Electrical Wiring Interconnection Systems (EWIS)

(Target Group 1,2 & 3)

Manual Ref: TTC/S/EWIS/TGRP1-2-CM/Issue 1 Rev 0

This manual is for Training Purposes Only
 Table of Contents

Module Subject Page

A General Electrical Wiring Interconnection System Practices A-1

B Wiring Practices Documentation B-1

C Inspection C-1

D Housekeeping D-1

E Wire E-1

F Connective Devices F-1

G Connective Device Repair G-1

Appendix I EZAP Taskcard Sample AMM 05-42-01 Appendix I-1

Appendix II Mod D - Cleaning of Wire Harness SWPM 20-10-04 Appendix II-1

Appendix III Mod D - EZAP Tasks MD-11 AMM 20-51-01 Appendix III-1

Appendix IV Mod D - Protection of EWIS AMM 20-60-07 Appendix IV-1

FOR TRAINING PURPOSES ONLY ELECTRICAL WIRING INTERCONNECTION SYSTEMS (EWIS) CONTENT PAGE
TARGET GROUP 1,2 & 3
 ST Aerospace
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Electrical Wiring Interconnection Systems (EWIS)

Module A - General Electrical Wiring
Interconnection System Practices

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1. Explain the safety procedures of normal and non-

normal maintenance procedures so that the person can
protect himself/herself and the airplane.

2. Identify and describe Electrostatic discharge sensitive

(ESDS) device handling and protection.

3. Demonstrate the correct use of hand tools including

specialized and automated tools and equipment.

4. Identify the calibration of electrical measuring

instruments, tools and equipment so that correct
maintenance procedures may be carried out.

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5. Demonstrate the process and procedures to

successfully troubleshoot and interpret charts of current
aeroplane faults and know re-occurring problems
causing “No Fault Found” (NFF) on removed line
replaceable unit (LRU).

6. Demonstrate the correct use of electrical meters for

measuring voltage, current, resistance, continuity,
insulation and short to ground.

7. Apply the correct LRU replacement techniques.

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Safety Practices, ESDS and LRU Removal/Installation

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Upon completion of this module the learners are able to:

1. Explain the safety practices.

2. Identify and describe Electro-Static Discharge
Sensitive (ESDS) device handling and protection.
3. Apply the correct LRU replacement techniques.

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CURRENT IS LETHAL
In this module, we will remind you some basic rules to follow and the
safety procedure to observe in order to protect yourself and the aircraft.
Electric current can cause a serious flesh burn, it also stimulate spastic
muscle contractions, disrupt the electrical activity if the brain and heart
and injure other internal organs.

The reason of this reaction is that the human body reacts as a classic
current receptor and has a resistance. Consequently, we can consider
that the intensity of the current is the first factor of a serious shock.
A second aggravating factor is the time duration the current goes
through the human body.

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CURRENT IS LETHAL
To conclude, depending on the current (Voltage (V) and Intensity), the
effects can be extremely dangerous because the receptor has a certain
resistance (R).

If this shock occurs, there are some basic rules to apply.

These rules are generally put on placards in the workshops as shown

in this example.

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CURRENT IS LETHAL

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CURRENT IS LETHAL

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APPLYING POWER TO THE AIRPLANE

Now, concerning the aircraft, there are some procedures related to the
electricity.

For example, for applying power to the airplane, there is an Aircraft

Maintenance Manual (AMM) procedure.

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AIRPLANE WARNING
In this procedure you can see there is warning and cautions.

The warnings indicate that you have to make sure the aircraft is
grounded and to make sure that all the circuits in maintenance are
isolated before applying power to the aircraft.

The caution indicates that you must not use a ground power capacity
less than 90KVA and explains what could happen if the caution is not
obeyed.

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AIRPLANE WARNING
Now, to be more accurate, what is the difference between warning and
caution?
The definitions of the terms are given in the Electrical Standard
Practice Manual (ESPM).
WARNING is used to call for attention to the use of material(s) to avoid
injury or death to persons.
CAUTION is used to call for attention to the method or procedure to
avoid damage to equipment.

Consequently, it is very important to carefully read warnings and

cautions when you have to apply a procedure.
In other words, it is strongly recommended to use warning notices
when asked.

In the safety practices of the ESPM (20-10-00), you can retrieve a

typical tag that is dedicated to be printed on a red paper if needed. A - 15
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WARNING: Electrically bond the aircraft. Make sure you

properly connect static ground cables to prevent injury to
persons and damage to the equipment

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How can you be safe?

1. Know the potential hazards.
2. Know the safety precautions.
3. Always ask yourself - Is it safe to do it like this?
4. Know the locations of safety equipment and how to use
them.
5. Familiarise yourself with the emergency response
procedures, facility alarms and evacuation routes.
6. Know the types of Personal Protective Equipment
(PPE) and use them accordingly.

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Emergency Measures/First Aid

Everyone engaged in any electrical or electronic work should be

capable of carrying out the following measures:

1. Shut-off the power. Know how to cut off the power anywhere in
your work area, and how to summon help in case of an emergency.
2. Free the person involved from the live circuit. If a person is
“frozen” to a live electrical contact, use wood boards, poles or sticks,
a belt, piece of dry rope, an article of clothing, or any non-
conductive material to pull the body away from the electrical contact.
3. Administer Cardio-Pulmonary Resuscitation (CPR).
4. Immediately report any shock received, no matter how slight, to
the supervisor, foreman, or other appropriate authority.
Promptly report any “popping” or sparking as well as any noticeable
defects or hazardous conditions that could cause injury, property
damage, or interference with service.
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Applying Power to the Airplane and Airplane Warning

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Applying Power to the Airplane and Airplane Warning

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Applying Power to the Airplane and Airplane Warning

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Applying Power to the Airplane and Airplane Warning

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WARNING: De-energise electrical systems before

performing work. Always inform other personnel
working on or around the aircraft before re-energising
the electrical system.

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No matter what system you are

working on, “LOCK OUT, TAG OUT!”
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Airplane Warning

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De-energise the aircraft electrical system!

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• Cover all open aircraft electrical connectors with

the applicable protective dust caps

• This will prevent entrance of unwanted materials,

damage, and possible electrical shorts

• Take the necessary precautions to cover exposed

electrical components and avionics racks when
performing any sheet metal repairs that may create
metal shavings or other debris

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Be careful to exercise extreme caution when working on

any high voltage electrical systems to avoid hazardous
conditions such as:

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DOCUMENT what you’ve done!

This is especially important for Circuit Breakers (C/Bs)
not in the Flight Deck!

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REMEMBER! External power can be lethal.

Always turn the External power switch “OFF” and

disconnect the power source before performing
maintenance on External Power Systems.

Use “LOCK OUT, TAG OUT”!

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SOURCES OF ELECTROSTATIC DISCHARGE

In this module, you will have an overview of what is an electrostatic
discharge.

