Electrical Hardware Wiring Notes Final

ETHIOPIAN AVIATION ACADEMY
CURRICULUM DEVELOPMENT SECTION

EAL AHLM2 M08.2 0511 GENERAL ELECTRICAL HARDWARE
CONTENTS
1
2
INTRODUCTION TO THE MODULE ............................................. 1-1

WIRING SAFETY REGULATION .................................................. 2-1
2.1
2.2
APPLICABLE REQUIREMENTS ........................................................ 2-1

EWIS DEFINITION ...................................................................... 2-2
2.2.1 EWIS MODULES ........................................................... 2-3
ELECTRICAL WIRES/CABLES .................................................... 3-1
3.1
CABLE MATERIALS, CONSTRUCTION & SIZING ............................... 3-1
3.1.1 Cable Conductors .......................................................... 3-1
3.1.2 Cable Insulation ............................................................. 3-2
3.1.3 Carbon Arc Tracking ...................................................... 3-2
3.1.4 Cable sizing ................................................................... 3-4
3.1.5 Cable Electrical Characteristics ..................................... 3-4
3.2
CABLE CLASSIFICATIONS .............................................................. 3-6
3.2.1 Airframe Cables ............................................................. 3-6
3.2.2 Interconnect Cables ....................................................... 3-7
3.2.3 Equipment Wire ........................................................... 3-7
3.3
CABLE TYPES ............................................................................... 3-7
3.3.1 Single Core .................................................................... 3-7
3.3.2 Multi Core ...................................................................... 3-7
3.3.3 Screened ....................................................................... 3-8
3.3.4 Databus ......................................................................... 3-9
3.3.5 Co-axial ......................................................................... 3-9
3.3.6 High Tension ................................................................. 3-10
3.3.7 Thermocouple ................................................................ 3-11
3.3.8 Fire Resistant & Fire Proof Cables ................................ 3-11
3.4
CABLE PERFORMANCE .................................................................. 3-11
3.4.1 Application ..................................................................... 3-12
3.4.2 Temperature .................................................................. 3-12
3.4.3 Cable Size ..................................................................... 3-12
3.4.4 Voltage Rating ............................................................... 3-12
3.4.5 Flammability And Toxicity .............................................. 3-13
3.4.6 Wet Arc Tracking ........................................................... 3-13
3.4.7 Mechanical Properties ................................................... 3-13
3.4.8 Fluid Contamination ....................................................... 3-13
3.5
CABLE FAILURES .......................................................................... 3-13
3.5.1 Arc Tracking .................................................................. 3-14
3.5.2 Abrasion ........................................................................ 3-14
3.5.3 Conductor Knuckling Through' ...................................... 3-14
3.5.4 Red Plague .................................................................... 3-14
3.5.5 Glycol Fires .................................................................... 3-14
3.5.6 Poor Solderability .......................................................... 3-14
3.6
STORAGE & HANDLING ................................................................. 3-15
3.6.1 Storage .......................................................................... 3-15
3.6.2 Handling ........................................................................ 3-15
3.7
CABLE SPECIFICATION & IDENTIFICATION ...................................... 3-15
3.8
BEND RADIUS ............................................................................... 3-16
AIRCRAFT CONNECTORS........................................................... 4-1
4.1
CONNECTOR CONSTRUCTION ........................................................ 4-1
4.2
CIRCULAR CONNECTOR STYLES .................................................... 4-2
4.2.1 Bayonet Coupling Circular Connectors ......................... 4-2
4.2.2 Screw Thread Coupling Connectors .............................. 4-3
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4.2.3 Circular Connector Shell Sizing ..................................... 4-3

