installed without much thought given to the aging aspects: a) Fit and forget.
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Addresses a recommendation from the White House Commission on Aviation Safety to add non-structural systems to the aging aircraft program. a) FAA using a data-driven approach to address safety concerns. b) Data collected from research and development, various inspections, service history review and surveys of industry. c) Analysis of the data will result in revisions to maintenance programs, training programs and improved design solutions
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2.
Following the TWA 800 accident, the FAA initiated investigations into fuel tank wiring. These investigations revealed a need for a comprehensive review of all systems wiring. Around this same time the White House Commission on Aviation Safety and Security, or informally known as the Gore Commission, recommended that the FAA, in cooperation with airlines and manufacturers, expand the FAAs Aging Aircraft Program to cover non-structural systems. The ongoing Swissair 111 accident investigation has provided additional focus on wiring practices. a) The FAA requested that ATA lead an effort to address aging non-structural systems. ATA responded by forming the Aging Systems Task Force (ASTF). b) The FAA formed the Aging Non-Structural Systems Study team. This team made detailed on-site evaluations of three representative aging aircraft. c) Based on the on-site evaluations, meetings with industry, and analysis of data bases of service data, a plan was developed to address our aging transport airplane systems.
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d) This plan called for the establishment of an Aging Transport Systems Oversight Committee to coordinate the various aging systems initiatives within the FAA. This task has been met with the formulation of the Aging Transport Systems Rulemaking Advisory Committee or also known as ATSRAC. ATSRAC is a formal advisory committee to the Administrator and holds public meetings every quarter.
FAA
Study team inspections Inspection support Service data review Research and development
Products
Corrective actions Improved Inspection & design maintenance practice practices improvements Improved Improved system data training reporting
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The programs shown on the slide are some of the R, E, & D programs currently in progress.
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ATSRAC Findings
Inspected 6 recently retired aircraft
4 wire types Intensive detailed visual inspection Nondestructive testing (NDT) Laboratory analysis
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Results of detailed visual inspection, nondestructive testing, and laboratory analysis were analyzed to determine the state of wire on aged aircraft as a function of wire type and service history. In addition, the results of visual inspection were compared with the nondestructive testing and laboratory analysis to determine the efficacy of visual inspection for the detection of age-related deterioration.
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2.
The working group choose to focus on six important categories of wire degradation: a) Degraded wire repairs or splices, b) Heat damaged or burnt wire, c) Vibration damage or chafing, d) Cracked insulation, e) Arcing, and f) Insulation delamination.
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Recommendations: Make changes and additions to current maintenance programs for wires
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The conclusions are not sufficiently specific to serve as mandatory design or maintenance requirements.
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4.
The recommendations resulting from this analysis (shown on this slide and the next ) suggest changes and additions to maintenance programs for wires subject to the conditions and influencing factors that occur in the transport aircraft operating environment. The recommendations specifically document how repairs should be effected once the condition has been observed. Current best practice is sufficient in this regard. Furthermore, the working groups recommendations should not be considered a comprehensive set of design and maintenance requirements for wire installations, nor should they be considered a substitute for specific detailed analysis. Each individual wire installation requires an analysis that considers, in addition to these recommendations, application-specific requirements.
5.
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1.
On July 17, 1996, about 8:30 p.m., TWA flight 800, a Boeing 747-131, broke up in flight and crashed in the Atlantic Ocean near East Moriches, New York. TWA flight 800 was operating under part 121 as a scheduled international passenger flight from
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FQIS probes
Corrosion caused reduced breakdown voltage in FQIS wiring; fuel tank contamination led to reduced arc path between FQIS probe walls
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2.
FQIS probes a) Contamination in the fuel tanks (such as steel wool, lock wire, nuts, rivets, bolts; and mechanical impact damage) caused reduced arc path resistance between FQIS probe walls.
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3.
Electrostatic charge a) In another case, the fuel tank refueling nozzles caused spraying of fuel into fuel tanks in such a manner that increased fuel charging, which also can lead to arcing inside the fuel tank.
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4.
The aircraft, enroute from JF Kennedy, NY, to Geneva Switzerland, crashed in the ocean approximately 40 miles southwest Halifax Nova Scotia following a report of smoke in the cockpit. There were no survivors. a) By September, 1999, the TSB had recovered approximately 98 percent of the aircraft by weight. The TSB elected to reconstruct the forward 10 meters of the MD-11 fuselage. Most of the aircraft pieces were about 6 to 12 inches in diameter and the components had to be molded and sewn together. The assembled fuselage presented a distinct footprint of fire damage in the overhead cockpit and overhead first class area. b) Investigation into a number of in-flight/ground fires on MD11 and MD-80 series airplanes has revealed that insulation blankets covered with film material, also know as metalized mylar film material, may contribute to the spread of a fire when ignition occurs from small ignition sources such as electrical arcing and sparking. c) It can not be determined at this time if the arcing initiated the fire or whether the arcing was a result of the fire.
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5.
Since results from flammability testing at the FAA Tech Center indicated that the metalized mylar insulation blankets can spread a fire from an arcing incident (the original test method was determined to be insufficient and has been updated), the FAA developed a plan to replace all metalized mylar insulation blankets.
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Wiring Overview
Physical Properties Age
Wire Degradation
Installation Maintenance
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1.
Wiring degradation a) Wire degradation is a process that is a function of several variables; aging is only one of these. Other main factors that influence wire degradation are shown in the above slide.
2.
Characteristics of aging wiring a) The manner in which wiring degrades is therefore dependent upon the wire type, how it was originally installed, the overall time and environment exposed to in service, and how the wiring was maintained. b) Service history shows that how the wiring is installed has a direct effect on wire degradation. In other words, wiring that is not selected or installed properly has an increased potential to degrade at an accelerated rate. Therefore, good aircraft wiring practices are a fundamental requirement for wiring to remain safely intact.
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Moisture
Maintenance
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1.