If you have ever been “shocked” after walking across a new carpet, you
would have witnessed the creation of electrostatic charge and the
effects of electrostatic discharge (ESD). For two kids trying to “shock”
each other, this can be great fun, but for modern electronics
semiconductors, the same effects can cause severe damage.

The physical contact and separation of two materials are the most
common cause of electrostatic charge. This physical contact can be
rubbing, sliding, banging or other similar, intimate contact interaction.
The contact and separation process transfers negatively charged
surface electrons from one material to the other, thereby creating a
negative charge on one surface and a positive charge on the other.
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SOURCES OF ELECTROSTATIC DISCHARGE

This is called triboelectric charging and can occur virtually with any
type of material.

This list shows some of the most common materials in the triboelectric
series and their tendency towards charged polarisation.

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SOURCES OF ELECTROSTATIC DISCHARGE

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ESDS SAFETY PROCEDURES

In order to protect the ESD sensitive devices, any accumulated charge
on the body of the human operator should be discharged first before
opening the protective container with ESDS devices inside. The
common material used is the wrist-strap.

The discharge can be accomplished by putting a hand on a grounded

surface or, ideally, by wearing a grounded anti-static wrist-strap.

The packing material for ESDS is anti-static plastic bags as you can
see from the following examples.

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ESDS SAFETY PROCEDURES

Protection for Electrostatic Discharge Sensitive Devices

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ESDS SAFETY PROCEDURES

Examples of Material for Dissipating Static Electricity

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ESDS SAFETY PROCEDURES

Examples of Material for Dissipating Static Electricity

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CONTROLLING ESD
1. Treat every electronic component, circuit card, or system as if it
were STATIC SENSITIVE.
2. ALWAYS use static control procedures when handling electronic
components, circuit cards, or systems.
3. Before handling a bare component or circuit card make sure all
charge is bled from your body. This means wear a grounded wrist
strap or ESD shoes or heel grounders used on static dissipative
floor covering or finish.
4. ALWAYS make sure components, circuit cards, and systems are
transported and stored in static safe packaging.
5. The problem of static generation is here to stay. We can reduce the
number of sources and opportunities for damage, but the potential
for an ESD strike will always exist.

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GENERAL AND TOOLS

This module will give you general information on the different tools
used on the electrical installation of the Airbus aircraft.

In the ESPM, there is a chapter dedicated to the Tools.

This first page of the standard tools chapter indicates you the structure
of the chapters.

Concerning the stripping tools, there is typical procedures to follow to

make a correct stripping. The first part of the stripping chapter gives
you general requirements.

The general requirements for the stripping of different wire types are
given through figures.

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GENERAL AND TOOLS

These figures are always followed with text to be more accurate in the
description of a correct stripping with all relevant warnings and cautions
whenever necessary.

Particular stripping methods are explained.

In addition to the method given for the different types of wires, there is
a table of defects representation to help in the inspection of stripping.

When a tool need to be modified, example new dies, the ESPM gives
also the information needed.

Concerning the crimping tools, the information given are under the
same principle.

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GENERAL AND TOOLS

As you can see, there is a typical procedure for the crimping with the
checks to be done.

Illustrations help to facilitate understanding.

Figures explain clearly what happen to the braid after crimping.

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GENERAL AND TOOLS

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SPECIALISED TOOLS
When there is a particular process or when it is necessary (due to the
utilisation difficulty of a tool), we give the procedure with regards to the
tool, as you can see in this example for the CBT 600.

As another example, you have here the procedure for a family of tools.
These tools are hydraulic hand crimping tools.

This is another example of a particular tool.

You have here for this tool to check the oil level and its position to
make a correct crimping.

In addition to that, you have to install correctly the head by paying

attention to the procedures described.

And finally, another crimping machine. A - 55

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SPECIALISED TOOLS
Concerning wiring tools (guns), you can see here that we give all
necessary explanations.

The adjustment of the selector depending on the cable tie dimension is

give in the table.

The figures show more precisely where and how the selector must be
depending on gun part number.

To conclude, the tooling chapter gives you a good summary of the

procedures to correctly use the tools.

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SPECIALISED TOOLS
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SPECIALISED TOOLS
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SPECIALISED TOOLS
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TOOLS REQUIRING CERTIFICATION

In this module, we will see the verification and the calibration of the
tools.

All the tools used to work on the electrical installation must be checked.

A typical check you can easily do is the check of the general aspect.

Concerning the stripping tools, there is a typical procedures to follow to

make a correct stripping. The first part of the stripping chapter gives
you general requirements.

But depending on the tool, these checks must be done at pre-

determined intervals.

For example, a Daniels crimping tool must be checked every one year
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TOOLS REQUIRING CERTIFICATION

In Airbus production line, the crimping tools are checked at regular
short intervals like you can see on these photos.

These short intervals are due to the important utilisation.

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TOOLS REQUIRING CERTIFICATION

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TOOLS REQUIRING CERTIFICATION

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TOOLS REQUIRING CERTIFICATION

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TOOLS REQUIRING CERTIFICATION

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TOOLS REQUIRING CERTIFICATION

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GENERAL
A system is composed of LRUs which can be: computers, sensors,
actuators, probes etc.

With the new technology, most of these Line Replaceable Units (LRUs)
are controlled by digital computers.

For safety reasons, these LRUs are permanently monitored, tested and
performed troubleshooting.

In each system, a part of a computer is dedicated to these functions: it

is called Built-In Test Equipment (BIT or BITE).

Sometimes, in multi-computer systems, one computer is used to

concentrate the BITE data of the system.

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BITE

During normal operation, the system is permanently monitored: internal

monitoring, inputs/outputs monitoring, link monitoring between LRUs
within the system.

FAULT DETECTION
If a failure occurs, it can be permanent (consolidated) or intermittent.

ISOLATION
After failure detection, the BITE is able to identify the possible failed
LRUs and can give a snapshot of the system environment when the
failure occurred.

MEMORISATION
All the information necessary for maintenance and troubleshooting is
memorised in a Non-Volatile Memory (NVM).
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GENERAL & BITE

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TEST
The test function can be divided into 4 groups:

1. POWER UP TEST (PUT)

The PUT is first a safety test. The purpose of a safety test is to ensure
compliance with safety objectives.

It is executed only on ground after long power cuts (more than 200
milliseconds). Its duration is a function of the system that is not
operational during the PUT.

If the aircraft is airborne, the PUT is limited to a few items to enable a

quick return to the operation of the system.
The typical tasks of a PUT are: test of microprocessor, test of
memories, test of ARINC 429 and various I/O circuits, configuration
test.
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TEST
The test function can be divided into 4 groups:

2. CYCLIC TESTS
These tests are carried out permanently.
They do not disturb system operation.
The typical tasks of a cyclic test (also called IN OPERATION TEST)
are: Watchdog test (a watchdog is a device capable of restarting the
microprocessor if the software fails), RAM test, Permanent monitoring
is performed by the operational program (eg. ARINC 429 message
validity).