4.2.4 Circular Connector Orientation ...................................... 4-3
4.2.5 Circular Connector Contact Identification ...................... 4-5
4.2.6 Circular Connector Identification ................................... 4-6
4.2.7 Circular Connector Electrical Characteristics ................ 4-7
4.2.8 Circular Connector Accessories .................................... 4-7
4.3
ARINC EQUIPMENT CASE & CONNECTORS ................................... 4-7
4.3.1 ARINC Case Sizes ........................................................ 4-8
4.3.2 ARINC Connectors ........................................................ 4-10
CABLES CONNECTIONS ............................................................. 5-1
5.1
CRIMPING ..................................................................................... 5-1
5.1.1 Crimping Tools .............................................................. 5-1
5.1.2 Crimped Terminals ........................................................ 5-2
5.2
CRIMPING TOOL FEATURES.................................................... 5-4
5.2.1 Certi-Crimp Ratchet ....................................................... 5-4
5.2.2 Locator........................................................................... 5-5
5.2.3 Insulation Adjusting Pins ............................................... 5-5
5.2.4 Colour & Dot Coding...................................................... 5-5
5.3
CRIMPING PROCEDURE ........................................................... 5-8
5.3.1 Insulation Jaw Adjustment ............................................. 5-8
5.3.2 Cable Stripping .............................................................. 5-9
5.3.3 Double Blade Wire Strippers ......................................... 5-9
5.3.4 Terminal Crimping ......................................................... 5-11
5.3.5 Tool maintenance .......................................................... 5-11
5.4
HAND-OPERATED HYDRAULIC CRIMPING MACHINES ...................... 5-12
5.4.1 Crimping of Hellermann Deutsch Terminals & Splices .. 5-13
5.4.2 Crimping of Hellermann Deutsch terminals ................... 5-14
5.4.3 Crimping of ERMA and Amp Terminals ......................... 5-15
5.4.4 Crimping of ERMA and Amp Terminals ......................... 5-16
5.4.5 Insertion of Dies in ERMA Crimping Tool ...................... 5-17
5.4.6 ERMA tool operation ..................................................... 5-17
5.5
BICC/BURNDY TYPE M1OS-1....................................................... 5-19
5.5.1 Tool Description............................................................. 5-19
5.5.2 Periodic in-service check of tool .................................... 5-21
5.5.3 Crimping Procedure....................................................... 5-21
5.5.4 Inspection ...................................................................... 5-21
5.6
DANIELS CRIMPING TOOL AF 8 ...................................................... 5-22
5.6.2 Tool Description............................................................. 5-23
5.6.3 Turret Head ................................................................... 5-24
5.6.4 Universal Head M22520/1-05 ........................................ 5-24
5.7
DANIELS AFM 8 (M22520/2-01) TOOL ........................................ 5-25
5.8
IN-LINE CONNECTORS ................................................................... 5-26
5.9
TESTING OF CRIMPED JOINTS ........................................................ 5-29
5.9.1 Tensile Test ................................................................... 5-30
5.9.2 Voltage Drop Test.......................................................... 5-31
5.9.3 Routine Inspection of Crimped Joints ............................ 5-31
5.10 CONNECTOR PIN REMOVAL AND INSERTION ................................... 5-31
5.10.1 Instructions For Plastic Tools ........................................ 5-33
5.10.2 Tweezer type insert/extract tools ................................... 5-37
5.10.3 Instructions .................................................................... 5-38
5.11 COAXIAL CABLES .......................................................................... 5-39
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5.11.1 Coaxial Stripping Procedures ........................................ 5-40

5.11.2 Co-axial Cable Installation. ............................................ 5-44
5.11.3 Co-axial Cable Testing .................................................. 5-44
WIRING PROTECTION TECHNIQUES ......................................... 6-1
6.1
AIRCRAFT WIRING INSTALLATION .................................................. 6-1
6.1.1 Wire Installation And Routing ........................................ 6-1
6.1.2 Open Wiring ................................................................... 6-1
6.1.3 Made Up Cabling ........................................................... 6-1
6.2
INSTALLATION OF ELECTRICAL WIRING ........................................... 6-2
6.2.1 General .......................................................................... 6-2
6.2.2 Installation of Cable Bundles ......................................... 6-2
6.2.3 Cable Clamps ................................................................ 6-3
6.2.4 Installation ..................................................................... 6-3
6.3
CONDUIT (METALLIC & PVC) ......................................................... 6-4
6.3.1 Conduit Drainage ........................................................... 6-6
6.3.2 Interference ................................................................... 6-6
6.3.3 Protection of Cabling ..................................................... 6-7
6.4
SUPPORT OF CABLING .................................................................. 6-9
6.5
CABLE LOOMING WITH TYWRAPS .................................................. 6-10
6.6
HEAT SHRINK TUBING ................................................................... 6-10
6.6.1 Introduction .................................................................... 6-10
6.6.2 General Characteristics: ................................................ 6-11
6.6.3 Thermoguns .................................................................. 6-11
6.6.4 Reflectors for use with Thermoguns .............................. 6-13
ELECTRICAL CONTROL & PROTERCTIVE DEVICES ............. 7-1
7.1
SWITCHES.................................................................................. 7-1
7.1.1 Basic Description of Switch ........................................... 7-1
7.1.2 Switch Removal & Installation ..................................... 7-4
7.2
CIRCUIT PROTECTION DEVICES ............................................. 7-5
7.2.1 Fuses & Current Limiters ............................................... 7-5
7.2.2 Relays & Circuit Breakers .............................................. 7-7
7.2.3 Protective Devices - Removal & Installation .................. 7-11
7.3
ELECTRICAL POWER DISTRIBUTION COMPONENTS......................... 7-12
7.3.1 Busbars ......................................................................... 7-12
7.3.2 Generator Feeder Lines ................................................ 7-14
7.3.3 Voltage & Current Transformers .................................... 7-15
7.4
REMOVAL & INSTALLATION OF SENSORS & MINOR COMPONENTS .. 7-17
7.4.1 Preparing for Removal and Installation.......................... 7-17
7.4.2 Aircraft Minor Components -Removal & Installation ...... 7-18
7.4.3 Minor Component /Unit Installation ............................... 7-19
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INTRODUCTION TO THE MODULE
This module aims to provide the competencies required for the removal and
installation of a range of general electrical hardware and components found in various
systems of fixed wing aircraft that are within the privileges of the Aircraft Maintenance
Engineer A License. This unit forms part of the EASA requirement for the granting of
the Aircraft Maintenance Engineer A License under EASA Part 66.
At the end of the module the trainee will be able to:
Remove general aircraft electrical hardware
Install general aircraft electrical hardware
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WIRING SAFETY REGULATION
2.1 APPLICABLE REQUIREMENTS