Vibration accelerates degradation over time, resulting in "chattering" contacts and intermittent symptoms. High vibration can also cause tie-wraps, or string-ties to damage insulation. In addition, high vibration will exacerbate any existing problem with wire insulation cracking. Moisture accelerates corrosion of terminals, pins, sockets, and conductors. Wiring installed in clean, dry areas with moderate temperatures appears to hold up well. Maintenance improperly done may contribute to long term problems and wiring degradation. Repairs that do not meet minimum airworthiness standards may have limited durability. Repairs that conform to manufacturers recommended maintenance practices are generally considered permanent and should not require rework if properly maintained. a) Care should be taken to protect wire bundles and connectors during modification work, and to ensure all shavings and debris are cleaned up after work is completed. b) Wiring that is undisturbed will have less degradation than wiring that is reworked. As wiring and components become more brittle with age, this effect becomes more pronounced.
2.
3.
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4.
Indirect damage events such as pneumatic duct ruptures can cause damage that can later cause wiring problems. When such an event has occurred, surrounding wire should be carefully inspected to ensure no damage is evident. Chemical contamination chemicals such as hydraulic fluid, battery electrolytes, fuel, corrosion inhibiting compounds, waste system chemicals, cleaning agents, deicing fluids, paint, and soft drinks can contribute to degradation of wiring. Recommended original equipment manufacturer cleaning instructions should be followed. a) Hydraulic fluid is very damaging to connector grommet and wire bundle clamps, leading to indirect damage, such as arcing and chafing.
5.
6.
Heat accelerates degradation, insulation dryness, and cracking. Direct contact with a high heat source can quickly damage insulation, low levels of heat can degrade wiring over long periods of time. This type of degradation is sometimes seen on engines, in galleys, and behind lights. Installation improper installation accelerates the wiring degradation process.
7.
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25.869
Wiring Practices
Policy memo
AC 43.13-1b
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AC 25-16
AC 25-10
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1. 2.
Sections 25.1301 and 25.1309 apply in a general sense in that a system must perform its intended function in a safe manner. There are some specific electrical power wiring requirements, such as 25.1353, but they do not specifically address all aircraft wiring. 14 CFR 25.1529 requires that instructions for continued airworthiness are specified, which would include maintenance manuals/procedures for wiring. In support, 43.13(a) states that each person performing maintenance on an aircraft shall use the methods, techniques, and practices prescribed in the current manufacturers maintenance manual or Instructions for Continued Airworthiness. A large body of FAA guidance for wiring practices is in Chapter 11 of AC 43.13-1b. However, this section contains methods, techniques, and practices acceptable to the Administrator for the repair of non-pressurized areas of civil aircraft, so it seemingly would not apply to pressurized transport aircraft. [Chapter 11 of AC 43.13-1b is an appendix of this Guide.]
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3.
4.
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Guidance: AC 43.13-1b
AC 43.13-1b: Acceptable Methods, Techniques, and Practices Aircraft Inspection and Repair
Flight Standards AC Chapter 11- Aircraft Electrical Systems
See Appendix in Participant Guide
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6.
AC 43.13-1b covers a fairly comprehensive wide range of basic wiring practices topics.
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Guidance: AC 25-16
AC 25 -16: Electrical Fault and Fire Prevention and Protection (4/5/91)
Provides acceptable means to address electrically caused faults, overheat, smoke, and fire in transport category airplanes
See Appendix in Participant Guide
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AC 25-16 has an emphasis on wiring flammability, circuit breaker protection, wiring near flammable fluids, and associated acceptable test methods. This AC is being considered for updating.
Guidance: AC 25-10
AC 25 -10: Guidance for Installation of Miscellaneous, Non-required Electrical Equipment (3/6/87)
Provides acceptable means to comply with applicable 14 CFRs associated with installation of electrical equipment such as galleys and passenger entertainment systems
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8.
AC 25-10 contains minimal wiring practices specifics, including general load analysis requirements and circuit breaker protection requirements, which are more thoroughly covered in AC 43.13-1b and AC 25-16.
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Each aircraft electrical bus can safely support a predetermined amount of electrical load that is based on the electrical capacity of
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a) Breakers are sized to protect the aircraft wiring as the main design constraint. Any further protection of components or LRUs is desirable but not mandatory.
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c) For the most part, you wont know a circuit breaker has failed until you need it.
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Exercise 1
Bus A Determine appropriate size for circuit breakers #1-6. Decide which circuit breaker to size first.
90 k VA 115v, 400 Hz
T T T
#1
Bus C
Bus B
#2
#3
#4
TRU 115Vac to 28Vdc
R = 10
Assume power factor =1, and system loads will not change.
#5
#6
R = 5
R = 10
R = 5
a) The maximum continuous current through a circuit breaker must be no more than 85% of its rating.
35
= 3.29 A
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c) After determining the actual breaker size, select the standard size for circuit breaker that is the closest to the wire current without being less.
Ensure wire size compatible with circuit breaker rating. Dangerous to have small wires using large circuit breakers.
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d) Care must be taken to ensure that wire size is compatible with the circuit breaker rating. It is dangerous to have small wires using large circuit breakers.
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3.
Wire Selection
Size wires so they:
Have sufficient mechanical strength Do not exceed allowable voltage drop levels Are protected by circuit protection devices Meet circuit current-carrying requirements
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a) The voltage drop in the main power wires from the generation source or the battery to the bus should not exceed 2% of the regulated voltage when the generator is carrying rated current or the battery is being discharged.
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Table 11-7. Examples of Determining Required Wire Size Using Figure 11-2
Voltage Run Circuit Wire Drop Length Current Size 1V 0.5 V 4V 7V
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20 A 40 A 20 A 20 A
#6 #2
?
#14
b) This table is on page 11-22 of AC 43.13-1B. These calculations are based on standard conditions at 20C. For higher temperatures, the formula shown in Figure 11-2 should be used. For calculating voltage drop, resistance of wire per unit length can be found in Table 11.9 of 43.13-1b.
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c) If it is desirable to select wire sizes smaller than #20, particular attention should be given to the mechanical strength and installation handling of these wires (ref. paragraph 11-66, section 5, page 21, AC 43-13.1b). (1) Consideration should be given to the use of high-strength alloy conductors in small gauge wires to increase mechanical strength. (2) As a general practice, wires smaller than #20 should be provided with additional clamps and be grouped with at least three other wires.
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a) Determine if an appropriate wire size has been selected. The estimated operating temperature must be less than conductorrated temperature. If this is not the case, then the wire size must be increased. b) The next slide provides a larger version of the formula and an explanation of each of the formulas components.