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TEST
The test function can be divided into 4 groups:

3. SYSTEM TEST
The purpose of this test is to offer to the maintenance staff the
possibility to test the system for troubleshooting purposes.
This test can be performed after the replacement of an LRU in order to
check the integrity of the system or sub-system.
It is similar to the PUT but is more complete. It is performed with all
peripherals supplied.

4. SPECIFIC TESTS
For some systems, specific tests are available.
The purpose of these tests is to generate stimuli to various command
devices such as actuators or valves.
They can have a major effect on the aircraft (automatic moving of the
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TEST
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NEW CONCEPT

The BITE information stored in the system BITE memories is sent to a

centralised maintenance device.

The manual tests (SYSTEM TEST and SPECIFIC TESTS) can be

initiated via this centralised maintenance device.

Its main advantages are:

• Single interface location (cockpit)
• Easy fault identification
• Reduction of the troubleshooting duration
• Simplification of the technical documentation
• Standardisation of the equipment

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NEW CONCEPT
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VOLTAGE, CURRENT AND RESISTANCE

This module will give the correct use of electrical meters.

First, a refresher of some generalities on electricity.

1. Voltage
The electrical force (or pressure) that causes current to flow in a close
circuit. It is measured in Volts.
Voltage is the force that is pushing the water (electrons) forward.

2. Current
The movement of electrical charge. A flow of electrons, through the
electronic circuit. Current is measured in Amperes. Current is the flow
of water moving through a tube (wire).

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VOLTAGE, CURRENT AND RESISTANCE

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VOLTAGE, CURRENT AND RESISTANCE

3. Resistance
As the electrons work their way through the thin metal filament of the
lamp, they encounter more opposition to motion than they typically would
in a thick piece of wire (thickness of wire increase, its resistance
decrease).

This opposition to electric current depends on the type of material, its

cross-sectional area, and its temperature. It is technically known as
resistance. We can say that conductors have low resistance and
insulators have very high resistance.

When electrons move against the opposition of resistance, “friction” is

generated. Just like mechanical friction, the friction produced by electrons
flowing against a resistance manifests itself in the form of heat. The
concentrated resistance of a lamp’s filament results in a relatively large
amount of heat dissipated at the filament. This heat produces light.
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VOLTAGE, CURRENT AND RESISTANCE

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CONTINUITY

Now let’s have a look at the various test that can be performed when
there is a fault on the wiring.

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CONTINUITY

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ELECTRICAL TESTS
1. Continuity Test (ref 20-52-21)

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ELECTRICAL TESTS
1. Continuity Test (ref 20-52-21)

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ELECTRICAL TESTS
1. Continuity Test (ref 20-52-21)

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ELECTRICAL TESTS
2. Short Circuit Test (ref 20-52-22)

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ELECTRICAL TESTS
2. Short Circuit Test (ref 20-52-22)

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ELECTRICAL TESTS
3. Insulation Test (ref 20-52-24)

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ELECTRICAL TESTS
3. Insulation Test (ref 20-52-24)

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CAT II/CAT III REQUIRED AIRCRAFT EQUIPMENT

Required Aircraft Equipment

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CAT II/CAT III REQUIRED AIRCRAFT EQUIPMENT

Required Aircraft Equipment

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CAT II/CAT III REQUIRED AIRCRAFT EQUIPMENT

Required Aircraft Equipment

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CAT II/CAT III REQUIRED AIRCRAFT EQUIPMENT

Required Aircraft Equipment

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CAT II/CAT III REQUIRED AIRCRAFT EQUIPMENT

Maintenance Program

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REMOVAL OF A LRU
Removal of the Radio Altimeter Transceiver 2SA1 and 2SA2

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REMOVAL OF A LRU
Removal of the Radio Altimeter Transceiver 2SA1 and 2SA2

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REMOVAL OF A LRU
Removal of the Radio Altimeter Transceiver 2SA1 and 2SA2

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REMOVAL OF A LRU
Removal of the Radio Altimeter Transceiver 2SA1 and 2SA2

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BITE TEST OF THE RADIO ALTIMETER

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DIFFERENT RETENTION DEVICES

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DIFFERENT RETENTION DEVICES (CONTINUED)

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DIFFERENT RETENTION DEVICES (CONTINUED)

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DIFFERENT RETENTION DEVICES (CONTINUED)

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DIFFERENT RETENTION DEVICES (CONTINUED)

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WIRING SYSTEM GENERAL PRACTICES

Note: The LRU front-face can be lifted about 1/8 inch above the tray
surface or moved right to left (about 1/8 inch). This will help engage the
electrical connector. During installation apply a light pressure to the
front-face of the box. Do not use force during installation.

• Turn the keeper to align with the shallow slot with the T-hook.
• Set the extractor on the T-hook and turn the keeper 180 degrees.
• Tighten the front hold-down extractor. Turn the front hold-down
extractor clockwise until the extractor clutch is fully engaged.
• Move the LRU left to right. Make sure that the E/E box is tight.
• Tighten the extractor.
• Make sure that the electrical connector is engaged.
• Install the connections to the LRU front if applicable.
• Close all applicable circuit breakers.

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LRU RE-RACKING PROCEDURES

• Before the technician replaces any slide-in LRU, it may be advisable to

remove the LRU from the rack and visually inspect for external
damage.
• Always be sure to check the LRU connectors for signs of corrosion,
bent pins, or any other damage that could possibly degrade the
performance of the LRU.
• After ensuring that there are no signs of physical damage to the LRU
exterior, reinstall the LRU into the rack and perform another LRU test.
• If the LRU is functioning properly, there may not be a need to replace it.
• If the problem continues. Follow the prescribed maintenance
procedures for that particular component.
• This step, re-racking the LRU, may save time and money that would
have been otherwise wasted on replacing a part that would not
necessarily need to be replaced.

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CERTIFICATION CONSIDERATION (CAT II / CAT III

LANDINGS)

This section will help understand some basic concepts of CAT II and
CAT III landings and some considerations for certifying the aircraft after
maintenance has been accomplished.

Airlines and operators must have their own approved CAT II and CAT
III operations and maintenance programs based on their specific
regulatory agency requirements. The authorisation for CAT II and CAT
III landing procedures are found in the Operations Specifications
(OpSpecs) Category II/III manual, or the equivalent document issued
by the operator’s national regulatory agency. The OpSpecs describe in
detail the pilot qualifications, airborne and ground equipment, and
weather conditions required for each approach procedure.

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APPROACH CATEGORIES:

Category DH RVR
CAT II 100 feet 1200 feet
CAT IIIa * 700 feet
CAT IIIb * **
CAT IIIc # 0 feet

Legend
(DH - Decision Height, RVR - Runway Visual Range)
* 50 feet with fail-passive landing system. None with fail-operational landing
system.
** 600 feet with RVR. 400 feet RVR with rollout guidance
# 0 feet with 0 feet RVR. NOT CURRENTLY AUTHORISED.