Historical Background:
Safety concerns about wiring systems brought to public attention by a midair
explosion in 1996 involving a B747. Ignition of flammable vapors in the fuel
tank as probable cause and likely source a wiring failure.
Accident of the MD-11 in 1998. Exact cause not determined but presence of resolidified copper on a portion of wire of the IFE indicated a wire arcing
occurred.
Investigations and later examinations showed a collection of common issues.
Damaged wiring, corrosion, incorrect electrical installation and repairs,
contamination of wire bundles with metal shavings, dust, fluids
FAA concluded that:
Maintenance practices do not adequately address wiring components,
Wiring inspection criteria are too general,
Maintenance instructions do not describe unacceptable conditions in enough
details.
On October 6, 2005, the FAA published the NPRM 06-05, Enhanced
Airworthiness Program for Airplane Systems/Fuel Tank Safety (EAPAS/FTS)
On November 8, 2007, the FAA published the final rule, made of the
Amendments [], 25-123, 26-0, 91-297, 121-336, [].
FAA Regulations:
The final rule introduces new maintenance, inspection and design criteria for
airplane wiring.
The final rule is applicable to future designs, pending applications for US TC, US
TC Holders, US STC applicants, amendments to US TC.
Retroactive aspects are covered by the creation of a specific Part 26,
Continued Airworthiness and Safety Improvements for Transport Category
Airplanes.
EWIS is covered by Subpart B, Enhanced Airworthiness Program for Aging
Systems.
EASA Regulations:
EASA issued CS-25 Amdt 5 with a new Subpart H Electrical Wiring
Interconnection Systems EWIS. The new amendment has been published as
part of the ED Decision No. 2008/006/R on the 29th August 2008 and
enters into force on September 5th, 2008.
Applicable to future designs (Application for TC post September 2008)
Technically very close to FAR 25 Amdt 25-123:
o New SUBPART H - Electrical Wiring Interconnection System
o Modified Appendix H (EWIS ICA)
Retroactive aspects are not covered by the regulations

No regulatory support available at the moment
EASA nevertheless decided to mandate the applicability of
ICA EWIS requirements to existing TC in Europe with specific letters sent to TC
Holders:
As indicated in NPA 2007-01 and CS-25 amendment 5 Explanatory Note, the
Agency will require type certificate (TC) holders of certain existing large
aeroplane types to develop new instructions for continued airworthiness (ICA)
in accordance with the AMC appendix H25.5 paragraph 1 and 6.
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The affected aircraft types are large aeroplanes with type certificate issued after 1st
January 1958, that, as a result of original type certification or later increase in
capacity, have:
a. A maximum type-certificated passenger capacity of 30 or more; or
b. A maximum payload capacity of 3402 kg (7500 pounds) or more.
2.2 EWIS DEFINITION