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c) This formula is from AC 43.13.1b (ref. page 11-29). d) Step 1. Determine the maximum allowable temperature rise, which is the wire-rated temperature minus the maximum ambient temperature. e) Step 2. Use figure 11-3 for wire gauge. f) Step 3. Use figure 11-4a to determine current for #12 wire at 150C. g) Step 4. Use figure 11-6 for altitude derating factor for 20,000 ft. h) Step 5. Use figure 11-5 for bundle of 8 wires (assuming 100% loading).
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Calculate estimated operating temperature T2 = T1 + (TR - T1) [(I2 / Imax)1/2] T2 = T2 = Compare T2 to rating for wire type to ensure T2 less
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i) Step 6. Where : T2 = estimated operating temperature T1 = ambient temperature TR = conductor-rated temperature I2 = circuit current Imax = calculated current j) Note: Estimated operating temperature must be less than conductor-rated temperature. If this is not the case, then the wire size must be increased.
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AC 43.13-1b, Section 5: tables and figures provide an acceptable method of determining wire system design
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a) The applicant should ensure that the maximum ambient temperature that the wire bundles will be subjected to, plus the temperature rise due to the wire current loads, does not exceed the maximum conductor temperature rating. b) In smaller harnesses, the allowable percentage of total current may be increased as the harness approaches the single wire configuration. c) The continuous current ratings contained in the tables and figures in AC 43.13-1b were derived only for wire application, and cannot be applied directly to associated wire termination devices (e.g., connector contacts, relays, circuit breakers, switches). The current ratings for devices are limited by the design characteristics of the device. Care should be taken to ensure that the continuous current value chosen for a particular system circuit shall not create hot spots within any circuit element which could lead to premature failure.
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Exercise 3: Wire Harness Current Capacity Determine if wires are sized properly for bundle assembly.
Wire harness = 10 #20 wires; 200 C 25 #22 wires; 200 C Max. ambient temperature = 60 C Max operating altitude = 60,000 ft Circuit analysis = 7 of 35 wires carrying current at or near full capacity (7/35 = 20%) Use AC 43.13
Figure 11-4a for current Figure 11-5 for bundle Figure 11-6 for altitude derating factor
a) The previous exercise looked at determining the size of a single wire. This activity looks at determining the sizes and numbers of wires in a bundle. The number of wires in a bundle reduces the overall bundle load capacity. b) First calculate the temperature rise due to current. c) Figure 11-4a to determine current for size 20 and 22 wires at 140 C. d) Figure 11.5 for bundle derating for 20% curve and 35 wires. e) Figure 11-6 to determine altitude derating factor for 60,000 ft. f) Calculate the total harness capacity for #20 and #22 wires and for the total harness.
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Wire Selection
Conductor stranding
Minimizes fatigue breakage
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a) Elevated temperature degradation of tin- and silver-plated copper conductors will occur if they are exposed to continuous operation at elevated levels. (1) For tin-plated conductors, tin-copper intermetallics will form, resulting in an increase in conductor resistance. (2) For silver-plated conductors, degradation in the form of interstrand bonding, silver migration, and oxidation of the copper strands will occur with continuous operation near rated temperature, resulting in loss of wire flexibility. Also, due to potential fire hazard, silver-plated conductors shall not be used in areas where they are subject to contamination by ethylene glycol solutions. (3) Both tin- and silver-plated copper conductors will exhibit degraded solderability after exposure to continuous elevated temperature.
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a) Most aircraft wire designs are to specifications that require manufacturers to pass rigorous testing of wires before they are approved or added to a Qualified Products List. Aircraft manufacturers who maintain their own wire specifications exercise close control of their approved sources. b) The original aircraft manufacturer (OAM) may have special concerns regarding shielding, insulation, etc. for certain wiring on the aircraft that perform critical functions or wiring that is chosen based on a set of unique circumstances.
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Routing/clamping/bend radii
Splicing Wire terminals Grounding and bonding Wire marking Connectors and conduits Wire insulation properties
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1.
Wiring Routing
Eliminate potential for chafing against structure or other components Position to eliminate/minimize use as handhold or support Minimize exposure to damage by maintenance crews or shifting cargo Avoid battery electrolytes or other corrosive fluids
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a) In general, wiring should be routed in such a manner to ensure reliability and to offer protection from the following potential hazards:
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A B
A B
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A B
Wiring as a Handhold
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c) Ensure that wires and cables are adequately protected in wheel wells and other areas where they may be exposed to damage from impact of rocks, ice, mud, etc. This type of installation must be held to a minimum. (1) Wires and cables routed within 6 inches of any flammable liquid, fuel, or oxygen line should be closely clamped and rigidly supported. A minimum of 2 inches must be maintained between wiring and such lines or related equipment, except when the wiring is positively clamped to maintain at least 1/2-inch separation or when it must be connected directly to the fluid-carrying equipment. (2) Ensure that a trap or drip loop is provided to prevent fluids or condensed moisture from running into wires and cables dressed downward to a connector, terminal block, panel, or junction box. (3) Wires and cables installed in bilges and other locations where fluids may be trapped are routed as far from the lowest point as possible or otherwise provided with a moisture-proof covering.
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2.
Wire bundles above fluid lines. The clamps should be a compression type and should be spaced so that, assuming a wire break, the broken wire will not contact hydraulic lines, oxygen lines, pneumatic lines, or other equipment whose subsequent failure caused by arcing could cause further damage.
Wires improperly tied, riding on hydraulic lines, contaminated with caustic fluid
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b) Wire bundle breakouts. There are three basic wire bundle breakout types used in routing aircraft wiring. They are called the Y, T, and Complex types.
Wire bundles
Head of strap shall not be located in this area or touching anything to cause chafing
(1) The Y type of breakout is used when a portion of wiring from one direction of the wire bundle departs the bundle to be routed in another direction. Care should be taken when plastic tie wraps are used to provide wire containment at the breakout so that the tie wrap head does not cause chafing damage to the wire bundle at the breakout junction.
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Wire bundle
(2) The T type of breakout (also called 90 breakout) is used when portions of wiring from both directions in the wire bundle depart the bundle to be routed in another direction.
(3) A Complex type of breakout is generally used to route certain wires out of a wire bundle to a terminal strip, module block, or other termination.
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d) Use of stand-offs
Stand-offs
Use stand-offs to maintain clearance between wires and structure
Employing tape or tubing is generally not acceptable as an alternative
Exception: Where impossible to install off-angle clamps to maintain wiring separation in holes, bulkheads, floors, etc.