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CERTIFICATION CONSIDERATION (CAT II / CAT III

LANDINGS)

What is the difference between a CAT II and a CAT III landing?

CAT II landings provide sufficient visual reference at the DH to permit a
visual landing. CAT III does not necessarily provide a sufficient visual
reference and thus requires an automatic landing system and/or a
manual flight guidance system.
There are three levels of CAT
III airplane certification: CAT
IIIa, CAT IIIb, and CAT IIIc. An
airplane’s specific CAT III
landing system is considered
either “Fail-Passive” or “Fail-
Operational”.

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CERTIFICATION CONSIDERATION (CAT II / CAT III

LANDINGS)

What is the difference between a CAT II and a CAT III landing?

CAT IIIa - A precision instrument approach and landing with a DH lower
than 100 feet or no DH, and an RVR not less than 700 feet.
CAT IIIb - A precision instrument approach and landing with a DH lower
than 50 feet or no DH, and an RVR less than 700 feet but not less than
150 feet.
CAT IIIc - A precision
instrument approach and
landing with no DH and no
RVR limitations. CAT IIIc
operations are not currently
authorised.

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CAT II/III AIRPLANE MAINTENANCE PROGRAM

It is the responsibility of the operator’s maintenance department to

establish a program to ensure reliability of the airborne equipment for
CAT II/III operations.

Normally, the Digital Flight Control System (DFCS) Land Verify test is
used to return the airplane to CAT II/III status, after repair or
replacement of “system critical” components listed in the operator’s
MEL.

The particular procedures for maintaining the airplane to CAT II/III

status will be identified in the Operator’s Maintenance Manual.

Specific CAT II/III training is required for maintenance personnel on at

least an annual basis for applicable procedures, as specified in the
Operator’s General Maintenance Manual.
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CAT II/III AIRPLANE MAINTENANCE PROGRAM

The training will consist of both initial and refresher training for
maintenance personnel who will be upgrading and downgrading
airplane status as per the operator’s MEL.

This includes a review of the basic CAT II/III operations, a review of

airplane systems required for CAT II/III operations, and a review of
specific Airline/Operator procedures for upgrading or downgrading the
airplane.

A record of training for each person with Airworthiness Release

Authority, is maintained by the airline training department, noting the
dates for training and the scores on writing tests during the training.

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Thank You

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Electrical Wiring Interconnection Systems (EWIS)

Module B – Wiring Practices Documentation

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1. Identify the applicable Sub-Chapters and Section to

follow during normal and non-normal electrical
maintenance procedures.

2. Demonstrate the use of the following sections so as to

find specific material within each Sub-Chapter and
Section.
– Cross-Reference Index,
– Chapter Table of Contents, and
– Subject Tables of Contents

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3. Demonstrate the use of the associated tables for

replacement of wire, connective devices and contacts,
and associated components, including approved
replacements.

4. Demonstrate the use of the Wiring Diagram Manual

(WDM).

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STRUCTURE OVERVIEW
General presentation of the ESPM:
Electrical Standard Practices Manual

The ESPM is a product that is updated every 6 months. It replaces the

WDM chapter 20 which was duplicated in different wiring manuals:
Aircraft Wiring Manual (AWM), Aircraft Schematic Manual (ASM),
Aircraft Wiring List (AWL) and for each Airbus aircraft.

Consequently, your ESPM is applicable to all Airbus aircraft; this

includes your existing fleet and the aircraft that will integrate it.

The ESPM provides a quick and easy access to the information

associated with connectors and connecting parts, such as contacts,
terminals and splices.

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This is the ESP (Electrical Standard Practices).

This document is only an extract of the ESPM. It has been created in
pocket format to permit you to have it in your toolbox.

Structure of the ESPM

Like all manuals, there is a list of effective pages (LEP) and a table of
contents (TOC).

The INTRO:
In the introduction, you have general information concerning the
manual and the HOW TO USE guide: the HOW TO USE guide explains
how to retrieve and search information with practical examples.

The INDEXES:
There are two different types of indexes. An alphabetical index, which
allows you to find information with a keyword, and an alphanumerical
index, which allows you to retrieve a Part Number in the document.
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STRUCTURE OVERVIEW
Now, the safety practices.
The safety practices give you warnings and cautions you have to
closely follow. This information does not replace your local regulations.

The standard tools:

This part gives you all the information on the tools quoted in the
different tables of the document. For example, you have a geometrical
representation of each tool and a typical utilisation procedure.

To easily understand the document, the data is classified and standard

rules and recommendations are provided.
The standard electrical items and connecting parts.
And the maintenance processes.
All the information contained in these different parts are retrievable
through the indexes.
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STRUCTURE OVERVIEW

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STRUCTURE OVERVIEW

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STRUCTURE OVERVIEW
LEP / TOC
INTRO (How to use, etc…)
INDEXES:
Alphabetical + ABS / AND / DAN / EN / MIL / NSA

20-10-00 Safety Practices

20-25-00 Standard Tools
20-30-00 Standard Rules and Recommendations
(Specific areas, Identification / marking, Wires / Bundles)
20-40-00 Standard Electrical Items and Connecting Parts
(Splices, Connectors, Pressure seals, Contacts, Terminals, etc…)
20-50-00 Maintenance Processes
(Standard Processes, Inspection checks, Repair processes,
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AIRN@V SEARCH IN ESPM

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AIRN@V SEARCH IN ESPM - ENTRY IN ESPM

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AIRN@V SEARCH IN ESPM - ENTRY IN ESPM

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AIRN@V SEARCH IN ESPM - SEARCH BY STANDARD

PN

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AIRN@V SEARCH IN ESPM - SEARCH BY STANDARD

PN

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AIRN@V SEARCH IN ESPM - SEARCH BY STANDARD

PN

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AIRN@V SEARCH IN ESPM - SEARCH BY STANDARD

PN

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AIRN@V SEARCH IN ESPM - SEARCH BY STANDARD

PN

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AIRN@V SEARCH IN ESPM - SEARCH BY TITLE

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AIRN@V SEARCH IN ESPM - SEARCH BY TITLE

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AIRN@V SEARCH IN ESPM - SEARCH BY KEYWORD

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AIRN@V SEARCH IN ESPM - SEARCH BY KEYWORD

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AIRN@V SEARCH IN ESPM - LINK BETWEEN AWL &

ESPM

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AIRN@V SEARCH IN ESPM - LINK BETWEEN AWL &

ESPM

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AIRN@V SEARCH IN ESPM - USE OF “WORD

SEARCH” IN ESPM

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AIRN@V SEARCH IN ESPM - USE OF “WORD

SEARCH” IN ESPM

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SEARCH” IN ESPM

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SEARCH” IN ESPM

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SEARCH” IN ESPM

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SEARCH” IN ESPM

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SEARCH” IN ESPM

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SEARCH” IN ESPM

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SEARCH” IN ESPM

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SEARCH” IN ESPM

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AIRN@V SEARCH IN ESPM - USE OF “WORD

