曝光台 注意防骗
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practices as a means to reduce the instances of vibration induced
damage to wire bundles. The only OEM response received up to
now shows the item to be CLOSED and GREEN, yet the actual
response itself confirms there are no changes expected to be made in
design practices regarding the clamping and tying of wire bundles.
That response raises the further question of what is now different?
Have the design practices changed at some point in the past in a way
that will decrease the occurrence of vibration damage in the future?
Alternatively, if the written practices have not changed significantly,
and the practices themselves are deemed to be adequate, is there
something in the way clamps and ties are installed during
manufacture, or reinstalled during service, that needs to be addressed
in order to reduce the instances of damaged wires in the fleet? I
think ATSRAC needs to be assured that measures are in place to
control the potential for excessive vibration damage before it can
close off this item permanently.
[COMMENT 3 directed at Boeing] If the intrusive inspection team
found evidence of vibration initiated damage then the response from
Boeing does not address the problem by stating that no changes in
wire clamping of bundle assembly techniques are necessary
OWNER REMARKS: OEM P3
OEM review of the results of the intrusive inspections indicate that
proper use of present wire retention practices as outlines within the
ESWPM would have prevented much of the observed vibration
damage. The OEM response to the recommendation for a review of
these practices indicated that no change to the present techniques was
deemed appropriate.
The expectation that release of an SFAR requiring that the ESWPM
be included as part of the Instructions for Continued Airworthiness
(FAR 25-1529, Appendix H) will ensure that operators will be using
the guidelines outlined within that document, or using equivalent
procedures developed using their own expertise.
2f5 FAA/OEM (a) Investigate use of nondestructive testing to trouble-shoot suspect
wire installations. (b) Investigate separation and segregation of wire
installed after manufacture of the aircraft
FAA - (b) - The FAA has completed the research plan for this project
and acquisition process is underway. The bidding process will be
full and open to all vendors
[COMMENT] There is clearly at present no effective definition of
criteria for where a degradation of insulation becomes unacceptable.
It seems that various items in the FAA R&T programme will provide
further information but until that is available it would be premature
to press this action with operators
8 April 19 2002 38
OWNER REMARKS: FAA P3
MJN – subsequent to comments being received the FAA have taken
ownership of this item. Their action plan is identified above
OEM Boeing - (a) Presently available NDT/troubleshooting methods are
provided within the specific airplane maintenance manual chapter
appropriate for the system-undergoing test
Airbus - (a) The ESPM currently provides electrical nondestructive
testing to trouble-shoot electrical wiring. Airbus will review "EWIS"
testing requirements following any recommendations that result from
HWG 9
Lockheed - (a) Specific methods for NDT & troubleshooting are
outlined in the maintenance manuals. It is the intent of LMCO to
incorporate ATA Spec. 117 practices into the MM & SWPM.
[COMMENT directed at Boeing] All old tech, is this all we can do?
OWNER REMARKS: OEM P3
This comment is in response to the OEM statement that presently
available methods are specified for use in the non-destructive testing
of installed wiring. In addition to the techniques presently available,
OEMs are currently evaluating the use of additional diagnostic
equipment utilizing various technologies to identify actual or the
potential for wiring faults.
3b4 FAA Develop and understanding of how vibration and contamination
(solid and liquid) interact
The FAA is currently conducting a three-year program to address
wire degradation, which includes vibration and contamination along
with a variety of other degradation factors. Phase I of the project will
be complete at the end of April 2002, followed by 20 months of
testing, and an additional 8 months of data reduction, analysis, and
modeling efforts
[COMMENT 1] As yet, this recommendation has no owner. Owing
to the nature of the task I believe that it would best be achieved
through an FAA R&D program. However, before any work is
started I would welcome an ATSRAC debate on the issue in order to
decide whether a study of the interaction between vibration and
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