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MODULE 7
Sub Module 7.7
ISO9001:2008Certified
PTC/CM/B1.1 Basic/M7/02
7.7
Contents
ELECTRICALSAFETYPRACTICES1
CONTINUITYTESTING4
BONDINGTECHNIQUESANDTESTING8
CRIMPING18
CRIMPINGTOOLS18
HANDANDHYDRAULICCRIMINGTOOL18
TESTINGOFCRIMPJOINTS21
CONNECTORPINREMOVALANDINSERTION24
COAXIALCABLES26
WIRINGPROTECTIONTECHNIQUES32
CABLELOOM32
CABLELOOPSUPPORT34
WIREANDCABLECLAMPING39
EWISINSTALLLATIONS43
INSPECTION45
MODIFICATIONANDREPAIR45
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General
Before you start work: open, safety and tag the circuit
breaker(s) related to the system/equipment to prevent the
supply of electrical power to the system/equipment during the
maintenance work.
Note:
Some circuit breakers (A320 family only) have a red threaded
bush. This bush prevents reset of the circuit breaker in flight
(the crew cannot pull it).
Maintenance
If, for maintenance safety reasons, it is necessary to open such
a circuit breaker, you can remove the red threaded bush with a
standard wrench.
Warning:
Make sure that no ac or dc power source is connected to the
aircraft electrical circuits. There is a risk of electrocution if the ac
or dc power stays connected.
Do not look into the end of a fiber-optic cable. There is a risk of
laser radiation, which you will not see. Laser radiation is
dangerous for your eyes.
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Tools
Never use electric tools which deliver energy of more than 0.02
mill joule in fuel tanks or in areas where there are flammable
vapors.
Never use heat-generating tools in the fuel tanks or in areas
where there are flammable vapors.
Use only crimp-type contacts, terminals, splices, sleeves (nonheat shrinkable sleeves) in these areas.
Warning:
Be careful when you use electric tools on the aircraft because
there are risks of electrocution or explosion. If there are local
regulations related to electric tools, make sure that you obey
them.
Be careful when you use electric tools in areas where there are
risks of explosion (fuel tanks, fuel vapor areas, etc.). Refer to
your local regulations and make sure that you obey them. Some
electric tools such as heat guns, soldering irons and tools
without intrinsic protection are not permitted in these areas.
Materials
Use only the materials that are specified by the manufacturer,
also refer to the applicable manufacturers documentation.
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CONTINUITY TESTING
a)
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b)
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Test results
The results of insulation tests are of little significance unless
they are related to test results obtained on other occasions. The
insulation resistance values are likely to vary with changes in
the temperature and humidity of the local atmosphere, e.g. if the
aircraft has been in damp conditions for some time before the
test, low readings can be expected. Results of tests and the
temperature and humidity conditions at the time of the test
should be recorded, so that any pronounced drop in resistance
found on subsequent tests can be checked and rectified as
necessary.
Functioning tests
Before conducting any tests, all precautions for aircraft and
personnel safety should be taken. Whenever possible,
functioning tests should be carried out using an external supply
coupled to the ground supply connector. Tests must ensure
proper functioning of individual and integrated section of circuits
and should be in accordance with schedules established by
reference to details in the relevant Maintenance Manual, Wiring
Diagram Manual or, where appropriate, instructions relating to
the incorporation of a modification or any substantial rewiring.
NOTE: Where applicable, when one or more engines are
running, the power supply can be obtained from the associated
generators, due reference being made to the functioning of any
isolating relays.
For certain circuits (e.g. standby lighting), functioning tests can
only be carried out using the aircraft battery system, but this
battery should be used as little as possible.
For Training Purpose Only
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Bonding connections
Bonding techniques
Primary and secondary conductors
Primary conductors are those required to carry lightning strikes,
whilst secondary conductors are provided for other forms of
bonding. The current British Civil Airworthiness Requirements
(BCAR) for bonding paths are as follows: 1) The cross-sectional area of Primary Conductors made
from copper shall be not less than inch by 26 s.w.g.
wire, except that, where a single conductor is likely to
carry the whole discharge from an isolated section, the
cross-sectional area shall be not less than inch by 26
s.w.g. wire. Aluminium conductors shall have a crosssectional area giving an equivalent surge carrying
capacity.
2) The cross-sectional area of secondary conductors made
from copper must not be less than 44 strands of 39
s.w.g. for braided conductors. Where a single wire is
used its size must be not less than 18 s.w.g.
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2)
Most cowling
mechanisms.