SEARCH” IN ESPM

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CHAPTER CROSS-REFERENCE INDEX

In this module, we will explain to you how to find information in the
ESPM. As a concrete example: let’s suppose you have to replace a
contact on a connector.
The following information is available.
The connector Functional Identification Number (FIN) is known from
the aircraft itself.
The wire type and gauge are known from the Aircraft Wiring Manual
(AWM).
You have consequently to note the wire type CF24.
And via the Aircraft Wiring List (AWL), you note that the FIN 18CE is a
connector type E0052R14B19SNF.
Now you must define the contact part number and select the
appropriate part number for the insertion/extraction tool and, crimping
tool.
Consequently, you have to consult the index of the ESPM for your
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CHAPTER CROSS-REFERENCE INDEX

The index indicates that the information concerning this connector is
depicted in the 20-44-11 chapter.
In this chapter section subject, with the full connector part number you
have noted, you access the contact arrangement figure and you know
there is 19 contact size 20.
Now, at the end of this 20-44-11 chapter, you have a connection table
which gives you the part number of the contact used.
Here we select the socket contact because the full connector PN, the S
indicates that it is a socket contact. All data for this contact are located
in 20-48-21 chapter.
Now, in the 20-48-21, you can define the complete contact part number
when you have the following information.
Contact part number NSA938152SXXXX socket type, wire gauge and,
contact size 20.
You have to correlate in the table this information to have the complete
contact part number. B - 39
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CHAPTER CROSS-REFERENCE INDEX

In the table that follows with you the full contact part number, you can
select the insertion/extraction tools.
The stripping characteristics and tool.
And finally the crimping tools.
If you need further information for these tools, you can consult the
miscellaneous index.
The index brings you into the tool chapter where the tools are
represented.
Consulting the tooling chapter can be useful. For example, for the
insertion/extraction tools, the PNs given in the various table, have
some equivalence with other tools PN.
Now suppose we have to search an information in the ESPM by word.
For example, before working in the aircraft, you have to protect a
connector. The word “protection” normally comes in mind.
Select “protection” in the alphabetical index.
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CHAPTER CROSS-REFERENCE INDEX

The indicated chapter gives you information on the various PNs of caps
you can use to protect the connectors depending on the type of
connector.
All the necessary details are given in the relevant pages.
For example, protective caps for rectangular connectors.
As another example, you have to solder a contact and you want to
recall the typical method. You have consequently to select the word
soldering in the alpha index.
A typical procedure with the relevant illustration, for de-soldering.
Soldering with the wire preparation.
And the wire connection. For information, there is also typical defects.

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CHAPTER CROSS-REFERENCE INDEX

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CHAPTER CROSS-REFERENCE INDEX

How to replace a contact on a connector?

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CHAPTER CROSS-REFERENCE INDEX

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CHAPTER CROSS-REFERENCE INDEX

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CHAPTER CROSS-REFERENCE INDEX

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CHAPTER CROSS-REFERENCE INDEX

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CHAPTER CROSS-REFERENCE INDEX

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CHAPTER CROSS-REFERENCE INDEX

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CHAPTER CROSS-REFERENCE INDEX

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CHAPTER CROSS-REFERENCE INDEX

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CHAPTER CROSS-REFERENCE INDEX

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CHAPTER CROSS-REFERENCE INDEX

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CHAPTER CROSS-REFERENCE INDEX

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CHAPTER CROSS-REFERENCE INDEX

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WHERE TO FIND THE METHODS OF REPAIRS?

This module will explain to you how to find the data concerning wire.
Firstly, let’s suppose there is a wire to be repaired.
The question is, “Where to find the data?”
With the keyword “repair”, search through the alphabetical index.
Then, retrieve “repair cables” and their location in the ESPM.
This is the general guideline to keep in mind the above process when
in this situation.
Further to an inspection, the cable 3231-0014 is found damaged
(screening and sheath).
The cable is a multi-core screened one. (Consisting of 2 wires; red and
blue. Gauge 20).
This is a vendor cable. The area is not specific.
With the Master Wire List, the damaged wire, type and gauge can be
identified.
Now, with this information, the extend of wire damage have to be
accessed. B - 56
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WHERE TO FIND THE METHODS OF REPAIRS?

Select in the index, “repair screened cables”.
The index shows that you have to go in 20-53-22 chapter.
In this chapter, you must correlate the damage wire you found in the
aircraft and AWM damage assessment.
Within this example, we choose the last one at the bottom of the table:
broken strands.
Now, define the repair grade and repair method.
In this case, there are two possibilities of repair. The selection of the
repair depends on the spare and aircraft availability.
In this case, we select temporary, grade 3, and repair method 2-F.
To do the repair in the best conditions, look at the general repair layout
first.
Select the repair method 2-F.
As can be seen, the broken wires have to be spliced and sleeves
installed.
The sleeves must be installed first. B - 57
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WHERE TO FIND THE METHODS OF REPAIRS?

To select the sleeve part number, take into account the gauge and the
type of wire.
To install the splice, use the same principle, in the splices allocation
table.
Now, you can do the repair. Never forget that, if it is important to do a
good repair, it is also mandatory to understand the cause of the
damage, in order to prevent a new damage.

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WHERE TO FIND THE METHODS OF REPAIRS?

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WHERE TO FIND THE METHODS OF REPAIRS?

Cable Repair Processes

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Cable Repair Processes

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Cable Repair Processes

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Cable Repair Processes

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Cable Repair Processes

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Cable Repair Processes

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Cable Repair Processes

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Cable Repair Processes

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Cable Repair Processes

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Cable Repair Processes

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Cable Repair Processes

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Cable Repair Processes

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WHERE TO FIND THE METHODS OF REPAIRS?

Cable Repair Processes

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WHERE TO FIND THE METHODS OF REPAIRS?