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(1) The wiring design should preclude wire bundles from contacting structure.
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A B
(1) One of the more common aircraft wiring problems is chafing due to wire bundles coming into contact with aircraft structure or other aircraft equipment.
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(2) This picture shows a wire bundle that is in close contact with a control cable. Adequate distance between wire bundles and control cables should be maintained to account for movement due to slack and maintenance.
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Clamping
Support wires by suitable clamps, grommets, or other devices at intervals of not more that 24 inches Supporting devices should be of suitable size and type with wire and/or cables held securely in place without damage to wire or wire insulation
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a) Wire supports and intervals. Clamps and other primary support devices should be constructed of materials that are compatible with their installation and environment, in terms of temperature, fluid resistance, exposure to ultraviolet light, and wire bundle mechanical loads.
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Clamps
Wire bundles should be snug in clamp (no movement)
Cable not able to move axially
RF cables: do not crush Mount clamps with attachment hardware on top Tying NOT used as alternative to clamping
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b) Clamps on wire bundles should not allow the bundle to move through the clamp when a slight axial pull is applied. c) Clamps on RF cables must fit without crushing and must be snug enough to prevent the cable from moving freely through the clamp, but may allow the cable to slide through the clamp when a light axial pull is applied. The cable or wire bundle may be wrapped with one or more turns of tape or other material suitable for the environment when required to achieve this fit. (1) Plastic clamps or cable ties must not be used where their failure could result in interference with movable controls, wire bundle contact with movable equipment, or chafing damage to essential or unprotected wiring. They must not be used on vertical runs where inadvertent slack migration could result in chafing or other damage. (2) Clamps must be installed with their attachment hardware positioned above them, wherever practicable, so that they are unlikely to rotate as the result of wire bundle weight or wire bundle chafing. d) Clamps lined with nonmetallic material should be used to support the wire bundle along the run.
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Appropriate slack
e) Appropriate slack protects the wires from stress and from contact with inappropriate surfaces. (1) Too much cable slack can allow the cable to contact structure or other equipment which could damage the wire bundle. (2) Too little slack can cause a pre-load condition on the cable which could cause damage to the wire bundle and/or clamps as well. (3) Also, sufficient slack should be left between the last clamp and the termination or electrical equipment to prevent strain at the terminal and to minimize adverse effects of shock-mounted equipment.
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Clamp Distortion
Correct clamp position
f) As is shown in the top graphic, the wire bundles are routed perpendicular to the clamp. (1) If wire bundles are not routed perpendicular to the clamp (bottom graphic), stress can be created against the clamp and clamp grommet which can distort the clamp and/or clamp grommet. Distorted clamps/clamp grommets can cause wire bundle damage over time.
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Clamp Orientation
905
Correct
Incorrect
905
Correct
Incorrect
g) This slide further illustrates correct and incorrect clamp orientations. Incorrect clamp orientation can lead to wire bundle damage.
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i) These types of clamps are not suitable for large wire bundles and should not be used in high temperature or high vibration areas. (1) Any type of plastic clamp or cable tie should not be used where their failure could result in interference with movable controls, wire bundle contact with movable equipment, or chafing damage to essential or unprotected wiring.
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Clamp tabs
Wedge No pinching
Stand off
j) Clamps on wire bundles should be selected so that they have a snug fit without pinching wires.
k) It is important when adding wiring to an existing wire bundle to evaluate the existing clamp sizing in order to avoid possible clamp pinching. In some cases it may be necessary to increase the size of the clamps to accommodate the new wiring.
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Clamp tab
Clamp slot
Correct
l) When using clamp tabs, make sure that the tabs are properly engaged. Otherwise, the tab could become loose and cause subsequent wire damage. (1) Ensure that the clamp is snapped before installing and tightening the bolt.
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Clamp Pinching
Incorrect
Correct
m) This slide further illustrates how wires can be pinched and damaged due to improper clamp installation.
n) Note the missing clamp hardware. Also note that the black cable was using a tape build-up at the clamp. Some manufacturers wiring specifications allow for wire cable build-up under certain circumstances.
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Exercise: Clamping
A B
4.
83
a) Where it is not practical to install wiring or cables within the radius requirements, the bend should be enclosed in insulating tubing.
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b) This illustration shows the proper bend radii for three different scenarios.
Bend radii okayGreater than 3 times diameter (secured at both ends of loop)
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c) Although supported, this wire bundle does not meet bend radius standards due to the large wires in the bundle.
A B
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Unused Wires
Secured
Tied into a bundle or secured to a permanent structure
Individually cut with strands even with insulation Pre-insulated, closed-end connector or 1-inch piece of insulating tubing folded and tied back
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a) The following three slides depict an acceptable method of insulating and physically securing a spare connector contact within a wire bundle.
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Tying tape
Fold
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Adhesive tape
Wire bundle
End caps
(1) Installing prefabricated end caps are an effective method of protecting unused wires with exposed conductors.
Unused wiring Improper termination with exposed conductor (should be properly insulated and secured to bundle)
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(1) Coil and stow methods are often used to secure excess length of a wire bundle or to secure wire bundles that are not connected to any equipment, such as wiring provisioning for a future installation. (2) The key objective to coiling and stowing wiring is to safely secure the wire bundle to prevent excessive movement or contact with other equipment that could damage the wiring.
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Wire bundle
Excess wire
Wire bundle
Teflon tape
(3) Coil and stow in medium and high vibration areas requires additional tie straps, sleeving, and support.
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A B
E. Wire replacement and splicing 1. Wire replacement and splicing: Wire replacement
Wire Replacement
Wires should be replaced when:
Chafed or frayed Insulation suspected of being penetrated Outer insulation is cracking Damaged by or known to have been exposed to electrolyte, oil, hydraulic fluid, etc. Evidence of overheating can be seen
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Heat Discoloration
a) This picture shows an example of heat discoloration on protective sleeving which is part of the wire bundle. The large clamp was moved to see the difference in color. In this case, the wiring that is not covered in sleeving shows no signs of heat distress. An adjacent light bulb was radiating enough heat to cause discoloration over time to the protective sleeving. Although this condition is not ideal, it is acceptable.
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100
b) Continuing, this slide shows additional circumstances that warrant replacing wiring. c) Shielding requirements
101
(1) For more information on shielding, the Lightning/HIRF Video and Self-study Guide is available. (To obtain, see your Directorate training manager.)