3)
Metal-to-metal hinges for doors and panels and metalto-metal bearings (including ball bearings).
fasteners,
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locking
and
latching
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Earth terminals
Resistance values
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Bond testing
Special test equipment, comprising a meter and two cables
each of specific length, is required for checking the resistance of
bonding. A meter widely used, consists of an ohmmeter
operating on the current ratio principle and a single 1.2-volt
nickel-alkaline cell housed in a wooden carrying case. The
associated cables are 60 feet and 6 feet in length and are fitted
with a single-spike probe and a double-spike probe respectively.
Plug and socket connectors provide for quick-action connection
of the cables to the instrument.
Prior to carrying out a bonding test, a check should be made on
the state of the nickel-alkaline cell of the tester by observing;
a) That a full-scale deflection of the meter is obtained when
the two spikes of the 6-foot cable probe are shorted by
a suitable conductor; and
b) That the meter reads zero when the two spikes of the 6foot probe are shorted by the single spike of the 60-foot
probe.
The 60-foot lead of the test equipment should be connected to
the main earth (also known as the bond datum point) at the
terminal points, which are usually shown diagrammatically in the
relevant Aircraft Maintenance Manual. Since the length of a
standard bonding tester lead is 60 feet, the measurement
between the extremities of the larger types of aircraft may have
to be done by selecting one or more main earth points
successively, in which event the resistance value between the
main earth points chosen should be checked before proceeding
to check the remote point.
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NOTE: After carrying out tests, all areas where the protective
coating has been removed should be re-protected using the
appropriate scheme.
Bonding tester servicing
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CRIMPING
CRIMPING TOOLS
Special crimping tools are needed to crimp a connecting device
onto a wire. A properly crimped terminal provides a joint
between the wire and the terminal as strong as the wire itself.
The preferred crimping tool is a ratchet-type crimper that is
periodically calibrated to ensure a consistent and proper crimp.
When using a ratchet-type crimping tool, the handles of the tool
will not release until the jaws have moved close enough
together to properly compress the terminal barrel.
Many crimping tool manufacturers are available (AMP,
Buchanan, Burndy, Cannon, Daniels, Hughes, Raychem, etc.),
who provide different types of crimping tools to be used with
different types of connecting devices.
Some have fixed locators, and the tools come in different sizes
indicated by the color coding on the handle. Some tools have
removable dies with different part numbers for different
connecting devices. Another type has an adjustable locator.
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Gauging of tools:
Each tool or die shall be tested by the insertion of GO/NO GO
gauge.
When tool handles are squeezed, the GO element must pass
through the dies, the NO-GO element must not pass.
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Post-crimping checks
All crimped joints shall conform with the following visual checks:
No cut strands
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Crimped Contact
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COAXIAL CABLES
Antennas are connected to most of the radio receivers and
transmitters with a special type of shielded wire called Coaxial
Cable.
Coaxial cables contain two or more separate
conductors. The inner most conductor may be solid or stranded
copper wire, and may be plain, tinned, silver plated or even gold
plated. The remaining conductors are in the form of tubes,
usually of fine braid. The insulation is usually teflon or
polyethylene. Outer coverings or jackets serve to weatherproof
the cables and protect them from fluids, and mechanical and
electrical damage. Figure shows a typical coaxial cable.
SOLID
CENTER
CONDUCTOR
OUTER
INSULATOR
JACKET
INNER
INSULATOR
BRAID OUTER
CONDUCTOR
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The outer jacket must have been cut off flat all round
and at right angles to the longitudinal direction of the
cable.
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The shield must have been cut off evenly all round.
OUTER JACKET
REMOVAL
FRAYED
CHAFED
OR CUT
FLAT &
STRAIGHT
INCORRECT
The dielectric must have been cut off flat all round the
cable.
UNEVEN
INCORRECT
SHIELD
REMOVAL
CORRECT
COMPRESSED
& INCISED
NOTCHED
DIELECTRIC
REMOVAL
CORRECT
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Wire number
A dash separates the ATA number prefix from the wire number.
A wire number consisting of a maximum of 5 digits is used to
differentiate between wires, cables or co-axial cables in a
particular sub system. A different wire number is used for each
conductor not sharing a common connection. Notice that both
wires shown below in Fig. have the same wire number. This is
because there is a permanent connection between the two
wires. If there was a switch or relaycontact between the two
wires then the wire number would change because in this case
there would not be a permanent connection between them.
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Wire Gauge
The wire or cable size number is used to identify the American
wire gauge (AWG) size of the wire or cable. The wire size
number is not normally included for co-axial cables. For
thermocouple wires a dash is used instead of the wire size
number. The wire gauge is not shown on a wiring diagram if a
note similar to the following appears.
NOTE: All wires are 20 gauges unless otherwise specified."
Ground, Phase or Thermocouple Letter
INSULATION
CLEARANCE
1 - 2.5 mm
POINT OF
ENTRY
WIRE MUST BE
INSERTED
TO THE END
OF THE CUP
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CABLE LOOM
Overall diameter.