Definition for EWIS is given in new Section 25.1701:
[] As used in this chapter, electrical wiring interconnection system (EWIS)
means any wire, wiring device, or combination of these, including termination
devices, installed in any area of the airplane for the purpose of transmitting
electrical energy, including data and signals, between two or more intended
termination points. []
The requirements apply to wires that interconnect airplane systems, as
opposed to wiring located solely within the enclosure of a piece of equipment.
25.1701 Definition
(a) As used in this chapter, electrical wiring interconnection system (EWIS)
means any wire, wiring device, or combination of these, including
termination devices, installed in any area of the airplane for the
purpose of transmitting electrical energy, including data and signals,
between two or more intended termination points.
This includes:
1) Wires and cables.
2) Bus bars.
3) The termination point on electrical devices, including those on relays,
interrupters, switches, contactors, terminal blocks, and circuit breakers and
other circuit protection devices.
4) Connectors, including feed-through connectors.
5) Connector accessories.
6) Electrical grounding and bonding devices and their associated connections.
7) Electrical splices.
8) Materials used to provide additional protection for wires, including wire
insulation, wire sleeving, and conduits that have electrical termination for the
purpose of bonding.
9) Shields or braids.
10) Clamps and other devices used to route and support the wire bundle.
11) Cable tie devices.
12) Labels or other means of identification.
13) Pressure seals.
14) EWIS components inside shelves, panels, racks, junction boxes, distribution
panels, and back-planes of equipment racks, including, but not limited to,
circuit board back-planes, wire integration units and external wiring of
equipment.
These components are included in the EWIS definition because the equipment they are
inside of, or part of, is typically designed and made for a particular airplane model or
series of models. So the requirements that apply to airplane EWIS components must
be applied to the components inside that equipment. These contrast with avionics
components that must be sent back to their manufacturer or a specialized repair shop
for service. Components inside shelves, panels, racks, junction boxes,
distribution panels, and back-planes of equipment racks are maintained,
repaired, and modified by the same personnel who maintain, repair, and
modify the EWIS in the rest of the airplane.
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(b) Except for the equipment indicated in paragraph (a)(14) of this section, EWIS
components inside the following equipment, and the external connectors that
are part of that equipment, are excluded from the definition in paragraph
(a) of this section:
1) Electrical equipment or avionics that are qualified to environmental
conditions and testing procedures when those conditions and
procedures are
(i)
Appropriate
for
the
intended
function
and
operating
environment, and
(ii) Acceptable to the FAA.
2) Portable electrical devices that are not part of the type esign of the
airplane. This includes personal entertainment devices and laptop
computers.
3) Fiber optics.
2.2.1 EWIS MODULES

AMC 20-22 effective from 05/09/2008 knowledge has to be acquired on the
following modules:
Module A General Electrical Wiring Interconnection System Practices
Module B Wiring Practices Documentation
Module C Inspection
Module D Housekeeping
Module E Wire
Module F Connective Devices
2.2.1.1 MODULE A GENERAL EWIS PRACTICES
Safety practices
For work on the electrical system, it is necessary:
- to know and obey the standard safety practices,
- to have a good knowledge of the electrical standard practices,
- to have a good knowledge of requirements (processes, WARNINGS,
CAUTIONS etc..) before you start the work.
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This is necessary to prevent injury to persons and/or damage to equipment.

Manufacturer manual (ESPM, SWPM, WDM ) gives general safety practices for
work on the aircraft electrical systems and parts of these systems such as:
wires, wire routing, conduits, connections, splices, etc...
These safety practices do not replace local regulations specified by local
authorities.
2.2.1.2 Module B Wiring Practices Documentation
There are two types of documentations describing wiring practices:

- Electrical Standard Practices Manual (ESPM)
- Wiring Diagram Manual: ASM, AWM, AWL
The Electrical Standard Practices Manual (ESPM) gives descriptive data and
procedures for the electrical installations on all aircraft of the AIRBUS family.
The standard practices information in this manual tells you how to do
maintenance and repairs on the standard electrical items.
This information is broken down in chapters:
- General, How to use (00-INTRO)
- Indexes (20-00-00)
a. Cross-reference index Alphanumeric
b. Cross-reference index Standard Part number
c. Cross-reference index Suppliers
d. Equivalence tables Std Part Numbers EN-ASN-NSA
- Safety Practices (20-10-00)
- Tools (20-25-XX)
a. Stripping Tools
b. Crimping Tools
c. Shrinking Tools
d. Insertion/Extraction Tool
e. Miscellaneous Tools
f. Electrical cable marking tools
Chapters related to standard rules and recommendations (20-3X-XX) :
- Specific areas (20-31-XX)
- Identification/marking (20-32-XX)
- Wire harnesses (20-33-XX)
2.2.1.3 MODULE C INSPECTION:

Special inspections
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. 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.
b. 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,
magnifying lenses or other means may be necessary. Surface cleaning and elaborate
access procedures may be required.
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c. Zonal Inspection
A collective term comprising selected GVI and visual checks that are applied to each
zone, defined by access and area, to check system and powerplant installations and
structure for security and general condition.
d. Enhanced Zonal Analysis Procedure (EZAP)
The Enhanced Zonal Analysis (EZA) procedure permits appropriate attention to be
given to electrical wiring installation within a zone. The logic provides a means to
identify applicable and effective tasks to minimise combustible material accumulation
and to address significant wiring discrepancies that may not be reliably detected
through standard zonal inspections.
The Enhanced Zonal Analysis procedure must be performed for all zones
containing wiring where both of the following criteria are met:
- Presence of combustible material
- Potential for arcing in case of wiring insulation damage prone to cause
fire ignition.
Four different inspection levels could arise out of Enhanced Zonal analysis:
- General Visual Inspection (GVI)
- Detailed inspection (DET)
- Restoration task (RS)
- Discard (DS)
Zonal
-
areas of inspection
Pressurized Areas (Ref. 20-31-31)
Skydrol Areas (Ref. 20-31-32)
Vibration Areas (Ref. 20-31-33)
Hot Areas (Ref. 20-31-34)
SWAMP Areas (Ref. 20-31-35)
Fuel Areas and Fuel Vapor Areas (Ref. 20-31-36)
Fire Areas (Ref. 20-31-37)
2.2.1.4 Module D Housekeeping
Contamination sources
- Aeroplane external contamination sources: De-icing fluids, Water
and rain, Snow and ice, Miscellaneous (e.g. cargo/beverage spillage) ,
Air erosion
- Aeroplane internal contamination sources: Hydraulic oils, Engine
and APU oils, Fuel, Greases, Galleys and toilets, Lint/Dust, Bleed air and
hot areas, Hazardous materials
- Other contamination sources : Paint , Corrosion inhibitor , Drill
shavings/Swarf, Foreign objects (screws, washers, rivets, tools, etc.),
Animal waste
Contamination protection planning
a. Have a plan/types of plan/area mapping
b. Protection and Caution Recommendations
c. Procedures
d. Keep cleaning
Protection during aeroplane maintenance and repair
a. Apply
recommended
general
maintenance
protection
procedures
b.
Apply recommended airframe repair protection procedures
c. Apply recommended powerplant repair protection procedures
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Cleaning processes as discribed in ESPM 20-55-00
The contamination can be:

- natural: the contamination agent is an identified material used in the
aircraft systems (hydraulic fluid, fuel, etc.),
- accidental: the contamination agent comes from an external source
(cleaning agent, etc.),
- the effect of ageing: the contamination agent is dust.
General Cleaning Principle

- You must clean only the areas and items that have contamination.
Before you clean, make sure that the cleaning materials and methods
will not cause more contamination.
Type of contamination:
- Liquid contamination:
stop the contamination source.
make a sealed barrier, usually with cloth, to stop the liquid and
prevent contamination of the adjacent areas.
remove the contamination with cloth or a vacuum cleaner for
liquids. Powder, granular or dust contamination:
make sure that there are no draughts.
remove the contamination with a vacuum cleaner.
- In relation to the type of contamination, these steps have to be
performed :
stop the contamination source.
keep the area that has contamination to a minimum.
find the applicable cleaning procedure.
Cleaning method
- Precautions
(1) Always start from the top to the bottom and from the periphery to
the center of the area that has contamination.
(2) If you use cleaning agents:
First, do a test with the cleaning agents and methods in a lowrisk area or on a small surface.
Examine the results immediately to make sure that they are
satisfactory for the task. If the results are not satisfactory, adapt
the methods and/or the materials as necessary.
(3) If you use a cloth, make sure that it is clean, dry and lint-free.
(4) If you use a vacuum cleaner, make sure that:
the filters are in position.
its outlet is out of the aircraft to prevent contamination of a
different area.
2.2.1.5 Module E Wire
Identification, type and construction

In chapters 20-32-2X, you will find general design requirements related to the
electrical installations identification on aircraft in order to determine wire and
bundle
Identification:
a. Wire type codes alphanumeric
b. Wire type codes specification and standard part number
c. Wire type codes specified wire and alternate
d. Manufacturer identification
Type of inspections are applied to wires or wire bundle
- Visual Checks (Ref. 20-52-11)
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- Manual Checks (Ref. 20-52-12)

- Ageing Checks (Ref. 20-52-13)
Example of a visual check on wire harnesses:
o Do a check for:
contact between the bundles or between the bundles and the
structure,
loose bundles,
damaged cables,
missing cable ties and tapes,
worn or broken cable protection sheaths,
movement of the sheath end on the support component,
missing or damaged grommets.
2.2.1.6 Module F Connective Devices
General types and identification

Electrical items functional identification
Identification of each item is made by a permanent label showing the
functional item number (FIN).
The electrical equipment on the aircraft is identified by a unique identifier
designated Functional Item Number (FIN).
The basic element of the FIN is:
a two letter code indicating to which system circuit the equipment belongs or
indicating, for all components not specifically related to a circuit, a fictitious
circuit (letter V) and the type of component,
prefixes and/or suffixes which give the unique identification for individual
items of equipment.
Example: 19VC-A for connector
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ELECTRICAL WIRES/CABLES
An electrical circuit has at least three elements:

1. Source of electrical power.
2. Load device to use the electrical energy.
3. Cables incorporating a "Conductor" to connect the source to the
load.
Cables must provide a path for the flow of electrons from the source, through the load
and back to the source with the minimum resistance.
Additionally, two other
important factors for a conductor are:
Ability to carry a specific load.
Reliability under operating conditions.
3.1 CABLE MATERIALS, CONSTRUCTION & SIZING

