Electro-

Me c hanic al
Harnessing
AV T 4232- FINALS
W i r e & Cables
Wire
- formed from a sing le solid conductor or stranded conductors,
contained within the insulation and protective sheath materials.
W i r e & Cables
Cables
1. Two or more separately insulated conductors in the same jacket.
2. Two or more separately insulated conductors are twisted together
(twisted pair).
3. One or more insulated conductors are covered with a metallic braided
shield (shielded cable).
4. A single insulated center conductor with a metallic braided outer
conductor (radio frequency cable).
W i r e & Cables
Cables
W i r e & Cables
Cables
Wire and cable installations cannot be considered (or treated) as 'fit and
forget '. System reliability will be seriously affected by wiring that has not
been correctly installed or maintained.

Types of wire and cable in an aircraft:

There is a vast range of wires and cable types used in an aircraft; these
can be categorized with their specific uses and applications:
- airframe wires and cables - ignition system cables
- equipment wires and cables - thermocouple cables
- data bus cables - radio-frequency (RF) cables.
Operating environment
Wiring installed in aircraft has to operate in a harsher environment than
that found in cars, buildings, or industrial applications. In addition to
conducting current (often at high voltages), aircraft wiring will be
exposed to a variety of environmental and in-service conditions including
contaminants, for example:
-hydraulic fluid
- fuel and/or oil
- temperature extremes
- abrasion
- vibration
Construction and materials
Aircraft wiring needs to be physically flexible to allow it to be installed,
and then to withstand the vibration of the aircraft that will cause the
wires to flex.
Multi-stranding of the conductor increases the flexibility of the wire
or cable, making it easier to install and withstand the vibration of the
aircraft.
The insulating material has to be able to withstand the applied
voltage;
The sheath material needs to be able to withstand the specified
contaminants.
Conductors need to be able to carry the required current without
overheating or burning;
Construction and materials
the must also have low insulation resistance to minimize voltage
drops.

Most aircraft conductors are constructed from copper or aluminum

contained within man-made insulating material(s).
Aluminum conductors are sometimes used in aircraft; however, the
majority of installations are copper.
A major consideration for using aluminum is that it is self-oxidizing;
this reduces manufacturing costs (no plating required) but extra
precautions are necessary for terminating the conductors due to the
increased termination resistance.
Construction and materials
The quantity and gauge of these strands depend on the current-
carrying capacity (or rating) and degree of flexibility required.
Individual strands of copper need to be coated to prevent oxidation.
The choice of coating for the strands depends on the operating
temperature of the wire.
To summarize, copper conductors, are used extensively on aircraft due to
the materials:
low resistivity
high ductility
high tensile strength
ease of soldering
W i r e Size
Wire sizes used on aircraft are defined in accordance with the American
Wire Gauge or Gage (AWG).
For a given AW G, the wire will have a specified diameter and hence a
known conductance (the reciprocal of resistance)
Cable size relates to the conductor's diameter; the overall wire or cable
diameter is, therefore, larger due to the insulation.
The largest wire size is 0000 AWG; the smallest is 40 AWG.
The selection of wire size depends on the specified current to be
conducted.
Larger diameter wires add weight, but offer less voltage drop for a given
length and lower heating effect due to I 2 R losses.
W ire identification is printed on the outer surface of the sheath at
intervals between 6 and 60 inches.
W i r e Size
Shielding/screening
Shielded or screened wiring either prevents radiation from circuits
switching high currents or protects susceptible circuits.
The inner conductor carries the system currently; the screen provides a
low resistance path for coupling electromagnetic fields.
These fields are coupled into the shield and are dissipated to the ground.
Typical applications where shielding is used include wiring installed near
generators, ignition systems, or contacts that are switching high
currents.
Shielding/screening
Shielded wires can be formed with single, twin, triple or quadruple cores.
The classic example of screened wiring occurs with the Arinc 429 data bus
which uses twisted screened pairs of cable to transmit digital data.
Stripping W i r e and Cables
Nearly all wire and cable used as electrical conductors are covered with
some type of insulation. In order to make electrical connections with the
wire, a part of this insulation must be removed to expose the bare
conductor. Copper wire can be stripped in a number of ways depending on
the size and insulation.

