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various types of circuits based upon frequency and severity of
potential splice failures
Boeing - (b) Boeing has no plans to develop configuration software
to track the location of splices on in-service airplanes
Airbus - (b) Airbus recommends that operators maintain a record of
the location and installation of repair splices
Lockheed - (b) LMCO has no plans to develop wiring management
software
[COMMENT 1] The “best practices” the Working Group had in
mind would be developed with respect to the frequency and severity
8 April 19 2002 15
of splice failures. These considerations are not the same as system
reliability concerns.
[COMMENT 2] The only OEM response received up to now shows
the item to be CLOSED and GREEN, yet the actual response itself
was a direct refusal to adopt the recommendation. I cannot recall
ATSRAC debating specifically the merits of developing wiring
configuration management software to track the installation and
location of splices. However, in the light of this rejection ATSRAC
will need to decide how important we feel this recommendation was,
and whether we are content that no action is to be taken.
[COMMENT 3] If Boeing has no plans to develop software to track
the location of splices on airplanes, what method is used to track
splices? Are there any location limitations for wire splices? Are there
any limitations on splicing specific to the type, load or function of
the wire? What is the maximum number of splices Boeing finds
permissible? On what data is this figure based?
OWNER REMARKS: OEM P2
Development by the OEMs of software to record the location of
repair splices on in-service airplanes was determined to be an
inappropriate recommendation. Should a tracking procedure be
deemed beneficial the method of identifying, recording, or tracking
repair splices on in-service airplanes should be assessed by the
individual operator based upon their knowledge and expertise.
The OEMs account for production splices and indicate the location of
these splices within the Wiring Diagram Manual. Manufacturing
repair splices are accounted for in the disposition of production
rejection or repair tags which are provided to the operator prior to
airplane delivery. Repair splices made by the operator or mod center
could be annotated on the wiring diagram I the same manner.
The answers to questions regarding location, type, load, or
limitations on the frequency of use are unique to the OEM. This
information can be obtained by referring to the individual standard
wiring practices manual for that OEM.
Please note that the guidelines provided to operators regarding the
number, location, type or frequency of splices do not comprise
limitations, nor does exceeding these guidelines pose a safety
concern. Due to the need for additional slack within a wire bundle
when installing a splice, rarely are multiple splices installed on the
same wire between connectors. The vast number of multiple repairs
are addressed by replacing the damaged wire or adding a
supplemental wire to the bundle rather than using multiple splices.
Due to this practice documenting the location of repair splices within
a software program would be more onerous than beneficial.
1a1 OEM Consider updating splicing practice to reflect special considerations
associated with 1) the proximity of the splice to non-fire-retardant
materials and 2) the expected wire current.
Boeing - Boeing has no plans to specify different splicing practices
to accommodate adjacent materials or circuit loads
Airbus - Task Group 6 reviewed the item in November task group
meeting and agreed to consider updating the splicing section of the
8 April 19 2002 16
current advisory materials. Revised material is expected to be
provided to ATSRAC by July 2002
Lockheed - LMCO has no plans to deviate from its current splicing
practices outlined in the SWPM in order to address adjacent
materials or current loads
[COMMENT 1] As stated in the preamble to the specific
recommendations, each recommendation represented an option, but
not the only option, for remedying a condition. If Boeing feels that
this remedy is impractical, then that is an argument for requiring
environmental splices for all applications and areas
[COMMENT 2] I wanted to be sure I understood the comments
listed here as they also appear at various other locations in the
document. Boeing has commented they have no plans to specify
such special considerations, yet Task 6 agreed to do it and include in
their July report. I have assumed these comments reflect historical
comments and that the Task 6 agreement to include in their report
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