The wires installed in an aircraft electrical system must be chosen on the basis of their
ability to carry the required current without overheating and to carry it without
producing an excessive voltage drop. There are a number of factors to consider when
choosing the correct wire, these are:
1. Conductor material.
2. Flexibility of the wire.
3. Insulation material.
4. Diameter of the wire (American Wire Gauge AWG).
5. Length of wire.
6. Type of installation.
3.1.1 Cable Conductors
Two materials considered to be excellent electrical conductors are "Copper" and
"Aluminium", both are used extensively in aircraft wiring installations. Stainless steel
is also used where high voltage are required, i.e. Ignitor leads.
To provide the cable with flexibility, the conductors are stranded and annealed with
protection from corrosion being provided by individually coating the strands with
either tin, nickel or silver. The conductor strands are then grouped together in various
designs
to
form
conductor
lays.
Figure
1
shows
conductor
lays
Bunched Left Lay
Bunched Right Lay
Concentric stranding
Rope stranding
Figure 1 Conductor Lays
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3.1.2 Cable Insulation

The insulation of a cable the protective covering surrounding the conductors to
prevent short circuiting. The insulation type is dependant on the environment in
which the cable is required to operate and the voltage at which it operates. Certain
other factors such as temperature, whether the cable will be subjected to
fuel/oil/lubricant or if the airframe area is susceptible to flexing and possible abrasion.
The type of insulation used on aircraft cable has evolved over the years, from rubber,
PVC and Nylon to Polyimide and complex flouro-polymers. This has lead to the
reduction in the thickness of the insulation and therefore overall cable weight,
producing cables with what is known as thin wall insulation. Some cables have
insulation thickness of only 0.16mm/0.006in. Cable insulation is applied by two
methods of extruding and wrapping. Either or both methods can be used dependant
on
cable
specification
and
can
be
in
single
or
dual
layers.
3.1.3 Carbon Arc Tracking
Care should always be taken when working with cables and this is should be of high
importance when using cable with polyimide and certain polymer type insulation.
These types of cable insulation are susceptible to a phenomenon known as carbon arc
tracking. When a short circuit or low resistance path between conductors, or a
conductor and the aircraft structure (earth) exists a small electrical arc can occur.
When affected by such an arc, polyimide and certain polymer types of insulation,
unlike PVC or PTFE, forms graphite which is a stable form of carbon and does not
disperse as smoke or vapour. Once sufficient spots of graphite have been deposited
to form a conducting path, the insulation is totally ineffective and a self-sustaining arc
is struck; this rapidly converts more insulation to graphite and a runaway situation
occurs which can generate temperatures in excess of 3000C. Carbon monoxide gas if
given off which gives rise to a characteristic explosive effect known as Flash Over.
Cable and loom destruction is inevitable whilst the high temperatures involved can
cause structural damage and initiate fires. Carbon arc tracking occurs as a result of 2
primary effects.
Wet Arc Tracking.
Wet arc tracking occurs when moisture or other fluids enters damaged
insulation, hydrolysis (decomposition of a compound by interaction with liquid)
causes the insulation ot swell, separate and crack.
Eventually, the low
resistance path offered by the fluid between the exposed conductor and the
aircraft structure, or adjacent exposed conductors, can result in a carbon arc.
An exposed conductor may not necessarily be visible prior to this happening.
Dry Arc Tracking.
When conductors short together or to the aircraft structure (earth) through
abrasion. Chafing or other mechanical damage, a carbon arc track can result
without the presence of a low resistance fluid medium. Relatively minor
chafing in an aircraft wiring loom can result in major loss of aircraft systems.
Figures 2 shows a diagrammatical representation of carbon arc tracking
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MOISTURE/FLUID
ACTING AS
ELECTROLITE
HEAT
CURRENT
28V
DC
MULIT-STRAND
CABLE
POLYIMIDE
INSULATION
INSULATION
SWELLS/CRACKS/SEPERATES
EXPOSING CONDUCTOR
CARBON DEPOSIT ARCS
TO AIRFRAME OR
OTHER
EXPOSED
CONDUCTORS
CARBON DEPOSIT
FORMED
MORE CARBON
DEPOSITS FORM DUE TO
INSULATION HEATING
AS A RESULT OF ARCING
COMPLETE CARBON
TRACK BETWEEN
CONDUTORS
Carbon Arc Tracking

Figure 2
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3.1.4 Cable sizing
The original system of classification and identification of aircraft cables was by current
rating. A cable specified for a particular aircraft circuit must be able capable of
carrying the required current without overheating and the voltage loss must be within
acceptable limits. The old system of cable selection, by a nominal current rating
stamped on the insulation, did not select the most effective cable, so this was
superseded by the American Wire Gauge (AWG) system, where a given code is related
to the cross-sectional area of the conductor.
In AWG only even numbers are used, small wires have higher numbers, typically
starting at AWG 24. Large wires have smaller numbers, down to AWG 0000. AWG
size 20 is approximately 0.8mm/0.032in. in diameter, and AWG 0 is approximately
8.2mm/0.325in. in diameter.
With several different standards of cable manufacturing available, conductor sizing can
vary for the same given AWG code. Cable can be classified using the imperial or
metric measure where the number of strands and their individual diameter are quoted.
i.e. 19/0.0076in or 19/0.2mm.
The total cross-sectional area of the whole conductor, is measured in either imperial
Circular Mil Area (CMA) or metric Cross Sectional Area (CSA).
One circular mil is equal to the cross-sectional area of a 1-mil (0.001-in) diameter
wire, measured in thousandths of an inch. To determine the size in circular mils of a
wire, simply square the wire's diameter measured in thousandths of an inch. Figure 3
shows this concept.
AREA
0.001
1 mil=22?
0.001 IN
1 CIRCULAR MIL
(1 cmil)
Circular Mil Area (CMA)