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Incorrect procedure
Correct procedure
(1) When adding or replacing wires on a wire bundle, the replacement or added wire should be routed in the same manner as the other wires in the wire bundle. When the new wire is installed, the ties and clamps should be opened one at a time to avoid excessive disassembly of the wire bundles.
A B
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Splicing
Wire terminals Grounding and bonding Wire marking Connectors and conduits Wire insulation properties
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Wire Splicing
Keep to a minimum Avoid in high vibration areas Locate to permit inspection Stagger in bundles to minimize increase in bundle size Use self-insulated splice connector, if possible
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a) Splicing is permitted on wiring as long as it does not affect the reliability and the electro-mechanical characteristics of the wiring. Splicing of power wires, co-axial cables, multiplex bus, and large gauge wire should be avoided. If it cant be
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Staggered Splices
c) Splices in bundles should be staggered so as to minimize any increase in the size of the bundle that would: (1) Prevent bundle from fitting into designated space. (2) Cause congestion adversely affecting maintenance. (3) Cause stress on the wires.
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d) Splices that are not crimped properly (under or over) can cause increased resistance leading to overheat conditions.
e) If splices are not staggered, proper strain relief should be provided in order to avoid stress on the wires. In this particular installation, strain relief was applied to avoid stress on the wires.
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f) The top two wires in this photo are experiencing stress due to a preload condition. Also note that the wire bundle is not properly clamped.
F. Wire terminals
Wire terminals
Grounding and bonding Wire marking Connectors and conduits Wire insulation properties
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Terminals
Tensile strength of the wire-toterminal joint should be at least the equivalent tensile strength of the wire Resistance of the wire-to-terminal joint should be negligible relative to the normal resistance of the wire
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1.
Tensile strength terminals are attached to the ends of electrical wires to facilitate connection of the wires to terminal strips or items of equipment. a) Selection of wire terminals. The following should be considered in the selection of wire terminals: (1) Current rating. (2) Wire size (gauge) and insulation diameter. (3) Conductor material compatibility. (4) Stud size. (5) Insulation material compatibility. (6) Application environment. (7) Solder/solderless.
2.
Bending straight copper terminals a) If bending of a terminal is necessary, care should be taken to avoid over bending the terminal which can cause damage to the terminal. Also, a terminal can only be bent once since any additional bending can cause damage.
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Brazed joint
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Terminal Strips
Barriers to prevent adjacent studs from contacting each other Current should be carried by terminal contact surface and not by stud Studs anchored against rotation Replace defective studs with studs of same size and material, mount securely, tighten terminal securing nut
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a) Wires are usually joined at terminal strips fitted with barriers. (1) When more than four terminals are to be connected together, a small metal bus should be mounted across two or more adjacent studs.
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Terminal Lugs
Connect wiring to terminal block studs No more than 4 lugs, or 3 lugs and a bus bar, per stud Lug hole size should match stud diameter
Greatest diameter on bottom, smallest on top Tightening terminal connections should not deform lugs
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a) Wire terminal lugs should be used to connect wiring to terminal block studs or equipment terminal studs. b) When the terminal lugs attached to a stud vary in diameter, the greatest diameter should be placed on the bottom and the smallest diameter on top. c) Terminal lugs should be so positioned that bending of the terminal lug is not required to remove the fastening screw or nut, and movement of the terminal lugs will tend to tighten the connection.
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118
d) The tongue of the aluminum terminal lugs or the total number of tongues of aluminum terminal lugs when stacked, should be sandwiched between two flat washers (cadmium plated) when terminated on terminal studs. Spacers or washers should not be used between the tongues of like material terminal lugs. (1) Examples of such conditions are improper installation of terminals and washers, improper torsion (torquing of nuts), and inadequate terminal contact areas. e) Aluminum wire is normally used in sizes of 10 gauge and larger to carry electrical power in large transport category aircraft in order to save weight. Although not as good a conductor as copper, aluminum is lighter when compared to copper and the weight savings can be significant for a large aircraft that may have several hundred feet of power feeder cable. f) Because aluminum is used primarily for high current power applications, the terminal junctions are more sensitive to conditions leading to increased junction resistance which can cause arcing and localized heat distress.
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b) For stacking terminals that are made of like materials, the terminals can be stacked directly on top of each other.
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c) When stacking unlike materials together, use a cadmiumplated flat washer to isolate the dissimilar metals.
d) When two terminals are installed on one side of the terminal strip, ensure that the terminal crimp barrels do not interfere with one another. One method to avoid this problem is to install the terminals with the barrels back to back.
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Nut Lock washer Flat washer Crimp barrel (belly up) in center of V
Nut
e) The stacking method used to connect terminals to terminal strips should cause no interference between terminals that could compromise the integrity of the terminal junction.
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Correct
a) Service history has shown that hardware stack up at terminals is prone to human error. b) It is important to use the correct tightening hardware and install it correctly for a given installation. It is important to ensure the locking washer is fully compressed and is adjacent to the nut. c) There should be a minimum of two to three threads showing on the stud when the nut is properly torqued.
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Correct
Aluminum terminal
a) Select and use the correct size washers in any termination. Undersized or oversized washers can lead to increased junction resistance and localized heat or arcing. b) An improperly sized washer can lead to insufficient contact between the terminal and terminal lug.
A B
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B
aluminum lug
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1.
This is a high-level overview of grounding. For more detailed information, the Lightning/HIRF Video and Self-study Guide is available through your training manager.
Grounding Definition
Grounding is the process of electrically connecting conductive objects to either a conductive structure or some other conductive return path for the purpose of safely completing either a normal or fault circuit.
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2.
Grounding. One of the more important factors in the design and maintenance of aircraft electrical systems is proper bonding and grounding. Inadequate bonding or grounding can lead to
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Grounding
Types of grounding
AC returns DC returns Others
132
a) Mixing return currents. This interaction may not be a problem or it could be a major non-repeatable anomaly. (1) To minimize the interaction between various return currents, different types of grounds should be identified and used. As a minimum, the design should use three ground types: (1) AC returns, (2) DC returns, and (3) all others. (2) For distributed power systems, the power return point for an alternative power source would be separated. For example, in a two-AC generator system (one on the right side and the other on the left side), if the right AC generator were supplying backup power to equipment located in the left side, (left equipment rack) the backup AC ground return should be labeled AC Right. The return currents for the left generator should be connected to a ground point labeled AC Left.