Cable Repair Processes

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SOME IMPORTANT DATA AND TABLES

Now, as a second part of this module, we will take a look at some
important data and tables.
Crimp tools; insertion/extraction tools; wire insulation removal tools;
electrical cable binding; wire type codes and part number identification;
connective devices types and contacts; terminal blocks and
terminations; terminal block modules; grounding modules and contacts
and finally cleaning procedures.
Detailed information on the crimping tools is depicted in the tool
chapter.
As you can see, there are different types of crimping tools.
To achieve a proper crimping operation, you have to refer to the
general requirement for crimping of electric connection.
There is all the necessary information concerning the pre-crimping
checks and, the post-crimping checks.
Concerning the stripping tools chapter, there is an explanation on how
to strip different wire types: single core wires or multi core cables. B - 74
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SOME IMPORTANT DATA AND TABLES

Details on the stripping procedure.
Detail on the stripping procedure with scalpels, cutter or equivalent tool.
Typical defects representation.
Information on procedure to replace dies of a stripping tool.
Insertion and extraction tools.
The tooling chapter also gives information on the insertion/extraction
tools.
When you insert the contact with the tool, the collars retract the clips and
when fully inserted, the clips lock the contact. Now you can remove the
tool.
Always check the correct locking of the contact by lightly pulling the
cable rearwards.
When you extract a contact, you must push with the non-coloured
(white) part of the tool in the front stop.
The clips retract and allow you to extract the contact by holding wire and
tool together.
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SOME IMPORTANT DATA AND TABLES

To conclude this insertion/extraction procedure, keep in mind that it is
mandatory to check if the contacts are correctly locked, because of the
risk of intermittent contact.
Be aware that if you don’t have the tool part number, it is possible to
get an equivalence in the equivalence table of the tooling chapter (20-
25-XX).
Cable binding tool.
The wiring tools (guns) are used for cables attachment to form bundles.
They are used for installation of cable ties NSA935401, for example.
Depending on cable tie dimensions, you have different adjustment and
part number to select.
For example, the GS4H gun is used for cable tie size 4.6 to 8.9
millimeters.
The selector knob is used for the tension pre-selection.

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SOME IMPORTANT DATA AND TABLES

The typical procedure to install a cable tie is to:
- Put the cable tie around the bundle,
- Engage the free end of the cable tie into the locking head,
- Pull the trigger.

When tension is satisfactory, the cable tie is automatically cut and the
tie end is ejected.
To make sure that the tightening of the tie cable is correct, check the
installation as shown on this figure.
To remove a cable tie with plastic tab, you must shear the locking head
without damaging the cables.
To remove a cable tie with metallic tab (used before 1991), you must
cut the cable tie with scissors held parallel to the cables so that the
metalling tab does not fall into the bundle.

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SOME IMPORTANT DATA AND TABLES

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SOME IMPORTANT DATA AND TABLES

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INTRODUCTION
Wiring Diagram Manual (WDM)
The WDM is subdivided into three manuals:
- ASM
- AWM
- AWL

The ASM gives block diagrams, simplified schematics and schematics.

ASM is linked to AWM.
Aim of the AWM.
Consequently, the AWM is a help to identify precisely a failed
component (a wire for example) when you make a search through TSM
and ASM.
Aim of the AWL.
The lists are supplied as follows.

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INTRODUCTION

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INTRODUCTION

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INTRODUCTION

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INTRODUCTION

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INTRODUCTION

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INTRODUCTION

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INTRODUCTION

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INTRODUCTION

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INTRODUCTION

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INTRODUCTION

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TYPICAL EXAMPLE OF UTILISATION

Let’s see at which stage those documents are used.
Let’s suppose the aircraft is in transit and you have a log book
complaint.
Now, you must check the MEL to see if it is a go or no go fault.
If there is “NO GO”, you can postpone the troubleshooting.
But if there is a “NO GO”, you have to check the PFR.
If there is no PFR cockpit effect, you must go in the TSM observation
index and follow the TSM procedure.
If you have a Post Flight Report (PFR) message, you also go to the
relevant index and do the TSM procedure.
During the TSM procedure, you have to verify if it is an LRU fault.
If you confirm it is an LRU fault, you consequently have to install a new
one.
And then do the test and the close up of the task. Only then is the
aircraft ready to return to service.
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TYPICAL EXAMPLE OF UTILISATION

Now, in the case it is not an LRU fault, it is a wiring fault (connector,
wire, etc…)
You have to check the relevant WDM (ASM, AWM, AWL) to identify the
exact component which causes the fault.
When the component is identified, you must refer to the indexes of the
ESPM in order to find the repair process and carry it out.
When the repair is completely done, you have to test the system, carry
out the close up procedure and then the aircraft is ready to return to
service.

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TYPICAL EXAMPLE OF UTILISATION

TYPICAL EXAMPLE OF UTILISATION

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TYPICAL EXAMPLE OF UTILISATION

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TYPICAL EXAMPLE OF UTILISATION

Practical exercise
You have the following messages:
- On the log book: FAP CIDS Forward Attendant Panel CIDS caution
light on.
- On the PFR: FWD ATTND PNL.
And we know it is a “NO GO” message.
You have to find the relevant message in the TSM and make
correlation in the fault symptoms to find the fault isolation procedure.
Now with the procedure of the TSM, you have to follow the procedure
step by step. Here, we suppose the LRUs are satisfactory.
Consequently, it is the wiring.
Now, by checking the wiring with the help of the WDM, we find there is
an open circuit between 120RH A 17 and ground. The contact of the
pin D (terminal block 2749VT10) is damaged.
To change the contact, you have to refer to the hook-up list to find the
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TYPICAL EXAMPLE OF UTILISATION

Practical exercise
With this PN, go into the ESPM to find all the information concerning
this contact.
Finally, in the relevant section of the ESPM, you find all the information
concerning the stripping length and tool.
The insertion/extraction tool for this contact.
And the crimping tool.
Now, you have to perform the test to check the system. You have to
visually check the area to ensure it is free of tool, debris, etc… and the
aircraft will be ready to return to service.

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TYPICAL EXAMPLE OF UTILISATION

Practical exercise

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Practical exercise

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TYPICAL EXAMPLE OF UTILISATION

Practical exercise

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Practical exercise

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Practical exercise

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TYPICAL EXAMPLE OF UTILISATION

Practical exercise

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WDM DETAILS
ASM
The Aircraft Schematic Manual (ASM) contains diagrams intended for
troubleshooting aircraft systems. It also facilitates the understanding of
the systems and can be used for staff training maintenance.

The manual is divided as follows:

- Front Matter.
- Service Bulletin List.
- Introduction.
- Alphabetical Index (sorted by title).
- Chapter 20 (Electrical Standard Practices which is now referred to
the ESPM).
- Other chapters (21 through 80).

Example of schematic.
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WDM DETAILS
ASM

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WDM DETAILS
ASM

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WDM DETAILS
ASM

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WDM DETAILS
AWM
The Aircraft Wiring Manual (AWM) details all the aircraft wiring
connections. The diagrams are intended for troubleshooting the aircraft
wiring.

The manual is divided as follows:

- Front Matter Pages.
- Service Bulletin List.
- Introduction.
- Alphabetical Index (sorted by title).
- Chapter 20 (Electrical Standard Practices which is now referred to
the ESPM).
- Other chapters (21 through 80).

This page is an example of wiring diagram.

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WDM DETAILS
AWM

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WDM DETAILS
AWM

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WDM DETAILS
AWM

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WDM DETAILS
AWL
The Aircraft Wiring List (AWL) gives a detailed description of electrical
or electronic wiring connections by means of lists.

The manual is divided as follows:

- Front Matter Pages.
- Service Bulletin List.
- Introduction.
- Alphabetical Index (sorted by title).
- Chapter 20 (Electrical Standard Practices which is now referred to
the ESPM).
- Various Lists.

Example of wiring list.