Figure 3
3.1.5 Cable Electrical Characteristics
The resistance of a given piece of conductor depends on four factors:
Conductor Material
Length
Cross-sectional area
Temperature
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Resistance is the opposition to current flow and is measured in Ohms (). The
resistance of a cable will increase with an increase of length, but will decrease with an
increase of cross-sectional area.
A cable fitted to an aircraft system should be able to carry the required current
without overheating and burning. Also it must be able to carry the required current
without producing a voltage drop greater than that which is permissible for the circuit.
Most aircraft wiring that is required to carry large amounts of current for long
distances, is generally made up of aluminium wire.
Tables 1 and 2 shows the typical characteristics of copper wire and aluminium wire.
Wire Size
Single Wire
Max Amps
(In free Air)
AN-20
AN-18
AN-16
AN-14
AN-12
AN-10
AN-8
AN-6
AN-4
AN-2
AN-0
AN-00
AN-000
AN-0000
11
16
22
32
41
55
73
101
135
181
245
283
328
380
Bundled Wire Max

Max Amps
Resistance
(Conduit)
Ohms/1,000ft
(20C)
7.5
10.25
10
6.44
13
4.76
17
2.99
23
1.88
33
1.1
46
0.7
60
0.44
80
0.27
100
0.18
150
0.11
175
0.09
200
0.07
225
0.06
Weight
Pounds
1,000ft
Bundled Wire Max

Max Amps
Resistance
(Conduit)
Ohms/1,000ft
(20C)
50
0.64
66
0.43
90
0.27
123
0.17
145
0.13
162
0.11
190
0.09
Weight
Pounds
1,000ft
per
5.6
8.4
10.8
17.1
25
42.7
69.2
102.7
162.5
247.6
382
482
620
770
Copper Cable
Table 1
Wire Size
AL-6
AL-4
AL-2
AL-0
AL-00
AL-000
AL-0000
Single Wire
Max Amps
(In free Air)
83
108
152
202
235
266
303
per
........
........
........
166
204
250
303
Aluminium Cable
Table 2
We need to supply an actuator with 100 amps of current from a 28V system. Using
tables 1 and 2, select both a copper and aluminium single cable to carry out this task.
Copper wire gauge
..........................................
Aluminium wire gauge
..........................................
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Note; The higher the number the smaller the wire.
Now select a wire for the above task that will be routed within a bundle.
Copper wire gauge
..........................................
Aluminium wire gauge
..........................................
Note; The rule of thumb says that when substituting copper for aluminium cable, we
should use wire that is two gauge numbers larger. Aluminium cable smaller (in size,
larger in number) than 6-gauge is not to be used on aircraft.
When we add any electrical equipment to an aircraft, we must be sure that the current
flowing in the wiring does not drop the voltage below a set level. Table 3 shows an
example of the allowable voltage drop for various systems using various supply
voltages.
Allowable Voltage Drop - Volts
Nominal
System
Voltage
Continuous
Operation
0.5
1
4
7
14
28
115
200
Intermittent
Operation
1
2
8
14
Allowable Voltage Drop

Table 3
The temperature rating of a cable must be defined to permit comparison with the
worst case requirements of the application. It follows that the location of a cable,
relative to hot air ducts and local hot spots such as power transformers and some
filament lighting, must be known. Cables have a specified maximum continuous
operating temperature, and for many types, this may be achieved by any combination
of ambient temperature plus temperature rise due to I2R losses.
However, it should be noted, that in general, it is undesirable to contribute more than
a 40C rise by electrical heating and that operating temperature and installed life are
directly related. The temperature rating of an airframe cable is determined by its
construction and will be classified at one of the following temperatures:105C (obsolescent cable types), 135C, 150C, 210C and 260C.
3.2 CABLE CLASSIFICATIONS