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Grounding, cont.
Design of ground path should be given as much attention as other leads in the system Grounding should provide a constant impedance Ground equipment items externally even when internally grounded
Avoid direct connections to magnesium structure for ground return
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b) Constant impedance. A requirement for proper ground connections is that they maintain an impedance that is essentially constant. (1) Ground return circuits should have a current rating and voltage drop adequate for satisfactory operation of the connected electrical and electronic equipment. (2) EMI problems, that can be caused by a systems power wire, can be reduced substantially by locating the associated ground return near the origin of the power wiring (e.g., circuit breaker panel) and routing the power wire and its ground return in a twisted pair. (3) Special care should be exercised to ensure replacement on ground return leads. The use of numbered insulated wire leads instead of bare grounding jumpers may aid in this respect. c) External grounding of equipment items. Direct connections to a magnesium structure (which may create a fire hazard) must not be used for ground return.
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Grounding, cont.
Heavy current grounds
Attach to individual grounding brackets attached to aircraft structure with a proper metal-to-metal bond Accommodate normal and fault currents of system without creating excessive voltage drop or damage to structure Give special attention to composite aircraft
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d) Heavy-current grounds. Examples include power ground connections for generators, transformer rectifiers, batteries, and external power receptacles. (1) Use at least three fasteners, located in a triangular or rectangular pattern, must be used to secure such brackets in order to minimize susceptibility to loosening under vibration. (2) When using a material such as carbon fiber composite (CFC), which has a higher resistivity than aluminum or copper, provide an alternative ground path(s) for power return current.
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Bonding
Equipment bonding
Low impedance paths to aircraft structure required for electronic equipment to provide radio frequency return circuits Facilitates reduction in EMI for most electrical equipment
Cases of components that produce EMI should be grounded to structure
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a) Equipment bonding. To ensure proper operation of electronic equipment, it is particularly important to conform the systems installation specification when inter-connections, bonding, and grounding are being accomplished.
Bonding, cont.
Metallic surface bonding
Electrically connecting conductive exterior airframe components through mechanical joints, conductive hinges, or bond straps
Protects against static charges and lightning strikes
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b) Metallic surface bonding. Exceptions may be necessary for some objects such as antenna elements, whose function
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Bonding, cont.
Static bonds
Required for all isolated conducting parts with area greater than 3 in2 and a linear dimension over 3" subjected to appreciable electrostatic charging due to precipitation, fluid, or air in motion
Resistance of less than 1 ohm when clean and dry usually ensures static dissipation on larger objects
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c) Static bonds. All isolated conducting parts inside and outside the aircraft, having an area greater than 3 in2 and a linear dimension over 3 inches, that are subjected to appreciable electrostatic charging due to precipitation, fluid, or air in motion, should have a mechanically secure electrical connection to the aircraft structure of sufficient conductivity to dissipate possible static charges. (1) A resistance of less than 1 ohm when clean and dry will generally ensure such dissipation on larger objects. Higher resistances are permissible in connecting smaller objects to airframe structure.
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Wire marking
Connectors and conduits Wire insulation properties
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1.
Purpose
Wire Marking
Necessary for:
Safety of operation Safety to maintenance personnel Ease of maintenance
To identify performance capability, use wire material part number and five digit/letter code identifying manufacturer
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2.
Common manufacturer marking process. Each wire and cable should be marked with a part number. It is common practice for wire manufacturers to follow the wire material part number with the five digit/letter C.A.G.E. code identifying the wire
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3.
Marking wires in aircraft. a) Wires less than 3 inches long need not be identified. b) Wires 3 to 7 inches in length should be identified approximately at the center. c) Added identification marker sleeves should be located so that ties, clamps, or supporting devices need not be re-moved in order to read the identification. d) Wire identification code must be printed to read horizontally (from left to right) or vertically (from top to bottom). The two methods of marking wire or cable are as follows: (1) Direct marking print on the cables outer covering. (2) Indirect marking print on a heat-shrinkable sleeve and install on the wire or cables outer covering. Indirectmarked wire or cable should be identified with printed sleeves at each end and at intervals not longer than 6 feet. The individual wires inside a cable should be identified within 3 inches of their termination. e) The marking should be permanent such that environmental stresses during operation and maintenance do not adversely affect legibility.
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A B
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1.
Connectors. The number and complexity of wiring systems have resulted in an increased use of electrical connectors. The proper choice and application of connectors is a significant part of the aircraft wiring system. Connectors should be kept to a minimum, selected, and installed to provide the maximum degree of safety
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Connectors
Many types, however crimped contacts generally used
Circular type Rectangular Module blocks
Selected to provide max. degree of safety and reliability given electrical and environmental requirements
Use environmentally-sealed connectors to prevent moisture penetration
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a) Purpose and types. The connector used for each application should be selected only after a careful determination of the electrical and environmental requirements. Consider the size, weight, tooling, logistic, maintenance support, and compatibility with standardization programs. (1) Connectors using crimped contacts are generally chosen for all applications except those requiring a hermetic seal. (2) A replacement connector of the same basic type and design as the connector it replaces should be used. (3) With a crimp type connector for any electrical connection, the proper insertion, or extraction tool should be used to install or remove wires from such a connector. Refer to manufacturer or aircraft instruction manual. (4) After the connector is disconnected, inspect it for loose soldered connections to prevent unintentional grounding.
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Circular Connectors
b) Although AC 43.13-1b does not address pin layout design aspects, consideration should be given to the design of the pin arrangement to avoid situations where pin-to-pin shorts could result in multiple loss of functions and/or power supplies. For example, you would avoid 115 Vac, 400Hz being located adjacent to low power wires, such as 28 and 5 Vdc.
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a, b: 115 Vac, 400 Hz, galley power c, d: 5 Vdc, discrete weight on wheels signal e, f: 28 Vdc, backup power
a) A wide variety of circular environment-resistant connectors are used in applications where they will probably be subjected to fluids, vibration, thermal, mechanical shock, corrosive elements, etc. In addition, firewall class connectors incorporating these same features should be able to prevent the penetration of the fire through the aircraft firewall connector opening and continue to function without failure for a specified period of time when exposed to fire. Hermetic connectors provide a pressure seal for maintaining pressurized areas. (1) When EMI/RFI protection is required, special attention should be given to the termination of individual and overall shields. Backshell adapters designed for shield termination, connectors with conductive finishes, and EMI grounding fingers are available for this purpose.