The following general precautions are recommended when stripping any type
of wire:
1.W hen using any type of wire stripper, hold the wire so that it is
perpendicular to the cutting blades.
Stripping W i r e and Cables
2. Adjust automatic stripping tools carefully; follow the manufacturer’s
instructions to avoid nicking, cutting, or otherwise damaging strands. This is
especially important for aluminum wires and for copper wires smaller than
No.10. Examine stripped wires for damage. Cut off and strip, if the length is
sufficient, or reject and replace any wires with more than the allowable
number of nicked or broken strands listed in the manufacturer’s instructions.

3.Make sure insulation is clean-cut with no frayed or ragged edges. Trim, if

necessary.

4.Make sure all insulation is removed from the stripped area. Some types of
wire are supplied with a transparent layer of insulation between the
conductor and the primary insulation. If this is present, remove it.
Stripping W i r e and Cables
5.When using hand wire strippers to remove lengths of insulation longer than
3/4 inch, it is easier to accomplish in two or more operations.

6.Retwist copper strands by hand or with pliers, if necessary, to restore the

natural lay and tightness of strands.
Stripping W i r e and Cables

This tool is commonly used to strip most types of wire. The following general
procedures describe the steps for stripping wire with a hand stripper.
1.Insert wire into the exact center of the correct cutting slot for wire size
to be stripped. Each slot is marked with wire size.
2.Close handles together as far as they will go.
3. Release handles allow wire holder to return to the open position.
4. Remove stripped wire.
Stripping W i r e and Cables
Crimps and splices
Individual wires and cables can be terminated or connected using crimps
and splices.
Care must be taken when stripping shielded cables; both the inner
conductor and outer screen must be exposed in order to make the
connection.
The outer shield is formed into pigtails and terminated with a crimp, or
ring tongue terminal, see FIG. 3(a).
Crimps and splices
Alternatively, individual wires can be joined with an in-line splice, e.g. if a
system is being modified with additional wiring, see FIG. 3(b). Crimps and
splices are formed over the exposed conductor and insulating material.
The entire crimp or splice termination is then protected mechanically with
a hard plastic case.
 Electro-
Me c hanic al
Harnessing
AV T 4232- FINALS 2
E l e c t r i c al Bonds and Grounds
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.
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 unreliable
operation of systems, such as EMI, electrostatic discharge damage to
sensitive electronics, personnel shock hazard, or damage from a lightning
strike.
E l e c t r i c al Bonds and Grounds
Types of grounding
– AC returns
– DC returns
– Others
Factors to consider when grounding
M ixing return currents.
If wires carrying return currents from different types of sources, such as
signals or DC and AC generators, are connected to the same ground point
or have a common connection in the return paths, an interaction of the
currents will occur. This interaction may not be a problem, or it could be a
major non-repeatable anomaly.
E l e c t r i c al Bonds and Grounds
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.

Design of ground paths.

The design of the ground return circuit should be given as much attention as
the other leads of a circuit.
Electrical Bonds and Grounds
Constant impedance.
A requirement for proper ground connections is that they maintain an
impedance that is essentially constant.

External grounding of equipment items.

In general, equipment items should have an external ground connection, even
when internally grounded. Direct connections to a magnesium structure (which
may create a fire hazard) must not be used for ground return.
Electrical Bonds and Grounds
Groundings have the purpose to lead the feedback current into the structure.
It is extremely important to check for any signs of electrochemical corrosion
for currents are permanently flowing through this connection. A
corrosion−preventing installation is crucial. The risk of penetration of moisture
and humidity into groundings must be prevented by means of appropriate
sealing.
Electrical Bonds and Grounds
Electrical Bonds and Grounds
Aircraft are constructed in such a way that lightning strikes and static
discharge can not lead to damages or errors in electrical systems. Therefore all
equipment parts and the structure must be permanently and electrically
conductively connected to one another. This is ensured by means of bondings.

