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ESWPM. Additional troubleshooting techniques and procedures will
be added to the AMM or ESWPM as they become available.
5.4 OEM (a) Specify use of in-situ indicators to identify exposure to
precipitating agents or conditions – a “canary”. (In particular, use insitu
litmus testing to identify exposure of wrapped construction wire
to high or low pH solutions or contaminants)
Boeing- Guidelines for the cleaning and conditional inspection of
contaminated wiring will soon be included in the SWPM and
Maintenance Planning Document applicable to the specific model
airplane. A review of the wiring separation guidelines is anticipated
as a result of the changes noted in the TG6 comment below
Airbus - The ESPM currently gives guidelines for the cleaning,
protection and inspection of wiring. Airbus will review the wire
testing requirements following any recommendations that result from
HWG 9 and also HWG6. (b) Production design standards specify
wire separation and segregation rules to provide system redundancy.
These standards are described within the ESPM
Lockheed - LMCO will include additional guidelines, in the SWPM,
that are specific to contamination identification, replacement criteria
of, and cleaning of bundles. Additionally, LMCO will re-issue a SIL
that addresses the cleaning of contaminants from wiring
[COMMENT 1 directed at Boeing] Not responsive to the
recommendation
8 April 19 2002 24
[COMMENT 2 directed at Boeing] Boeing’s comment that “a review
of the wiring separation guidelines is anticipated as a result of the
changes noted in the TG6 comment below” is welcome
OWNER REMARKS: OEM P2 on comment (1) only
The OEM response stating that a review of the wiring separation
guidelines is anticipated as a result of the changes expected from
HWG6 indicates that the OEMs are being responsive. As indicated
in the response to Item 5.1, the response to the IIWG
recommendation that the OEMs specify guidelines that would result
in the evaluation of wiring thought to be contaminated by acidic or
alkaline materials, and the recommendation that decontamination
procedures be provided, indicated that these guidelines have already
or will soon be incorporated into the maintenance documentation.
Although they do not assess the acidity or alkalinity of contaminants,
present guidelines regarding the cleaning and/or repair of wiring
account for the wide pH range of possible contaminants.
OEMs account for the environment in which wiring is expected to
operate and specify wiring and components suitable for that
environment. The OEMs believe that the process of a detailed visual
examination, determining whether contamination exists or existed
previously, whether wiring damage resulted from that contamination,
procedures for the removal of contamination regardless of the pH,
and repair of wiring damage, precludes the need to install Litmus
paper at various locations throughout the airframe.
Wiring separation guidelines will be reviewed following any
recommendations that result from HWG 6 Sub-tasks 6.7 (Wire
Separation Requirements, and prospective FAR/JAR 25.1705) and
6.8 (Wiring Identification Requirements, and prospective FAR/JAR
25.1706)
.
8 April 19 2002 25
PRIORITY 3 ITEMS
1.1/1.3 OEM Update splicing practices as necessary. Consider procedure to tag
locations of splices to aid in future visual inspections
Boeing - Boeing has reviewed our present splicing practices in light
of the results of the intrusive inspection and believe that no changes
are necessary at this time
Airbus - All production splices are covered in the Airbus standard
documentation. While the ESPM stipulates the maximum permitted
number of splices per wire. Airbus will include in ESPM guidelines
to inform operators of the need to tag locations of splices
Lockheed: Per the original design, production splices are addressed
in the WDM's and are physically marked on the aircraft wire bundles
[COMMENT] What is the current OEM practice for splice v.
replacement of wire? Do guidelines exist?
OWNER REMARKS: OEM P3
Recommendations regarding the use of splices, including the
maximum number of splices to be used within a single wire run are
provided in the standard wiring practices manuals. The Boeing
SWPM manual recommends replacement of the wire as preferred to
splice repair, and cites a maximum of three repair splices per wire
run. The Airbus ESPM manual recommends replacement of the wire
as preferred to splice repair, and cites a maximum of three repair
splices per wire run. For EFCS and sensitive cables, splice repair is
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