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Circular Connectors
(2) In medium or high vibration areas it may be necessary to provide a locking device to keep the connectors from loosening.
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Rectangular Connectors
b) Rectangular connectors are typically used in applications where a very large number of circuits are accommodated in a single mated pair. They are available with a great variety of contacts, which can include a mix of standard, coaxial, and large power types. Coupling is accomplished by various means. (1) Smaller types are secured with screws that hold their flange together. (2) Larger ones have integral guide pins that ensure correct alignment, or jackscrews that both align and lock the connectors. (3) Rack and panel connectors use integral or rack-mounted pins for alignment and box mounting hardware for couplings.
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c) Module blocks accept crimped contacts similar to those on connectors. Some use internal busing to provide a variety of circuit arrangements. (1) Module blocks (or terminal blocks) are useful where a number of wires are connected for power or signal distribution. When used as grounding modules, they save and reduce hardware installation on the aircraft. (2) Standardized modules are available with wire-end grommet seals for environmental applications and are track-mounted.
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View A Acceptable
View A Unacceptable
grommet
(3) For complex wire breakouts that are terminated into terminal blocks, care must be taken to allow enough slack to prevent excessive forces from pulling the terminated wires that are inserted into the terminal block. This condition can lead to terminal block grommet distortion, which can lead to wire damage or a wire that will be pulled free from the terminal block.
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A B
3.
Conduits. Conduits are manufactured in metallic and nonmetallic materials and in both rigid and flexible forms.
Conduits
Purpose
Mechanical protection of wires and cables Grouping and routing wires
Standards
Absence of abrasion at end fittings Proper clamping Adequate drain holes free of obstructions Minimized damage from moving objects Proper bend radii
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a) Standards (1) Size of conduit. Conduit size should be selected for a specific wire bundle application to allow for ease in maintenance, and possible future circuit expansion, by
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4.
.2"
Select an answer: a. 1 inch b. 5 inches c. 7 inches d. 8 inches e. 7.4 inches
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157
1.
Environmental characteristics
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a) As shown in this slide, there are many insulation materials and combinations used in aircraft wiring. Wire insulation characteristic should be chosen based on meeting FAA flame
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Mil Spec
22759/12 22759/16
22759/80-92
159
a) These are the four most common types of insulation materials used in aircraft today. All of the wire insulating materials in this slide meet the minimum FAA smoke and flammability standards.
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Plus
Nonflammability and low smoke
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Relative Ranking
Weight Temperature Abrasion resistance Cut-through resistance Chemical resistance Flammability Smoke generation Flexibility Creep (at temperature)
1
PI PTFE PI PI PTFE PTFE PI PTFE PI
2
ETFE COMP ETFE COMP ETFE COMP COMP ETFE COMP ETFE
3
COMP PI COMP ETFE COMP PI PTFE COMP PTFE COMP
4
PTFE ETFE PTFE PTFE PI ETFE ETFE PI ETFE PI
a) PI [Aromatic Polyimide (KAPTON)] - (mil spec 81381) (1) Desirable properties: abrasion/cut-through, lowsmoke/non-flame, weight/space (2) Limitations: arc-track resistance, flexibility b) ETFE (TEFZEL) - (mil spec 22759/16) (1) Desirable properties: chemical resistance, abrasion resistance, ease of use (2) Limitations: high temperature, cut-through, thermal rating (150C) c) Composite (TKT) - (mil spec 22759/80-92) (1) Desirable properties: high temperature rating (260C), cut-through resistance, arc-track resistance (2) Limitations: outer layer scuffing
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5.
Insulation selection
Conclusion on Insulation
Aircraft designer can choose among many polymeric materials Physical and chemical properties are equally important Safest system combines balance of properties with inherent flame and/or smoke resistance
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1.
AC 25-16 provides information on electrically caused faults, overheat, smoke, and fire in transport category airplanes. Acceptable means are provided to minimize the potential for these conditions to occur, and to minimize or contain their effects when they do occur. An applicant may elect to use any other means found to be acceptable by the FAA. This AC, in your appendix, is currently being reviewed and will be revised based on recent service history and ATSRAC recommendations.
2.
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1. 2.
It is strongly recommended that circuit breakers for non-essential systems not be reset in flight. Most transport OAMs and operators are revising their procedures to not allow circuit breaker resets in flight following a circuit breaker trip event. Service history has shown that resetting a circuit breaker can greatly influence the degree of arcing damage to the wiring. Each successive attempt to restore an automatically-disconnected CPD, can result in progressively worsening effects from arcing.
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3.
This picture shows the effects of multiple circuit breaker resets. In this case, the original arcing event was not able to be determined due to the severe secondary damage following the circuit breaker resets.
Wire Separation
Regulatory requirements
Sections 25.1309(b), 25.903(d), 25.1353(b), 25.631
Manufacturers standards
Power/signal wire separation
EMI concerns
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1.
A single failure includes any set of failures that cannot be shown to be independent from each other. Failure-containment techniques available to establish independence may include partitioning, separation, and isolation. Common cause failure considerations. An analysis should consider the application of the fail-safe design concept and give special attention to ensure the effective use of design techniques that would prevent single failures or other events from damaging
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2.
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1.
Recently, the JAA requirements with respect to uncontained engine failure assessment were harmonized with the FAA and were issued as AC 20-128A. AC 20-128A provides specific methods for demonstrating compliance with 25.903(d). a) The primary requirement relative to uncontained engine failure is to use practical design precautions to minimize the risk of catastrophic damage due to non-contained engine rotor debris. (1) An element of difficulty is introduced when the fuselage diameter is exposed to the relatively large diameter fan rotors of modern high-bypass-ratio turbofan engines. (2) Separation of critical systems wiring may be a primary factor in establishing compliance.
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1.
Paragraph 25.1353(b) is a direct carryover from Civil Air Regulations (CAR) 4b.625(c). It was promulgated in the early 1950s at a time when aircraft electrical systems were becoming more complex. The preamble to the original rule indicates that the rule is considered an objective provision sufficiently flexible so as not to hinder the detail design. Also, the word minimize in the rule implies that it may not be practicable to completely eliminate the potential for collateral damage to essential circuits. Therefore, a degree of engineering judgement is required to interpret compliance with this regulation.