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WDM DETAILS
AWL

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WDM DETAILS
AWL

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WDM DETAILS
AWL

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DYNAMIC WIRING IN AIRN@V MAINTENANCE

Wiring Diagram Manual (WDM)
The dynamic wiring tool, which is available in AirN@v / Maintenance
was launched in April 2006 for the A330/A340 Family and was in use
with all Airbus aircraft families by June 2007. This new tool rapidly
calculates and provides a customized display of physical electrical
connections for a specific aircraft. Users are able to navigate in aircraft
wiring using as a point of entry:
• A component
• A wire number
• A wire bundle reference
(only for A380 so far).
After doing this, by using hyperlinks, the user can navigate to the AWL,
then the ASM/AWM and the Electrical Standard Practices Manual
(ESPM).
(Source: FAST41, Dec 2007, Jean Comte, Senior Engineer, Airbus)
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Thank You

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Electrical Wiring Interconnection Systems (EWIS)

Module C – Inspection

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1. Classify the different types of inspections: General

Visual Inspection (GVI), Detailed Inspection (DET),
Zonal Inspection and Enhanced Zonal Analysis
Procedure (EZAP).

2. Identify the criteria and standards of inspection which

must include the required tools and inspection
procedures which leads to all defects being found.

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3. Review the effects of fatigue and complacency during

inspection and how to combat these effects (Human
Factors).

4. Identify the specific zonal inspection requirements

related to system affiliation and environmental
conditions.

5. Locate typical wiring system damage, such as hot gas,

fluid contamination, external mechanically induced
damage, chafing, corrosion, signs of overheating of
wire, wire bundles, connective and control device
assemblies.
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MODULE OBJECTIVES
 The terms and standards associated with airplane wiring
inspections;
 Zonal inspection criteria;
 Ideal conditions of wiring components in each major airplane zone;
 Typical wiring system damage; and
 Human factors in inspection.

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ABOUT AIRPLANE WIRING INSPECTIONS

Over the years, technicians, inspectors, and other maintenance
personnel have not viewed airplane wiring components as a system
but rather, as auxiliary components of other systems. This has led to
an unintentional neglect of wire system components. Wiring as a
system has been virtually absent of inspection criteria and standards,
and those that do exist, have been loosely defined and minimally
consistent.

This module explains the terms and practices associated with airplane
wiring inspections. The practices will focus on the wiring system as a
whole, rather than specific requirements for each of the vast amount of
components. They will also focus on commercial aircraft in general
rather than specific models or manufacturers. These practices are to be
used by technicians as a foundation of which to build and establish
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ABOUT AIRPLANE WIRING INSPECTIONS

Some of the practices may not be universally translated to all makes
and models of aircraft, but the basic framework and principles of
inspection should. Again, it is up to the technicians to take this
information and apply it to their own organisational situations.
Aircraft Maintenance Manuals identify zonal
inspection criteria set forth by Maintenance
Planning Data. Task Cards are then developed to
detail specific steps to perform the inspections.
However, in the past, these procedures have
lacked the proper emphasis needed for inspection
of wire harnesses and other wiring system
components. This Module is designed to increase
technicians’ awareness of wiring system
component locations and the potential damage
that may occur. It is not intended to replace
existing inspections, but rather to enhance them.
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AIRPLANE WIRING INSPECTIONS

ATA MSG-3
This module focuses on “Zonal Inspections”, rather than individual
components or systems. This is based on the Air Transport Association
(ATA) Maintenance Steering Group-3 (MSG-3) Zonal Analysis
Procedures, as well as, recommendations from the Aging Transport
Systems Rulemaking Advisory Committee (ATSRAC) Task 3 Sub
Committee.

The ATA MSG-3 provides guidance on a logical means to identify a

minimum list of applicable and effective maintenance tasks that
maintain the inherent safety and reliability levels of the systems and
structure of the airplane. It is used to determine initial scheduled
maintenance requirements and contains an analysis process that
identifies all scheduled tasks and intervals based on the aircraft’s
certificated operating capabilities.
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AIRPLANE WIRING INSPECTIONS

ATA MSG-3
The original MSG-1 was developed in 1968 to design a scheduled
maintenance program for the new Boeing 747. It was later revised into
a universal document that was applicable for new type aircraft and it
was renamed MSG-2. In 1979, ATA decided that another revision was
both timely and appropriate. The new MSG-3, issued in 1980, was built
on the framework of MSG-2, but contained a number of differences in
the organisation and presentation of material and in the detailed
procedural content. The MSG-3 was revised in 1988, 1993, 2000, and
again in 2001.

Today, the objective of the document is to present a means for

developing the scheduled maintenance tasks and intervals which will
be acceptable to the regulatory authorities.

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AIRPLANE WIRING INSPECTIONS

ATA MSG-3

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LEVELS OF INSPECTIONS
There are three levels of inspections identified in the MSG-3:
1. General Visual Inspection (GVI)
2. Detailed Inspection (DET)
3. Special Detailed Inspection (SDI)

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1. 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. 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 removal or
opening of access panels or doors. Stands, ladders, or platforms may
be required to gain proximity to the area being checked.

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2. DETAILED INSPECTION (DET)

An intensive examination of a specific item, installation, or assembly to
detect damage, failure, or irregularity. Available lighting is normally
supplemented with a direct source of good lighting at an intensity
deemed appropriate. Inspection aids such as mirrors and magnifying
lenses may be necessary. Surface cleaning and elaborate access
procedures may be required.

3. SPECIAL DETAILED INSPECTION (SDI)

An intensive examination of a specific item, installation, or assembly to
detect obvious damage, failure, or irregularity. The examination is likely
to make extensive use of specialised inspection techniques and/or
equipment. Intricate cleaning and substantial access or disassembly
procedure may be required.

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LEVELS OF INSPECTIONS
Summary

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GVI – DET/DI
This module shows you guidance to perform an inspection on aircraft
and the way to perform an inspection.
Reasons for wiring degradation: 7 major causes.
1. Vibration
2. Moisture
3. Maintenance
4. Indirect damage
5. Chemical contamination
6. Heat
7. Cleaning

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GVI – DET/DI
Wiring degradation.

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GVI – DET/DI
To detect these damages, you must perform an inspection.
For a non-scheduled inspection, you must perform the inspection by
following this flowchart philosophy.

2 types of inspection:
a) GVI (for General Visual Inspection) is a visual examination where
damage or irregularity has to be detected.
This level of inspection is made under a touching distance otherwise
specified. A mirror may be necessary to get good visual access to all
surfaces in the inspection area. This inspection is implemented under
normally lighting conditions such as daylight, hangar lighting and
flashlight or may also require removal or opening of access panels or
doors. Stands, ladders or platforms may be required to get nearest to
the area being checked.

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GVI – DET/DI
2 types of inspection:
b) DET/DI
The Detailed Inspection is an intensive examination of a specific item,
installation or assembly to detect damage, failure or irregularity.
Available lighting is normally supplemented with a correct lighting
source at intensity deemed appropriate.