Open loom
Ducted loom
Conduit
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Ducted loom
This method is basically the same as that of the open loom
except that the bundles are supported in ducts, which are
routed through the aircraft and secured to the aircraft structure.
Ducts may be of aluminium alloy resin impregnated asbestos or
molded fiber-glass-reinforced plastic. In some applications of
this method, a main duct containing several channels may be
used, each channel supporting a cable loom corresponding to a
specific consumer system. For identification purposes, each
loom is bound with appropriately colored waxed cording.
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Electrical conduits
Electrical conduit consists of thin-walled aluminium tubing,
braided metal tubing called flexible conduit, and non-metallic
tubing. The purpose of conduit is to provide mechanical
protection, and metal conduit is often used as a means of
shielding electric wiring to prevent radio interference.
Approved flexible conduit is covered by specification MIL-C6136 for aluminium and specification MIL-C-7931 for brass. The
aluminium conduit is made in two types. Type I is bare, and type
II is rubber-covered.
The size of conduit should be such that the inside diameter is
about 25 percent larger than the largest diameter of the cable
bundle. To obtain the correct inside diameter of a conduit,
subtract twice the wall thickness from the outside diameter.
Typically, conduits are specified according to their outside
diameter.
The inside of the conduit should be clean and free of burrs,
sharp edges, or obstructions. When conduit is being cut and
prepared, all edges and holes should be deburred to assure a
smooth surface that will not damage the cable. The conduit
should be inspected carefully after the end fittings are installed
to assure that the interior is clean and smooth. If a fitting is not
installed on the end of a conduit section, the end should be
flared to prevent the edge of the tubing from rubbing and
wearing the insulation of the cable.
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Cable lacing
The lacing of wire bundles should be performed according to
accepted specifications. Approved lacing cord complying with
specification MIL-C-5649 or twine specification JAN-T-713 may
be used for wire lacing. If wire bundles will not be exposed to
temperatures greater than 248F [120C], cable tie straps
complying with specification MS-17821 or MS-17822 can be
used. Typical tie straps are shown in Figure 1. Tie straps have
replaced lacing cord in many aircraft installations; but always
consult the current maintenance data to ensure that straps can
be substituted for lacing cord. As seen in Figure 2, many aircraft
have certain areas subject to high vibration or excessive heat
where tie straps are not acceptable. To install a tie strap, simply
wrap the tie around the wire bundle, being sure not to twist the
strap. Insert the strap through the locking eyelet, and tighten the
strap, using the proper tool. The tool is also used to cut off any
excess trap, leaving a flush edge. Figure 3 illustrates the use of
a typical tie strap installation tool.
Single-cord lacing is used for cable bundles 1 in. [2.5 cm] in
diameter or less. For larger bundles, double-cord lacing should
be employed. Cable bundles inside a junction box should be
laced securely at frequent intervals to assure that a minimum of
movement can take place. In open areas, the bundles should be
laced or tied if supports for the cable are more than 12 in. [30.5
cm] apart.
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Figure 2
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Cable seals
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The cables are a tight fit in the holes of the bung, which when
fully loaded and forced into the housing by the clamping nut, is
compressed tightly into the housing and around the cables. The
anti-friction washer prevents damage to the face of the bung
when the clamping nut is turned. On assembly, holes not
occupied by cables are plunged with plastic plugs.
In instances where cable "breaks" are required at a pressure
bulkhead, the cables at each side of the bulk-head are
terminate by specially-sealed plug or socket assemblies of a
type similar to those shown in Figure 4.
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Figure 3
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Figure 4
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If a hot wire terminal should come into contact with a metal line
carrying a flammable fluid, the line might be punctured and the
fluid ignited. This, of course, would result in a serious fire and
probable loss of the airplane. Consequently, every effort should
be made to avoid this hazard by physical separation of the
cables from lines carrying oil, fuel, hydraulic fluid, or alcohol.
When separation is impractical, the electric wire should be
placed above the flammable-fluid line and securely clamped to
the structure.
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EWIS INSTALLLATIONS
Prevention of Chafing
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INSPECTION
Ensure that the conduit used is properly assembled and is to
the requirements of the drawing.
MODIFICATION AND REPAIR
Cables used as replacements, or used for modifications of an
aircraft, should be of a type approved by the constructor for that
particular aircraft type unless an approved design authority
selects an alternative. This selection should recognise the
various factors detailed in this Information Leaflet. This is most
readily achieved by obtaining a Declaration of Design and
Performance (DPP) from the manufacturer if that manufacturer
is suitably CAA Approved. The user should also take steps to
ensure that the quality of cable is satisfactory and the preferred
method of achieving this is by obtaining a CAA Approved
Certificate from the manufacturer.
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