Bondings are required for the following tasks:

protecting crew and passengers against electric shocks in the event of
potential differences
protection of the aircraft and all the installed systems as well as the
occupants against lightning
protection against an irregular electrical static charge which could lead to
radio errors as well as discharge sparks
trouble−free current backflow from the consumerto the power source
Electrical Bonds and Grounds
Different types of copper/aluminum strands are used for bonding
which are connected by means of various connection methods (clamps,
terminals, etc.).
It is especially important to connect all tubing carrying flammable liquids to
the structure in order to prevent explosions due to static electrical charge.
A new installation of bonding or of one of its connecting elements requires the
lowest possible contact resistance.
This has to be measured and documented after the completion of a connection.
The SW PM and ESPM list the maximum values for respective connections.
Electrical Bonds and Grounds
Electrical Bonds and Grounds
Electrical Bonds and Grounds
Electrical Bonds and Grounds
EWIS IDENTIFICATION
Necessary for:
– Safety of operation
– Safety to maintenance personnel
– Ease of maintenance

Purpose. The proper identification of EWIS components with their circuits and
voltages is necessary to provide safety of operation, safety to maintenance
personnel, and ease of maintenance.
EWIS IDENTIFICATION
Only wires complying with the standards of the aeronautical authorities and
the aircraft manufacturer may be installed in aircraft. To ensure that this
demand is met, the manufacturers of the wires label their wires with
corresponding part numbers. These part numbers follow the rules for
identification by the standards organization or the aircraft manufacturer.

The numbers are printed in light or dark green. Exceptions are red, black, or
dark green wires: they are labeled with white numbers.

The aircraft manufacturers furthermore label the wires with a number− and/or
letter code which describes the function of the wire in the aircraft. This is
usually a black imprint.
EWIS IDENTIFICATION
EWIS IDENTIFICATION
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 manufacturer. Using this code, existing installed wire that needs
replacement can be identified as to its performance capabilities. This helps to
prevent the inadvertent use of lower performance and unsuitable replacement
wire.

NOTE: Special care should be taken when hot stamping wire. Service history
has shown problems associated with hot stamping due to insulation damage
caused during the process.
EWIS IDENTIFICATION
The method of identification should not impair the characteristics of the EWIS.

Original wire identification. To facilitate installation and maintenance, retain

the original wire-marking identification. The wire identification marks should
consist of a combination of letters and numbers that identify the wire, the
circuit it belongs to, its gauge size, and any other information to relate the
wire to an EWIS diagram. All markings should be legible in size, type, and color.

Identification and information related to the EWIS diagrams. The wire

identification marking should consist of similar information to relate the wire
to a EWIS diagram.
EWIS IDENTIFICATION
-Wire identification marks identify wire, circuit, and gauge size
BOEING

AIRBUS
EWIS IDENTIFICATION
- Markings should be legible in size, type, and color at 15-inch maximum
intervals along the wire (directly on wire or indirect [sleeve/tag])

Marking EWIS in aircraft. Identification markings generally are placed at each

end of the wire and at 15-inch maximum intervals along the length of the wire.
•Wires less than 3 inches long need not be identified.
•Wires 3 to 7 inches in length should be identified approximately at the center.
•Added identification marker sleeves should be located so that ties, clamps, or
supporting devices need not be removed in order to read the identification.
•The wire identification code must be printed to read horizontally (from left to
right) or vertically (from top to bottom).
EWIS IDENTIFICATION
The two methods of marking wire or cable are as follows:
(1) Direct marking is accomplished by printing the cable’s outer covering.
(2)Indirect marking is accomplished by printing a heat-shrinkable sleeve and
installing the printed sleeve on the wire or cables outer covering. Indirect-
marked 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.

The marking should be permanent such that environmental stresses during

operation and maintenance do not adversely affect legibility.
EWIS IDENTIFICATION
Wires with pink sleeves are considered Sensitive Wires and shouldn't be
modified. If repair work needs to be done, a test of the concerned system is
required.
CONNECTORS
Many types, however crimped contacts generally used
– Circular type
– Rectangular
– Module blocks

Connectors consist of a receptacle and plug. They are required for a simple and
the safe disconnect of electrical connections during maintenance.

Connectors have pins and sockets which can both (depending on the type of
plug) be housed either in the socket or in the plug.