Surface cleaning and elaborated access procedure may be required.

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GVI – DET/DI

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GVI – DET/DI
Rule
During a maintenance operation, each time a wire or other electrical
item is added, repaired, disconnected/reconnected and before close-
up, you must:
• Do an inspection/check of the electrical item,
• Do integrity test of the related system(s) if applicable. To do that,
refer to one of the AMM task in 05-51-43 pageblock 501.
• If there is no integrity test, do an operational or functional test of the
related function(s).

To make sure you did a correct inspection of electrical systems or

equipment, you can refer to the documentation.
The ESPM will give you all details concerning the inspection of the item
involved.

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GVI – DET/DI

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GVI – DET/DI

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GVI – DET/DI

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GVI – DET/DI

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GVI – DET/DI

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GVI – DET/DI

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GVI – DET/DI

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GVI – DET/DI

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GVI – DET/DI

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HUMAN FACTORS IN INSPECTIONS

This part will give some recommendations about the human factors.
80% of accidents/incidents Human Error
10% of accidents/incidents Aircraft
10% of accidents/incidents Other Causes
In these 80% of human error, 60% are due to flight crew, 12% due to
the airport environment (ATC, cargo loader, etc…) and 8% due to the
maintenance.
As agreed, it is more important, when an error occurs, to find why it
happen rather than to find who made it happen.
This is of course in the goal to prevent another identical (or similar)
error.

12 major causes (Dirty Dozen):

Communication, complacency, lack of knowledge, distraction, lack of
teamwork, fatigue, lack of resources, pressure, lack of assertiveness,
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HUMAN FACTORS IN INSPECTIONS

1. Lack of communication safety nets are:
- Use aircraft maintenance inspection task, worksheets, logbook,
etc to communicate and remove doubts.
- Discuss work to be done or what has been completed.
- Never assume anything.

2. Complacency safety nets are:

- Train yourself to expect to find a fault.
- Never sign for anything you didn’t do.

3. Lack of knowledge safety nets are:

- Get training on type.
- Use up-to-date manuals.
- Ask a tech-rep or someone who knows.

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HUMAN FACTORS IN INSPECTIONS

4. Distraction safety nets are:
- Always finish the job or unfasten the connection.
- Mark the uncompleted work.
- Use lockwire where possible or use torque seal.
- Double inspect by another or self.
- When you return to the job, always go back three steps before.
- Use a detailed check sheet.

5. Lack of teamwork safety nets are:

- Discuss what, who and how a job is to be done.
- Be sure that everyone understands and agrees.

6. Lack of assertiveness safety nets are:

- If it is not critical, record it in the journey logbook and only sign
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HUMAN FACTORS IN INSPECTIONS

7. Fatigue safety nets are:
- Be aware of the symptoms and look for them in yourself and
others.
- Plan to avoid complex tasks at the bottom of your circadian
rhythm.
- Sleep and exercise regularly.
- Ask others to check your work.

8. Lack of resources safety nets are:

- Check suspect areas at the beginning of the inspection and
AOG the required parts.
- Anticipate parts before they are required.
- Know all available parts sources and arrange for pooling or
loan.
- Maintain a standard and if in doubt, ground the aircraft.
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HUMAN FACTORS IN INSPECTIONS

9. Pressure safety nets are:
- Be sure the pressure is not self-induced.
- Communicate you concerns.
- Ask for extra help.
- Just say no.

10. Stress safety nets are:

- Be aware of how stress can affect your work.
- Stop and look rationally at the problem.
- Determine a rational course of action and follow it.
- Take time off or at least have a short break.
- Ask fellow workers to monitor your work.
- Exercise your body.

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HUMAN FACTORS IN INSPECTIONS

11. Lack of awareness safety nets:
- Think of what may occur in the event of an accident.
- Check to see if your work will conflict with an existing
modification or repair.
- Ask others if they can see any problem with the work done.

12. Norm safety nets:

- Always work as per the instructions or have the instructions
changed.
- Be aware that “norms” don’t make it right.

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HUMAN FACTORS IN INSPECTIONS

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HUMAN FACTORS IN INSPECTIONS

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HUMAN FACTORS IN INSPECTIONS

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HUMAN FACTORS IN INSPECTIONS

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HUMAN FACTORS IN INSPECTIONS

Cost
• In-flight engine shutdown ≈ $500k
• Flight cancellation minimum $50k
• An average ground damage accident ≈ $100k when ramp
equipment damage an aircraft

The airline lose at least $1billion per year from Human Error.

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HUMAN FACTORS IN INSPECTIONS

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HUMAN FACTORS IN INSPECTIONS

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HUMAN FACTORS IN INSPECTIONS

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HUMAN FACTORS IN INSPECTIONS

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OBJECTIVES
You will learn about the breakdown of individual airplane zones and
details of Zonal Visual General Inspections and Zonal Inspection
Programs.

• Breakdown of Zones
• Zonal GVI
• Zonal Inspection Programs

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ZONAL AREAS OF INSPECTION

This module will give you the areas, which must receive special
attention.
• Wings
• Engines, pylon and nacelle area
• APU (Auxiliary Power Unit)
• Landing gears and wheels wells
• Electrical panels and LRU’s
• Batteries
• Power feeders
• Under galleys and lavatories
• Cargo bay / under floor
• Surfaces, controls and doors
• Access panels
• Under doors
• Under cockpit sliding windows
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ZONAL AREAS OF INSPECTION

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ZONAL AREAS OF INSPECTION

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ZONAL AREAS OF INSPECTION

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ZONAL AREAS OF INSPECTION

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ZONAL AREAS OF INSPECTION

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ZONAL AREAS OF INSPECTION

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WIRING SYSTEM DAMAGE

This module shows you to recognise typical wiring system damage.

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WIRING SYSTEM DAMAGE

C - 62
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Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

C - 63
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Vibration

C - 64
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Vibration

C - 65
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Heat
Damages due to heat.

C - 66
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Heat
Damages due to heat.

C - 67
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Heat
Damages due to heat.

C - 68
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Chemical
Chemical Contamination.

C - 69
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Chemical

C - 70
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Chemical

C - 71
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Chemical

C - 72
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Chemical

C - 73
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Indirect Damage
Indirect Damage.

C - 74
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Indirect Damage

C - 75
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Indirect Damage

C - 76
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Maintenance
Maintenance.

C - 77
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Maintenance

C - 78
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Maintenance

C - 79
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Maintenance

C - 80
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Maintenance

C - 81
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Maintenance

C - 82
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Moisture
Moisture.

C - 83
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Moisture

C - 84
For Training Purposes Only
Wiring System Damage ST Aerospace
Technical Training Centre

WIRING SYSTEM DAMAGE

Moisture

C - 85
For Training Purposes Only
 ST Aerospace
Technical Training Centre

Thank You

C - 86
For Training Purposes Only