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1.
The birdstrike impact areas of the aircraft should be assessed for their structural strength by test and/or approved analysis methods. Any penetrations or deformations of the aircraft structure should be further analyzed for the effect of systems installation.
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1.
A potential problem with STCs and other modifications to transport aircraft is that the applicants may not analyze their proposed wiring installation with respect to the OAMs wiring separation requirements and other OAM wiring design standards. Added or modified wiring could possibly defeat the OAM wiring philosophy and create unsafe conditions. The FAA is currently in the process of drafting policy. The draft policy letter will clarify FAAs policy to require that type design data packages for multiple approvals include the following: a) A drawing package that completely defines the configuration, material, and production processes necessary to produce each part in accordance with the certification basis of the product. b) Any specifications referenced by the required drawings. c) Drawings that completely define the location, installation, and routing, as appropriate, of all equipment in accordance with the certification basis of the product. (1) Examples of such equipment are wire bundles, plumbing, control cables, and other system interconnecting hardware.
2.
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2.
In light of recent ATSRAC recommendations, the FAA will now be requiring applicants to submit wiring-related maintenance
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ICA, cont.
ATSRAC recommendations
Clean-as-you-go philosophy
Wiring general visual inspections (WGVI) Non-destructive testing (NDT) equipment Preemptive repair of splices and/or replacement of wire
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Clean-as-you-go Philosophy
Keep wiring clean throughout life of aircraft
Protect wiring during routine maintenance Clean wiring periodically (vacuum, light brushing, etc.) during heavy maintenance when hidden areas exposed
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a) CAUTION! For wiring with extremely heavy accumulation of dirt, lint, and other FOD where cleaning cannot be safely accomplished, judgement must be used since more damage may occur during a vigorous cleaning process than if the dirt were allowed to accumulate. Wire replacement should be considered in these cases.
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Connectors
Worn seals Loose connectors Lack of strain relief Drip loops Tight wire bends
176
Grounding points
Tightness Cleanliness Corrosion
Backshells
Improper build-up Lack of strain relief
177
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Engine/APUs/pylon/nacelle
Heat/vibration/chemical contamination High maintenance area
178
Batteries
Chemical contamination/corrosion
Power feeders
Feeder terminations Signs of heat distress
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a) Electrical panels and line replaceable units (LRUs) - One repair facility has found that wire damage was minimized by tying wiring to wooden dowels. This reduced wire
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A B
A B
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A B
A B
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Wiring Installation Certification What does an applicant need to provide for FAA or Designee review?
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Compliance Documentation
Project Specific Certification Plan (PSCP) (wiring aspects) Load analysis Wiring diagrams Wiring installation drawings Wire separation requirements (e.g., 25.1309, 25.1353 completed data)
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Wiring Diagrams
Wire selection
Gauge/breaker size Insulation Environmental considerations
Connectors
Pin/socket ratings Pin arrangement (best practices) Environmental considerations
Grounding
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2.
Wire selection - The wire insulation and conductor plating must be suitable for the environment plus any further temperature rise due to dissipated power. Connectors - As we discussed earlier, pin arrangements should minimize the possibility of shorts between power, ground, and/or signals. Verify that separation requirements from the safety assessment process are addressed. Also, ensure unused pins are properly protected.
3.
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2.
3.
192
4. 5.
Clamps - Ensure that an adequate number of clamps are used to properly support the wire bundle. Feed throughs/pass throughs - Grommets suitable for the environment must be used when the wire bundle passes through pressure bulkhead, firewall, and other openings in the structure.
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6.
Wire routing should be reviewed to ensure proper clearance from aircraft structure, fluid lines, and other equipment.
194
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DWG Size
DWG No PL TRA7015
Rev
NEW 4
03/27/97
OF
Date
L. Macintosh
1 2 3 4 5 6 7 8 9 Part or Identifying No Nomenclature or Description
Cage No CC
Design Group
-3
CONDUIT
TUBE 2024-2
28
2 4 6 3 3 10 3 1 15 6
3 4
MS21919WDG-12
S426-14-3
28 35 29 28 28 31 35 35 31 35
5 6 7 8
9 10 11
SPACER
STRAP TIE DOWN
12
MS21266-2N
GROMMET
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Questions ??
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Thank You
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Appendices
Appendix A: AC 43.13-1b, Chapter 11 Appendix B: AC 25-16 Appendix C: Course Evaluation Forms
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Appendix C
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Very Good 1. Length of course 2. Depth of information 3. Pace of training 4. Clarity of objectives 5. Sequence of content 6. Quality of course materials 7. Quality of graphics/visual aids 8. Readability of text on monitor A A A A A A A A
Good B B B B B B B B
Average C C C C C C C C
Poor D D D D D D D D
Very Poor E E E E E E E E
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A A
B B
C C
D D
E E
14. Would you like to take other interactive training courses? A. YES
B. NO
C. UNDECIDED
15. On the keypad, enter your number of years of FAA experience. ________ (number/enter ) When finished, press the Next Quest key on your keypad and answer YES, then ENTER. Your responses will be sent electronically. Individual responses are not tabulated; only item averages for each question are presented to the instructor(s) and to AIR-510.
Additional Comments may be faxed to the broadcast studio in Oklahoma City: 405-954-0317 / 9507
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For the following, please darken the circle appropriate to your response. Very Good 1. Length of course 2. Depth of information 3. Pace of training 4. Clarity of objectives 5. Sequence of content 6. Amount of activities/practice 7. Quality of course materials 8. Effectiveness of instructors 9. Overall quality of the course 10. Overall effectiveness of the self-study video format Good Average Poor Very Poor N/A
11. Rate your level of knowledge of the topic before and after taking this self-study course. Participant Guide Version 1.0 Course Evaluation page 4
14. What previous experience, if any, have you had with self-study courses? None Moderate Considerable Undecided
15. Were you comfortable with the self-study video format? Yes No If not, why not?
16. Would you like to take other self-study video courses? Yes No If not, why not?
Undecided
PLEASE SEND THIS COMPLETED FORM TO YOUR DIRECTORATE/DIVISION TRAINING MANAGER (ATM). THANK YOU.
Participant Guide
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