There is a general rule for determining the socket side: sockets shall always be
installed on the live part of the connector because the sockets are scoop−proof
and so unwanted short circuits can be prevented. A distinction is made
between circular and rectangular connectors. Rectangular connectors are
preferably used in equipment racks and panels; circular plug connections can
be used in areas with increased environmental influences.
WHY USE CONNECTORS?
For ease of assembly and maintenance, connectors using crimped contacts
are generally chosen for all applications except those requiring a hermetic
seal.
A replacement connector of the same basic type and design as the
connector it replaces should be used.
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.
After the connector is disconnected, inspect it for loose soldered
connections to prevent unintentional grounding
CONNECTORS
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS
14 CFR 25.1729 requires applicants to submit Instructions for Continued
Airworthiness, otherwise known as the maintenance requirements, for the
proposed EWIS installation as part of the compliance data package.
Historically, EWIS has been thought of as “fit and forget” and typically has not
been properly addressed in the ICA data package submitted to the FAA for
approval.

EZAP was used to develop ICA to prevent the possibility of smoke and fire by
– M inimizing accumulation of combustibles on and around EW IS
– Detecting EW IS degradations
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS
3 EWIS Inspection Types
1. A. General Visual Inspection (GVI)
A visual examination of an interior or exterior area, installation, or assembly to
detect obvious damage, failure, or irregularity. This level of inspection is made
from within touching distance unless otherwise specified.
For General Visual Inspection, a mirror may be necessary to enhance visual
access to all exposed surfaces in the inspection area. This level of inspection is
made under normally available lighting conditions such as daylight, hangar
lighting, flashlight, or droplight and may require the removal or opening of
access panels or doors. Stands, ladders, or platforms may be required to gain
proximity to the area being checked.
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS
1. B. Stand-Alone GVI
A general visual inspection is not performed as part of a zonal inspection. Even
in cases where the interval coincides with the zonal inspection, the stand-alone
GVI remains an independent step on the work card.

2. Detailed Inspection (DET)

An intensive examination of a specific item, installation, or assembly to detect
damage, failure, or irregularity.
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS
3. Zonal Inspection
A collective term comprising selected general Visual Inspections and visual
checks that are applied to each zone, defined by access and area, to check
system and power plant installations and structure for security and general
condition.
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS
EWIS Discrepancies Detectable by GVI/Zonal Insp.
1.Wiring/Wire Bundles
• Wire−to−wire or wire−to−structure contact/chafing
• Wire bundle sagging or improperly secured
•Wires damaged (obvious damage due to mechanical impact, overheat,
localized chafing, etc.)
• Lacing tape and/or ties missing/incorrectly installed
•Wiring protection sheath/conduit deformity or incorrectly installed
•End of sheath rubbing on end attachment device
•Grommet missing or damaged
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS
•Dust and lint accumulation
•Surface contamination by metal shavings/swarf
•Contamination by liquids
•Deterioration of previous repairs (e.g., splices)
•Deterioration of production splices
•Inappropriate repairs (e.g., incorrect splice)
•Inappropriate attachments to or separation from fluid
lines
2. Connectors
• External corrosion on receptacles
• Backshell broken
•Rubber pad or packing on backshell missing
•No backshell wire securing device
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS
•Fool−proofing chain broken
•Missing or broken safety wire
•Discoloration/evidence of overheating on terminal lugs/blocks
•Torque stripe misalignment
3. Switches
• Rear protection cap damaged
4. Ground Points
• Corrosion
5. Bonding braid/bonding jumper
• Braid broken or disconnected
• Multiple strands corroded
• Multiple strands broken
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS
6. Wiring clamps or brackets
•Corroded
•Broken/missing
•Bent or twisted
•Faulty attachment(bad attachment or fastener missing)
•Unstuck/detached
•Protection/cushion damaged
7. Supports (rails or tubes/conduit)
• Broken
• Deformed
• Fastener missing
• Missing edge protection on rims of feed-through holes
• Racetrack cushion damaged
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS
8. Circuit breakers, contactors, or relays
• Signs of overheating
• Signs of arcing