Listed below is CAAs broad classifications used for aircraft cables. Though there is
little International Standardisation of terminology and it should be noted that the term
wire is used in the USA whereas most other countries talk of cable. Other
significant
differences
in
terminology
are
stated
where
appropriate.
3.2.1 Airframe Cables
Cables designated as Airframe are intended to be sufficiently robust to satisfy the
requirements of Open airframe wiring and the general wiring of Powerplants. In the
USA, the term Medium Weight-Interconnect may be used for Airframe Cables.
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3.2.2 Interconnect Cables
Interconnect is a term adopted by the BSI to designate cables, which may be used in
protected areas of wiring such as the interconnection of equipment within racks. Such
cable would normally be installed within an assembly, which would then be positioned
into an aircraft. It would not, therefore, be subject to pulling through and other such
stressful exercises.
Interconnect cables employ thinner insulation than airframe types, which saves weight
and space and increases flexibility, the latter being most important where looms
(bundles) are required to turn through small radii into electrical connectors.
The term Hook-up is commonly used in the USA to designate cables of this general
type, and the designation Light Weight-Interconnect may also be applied.
3.2.3 Equipment Wire
This cable, invariably known as wire, is intended to be used within equipment and,
therefore, is very flexible and suitable for soldering. It is not designed for use as
interconnect wiring but design organisations do, on occasions, select a particular type
for use in protected areas of an airframe. The term Module Wire is sometimes used
for this class of cable in the USA.
3.3 CABLE TYPES

3.3.1 Single Core
Aircraft systems contain a large number of differing cable types which can fall into the
following categories:
COATED COPPER
DUAL WALL EXTRUDED INSULATION
CONDUCTOR
SINGLE WALL WRAPPED INSULATION
Single Core Cable

Figure 4
3.3.2 Multi Core
Airframe and Interconnect cables can be supplied in a multi-core form of generally up
to 4 cores, which are twisted together.
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INDIVIDUALLY INSULATED CONDUCTORS
OUTER INSULATION JACKET (SHEATH)

Multicore Cable
Figure 5
3.3.3 Screened
Anytime a wire carries a current, a magnetic field surrounds the wire, and this field
may interfere with some aircraft instrumentation.
For example, the light that
illuminates the compass card of a magnetic compass is powered with low-voltage DC.
The field from this small voltage can deflect the compass.
To minimise this
occurrence, a two-conductor twisted wire is used to carry the current to and from this
light. By using a twisted wire, the fields cancel each other out and thus do not
interfere with the compass. AC or pulsating DC has an especially bad effect on
electronic equipment, as its conductors radiate electrical energy much like the
antenna of a radio. To prevent radio interference, wires that carry AC or pulsating DC
are often shielded. Encasing the conductor in a wire braid carries this out. This
ensures that the radiated energy is received by the braid and is then passed to the
aircraft's ground where it can cause no interference.
TINNED COPPER
CONDUCTOR
INNER
INSULATOR
OUTER
INSULATOR
JACKET (SHEATH)
BRAID SHEILD (SCREEN)
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TINNED COPPER
CONDUCTORS
CONDUCTOR
INSULATION
OUTER
INSULATION JACKET (SHEATH)
BRAID SHIELD (SCREEN)

Screened Cables
Figure 6
3.3.4 Databus
One special type of cable used exclusively for various digital electronic systems is
called Data Bus Cable. Data bus cable typically consists of a twisted pair of wires
surrounded by electrical shielding and insulators. Digital systems operate on different
frequencies, voltages and current levels. It is extremely important to ensure that the
correct cable is used for the system installed. The cable should not be pinched or bent
during installation and data bus cable lengths may also be critical.
WHITE
(WHT)
BLUE
(BLU)
Data Bus Cable
Figure 7
3.3.5 Co-axial
Antennas are connected to most of the radio receivers and transmitters with a special
type of shielded wire called "Coaxial Cable". This consists of a central conductor
surrounded by an insulator and a second conductor. The spacing and concentricity of
the two conductors are critical for the most efficient transfer of energy through the
cable. This second conductor is normally the wire braid, which is then covered in an
outer insulator.
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SOLID
CENTER
CONDUCTOR
OUTER
INSULATOR
JACKET
INNER
INSULATOR
FIRST
CONDUCTOR
DIELECTRIC
BRAID OUTER
CONDUCTOR
SECOND
CONDUCTOR
Coaxial Cable
Figure 8
3.3.6 High Tension
These cables are designed for use on circuits where extremely high voltages are
produced and where insulation rather than current carrying capacity is the main
consideration. The most common application of HT cable is the Engine Ignitor circuit.
All engine ignition systems depend on high voltage discharge across some form of
igniter or spark plug and these cables connect the high voltage source. The voltage
required for ignition range from 5Kv to 15Kv and since the current is in order of
milliamp, the conductors are of secondary importance, as the emphasis is on the
insulation.
The cable is constructed by encasing a stainless steel conductor in one or two layers of
rubber/silicone insulation, which is then covered by a metal braided shield. The
insulation prevents current leakage while the shielding collects and channels high
frequency electromagnetic waves emanating from the ignition lead to ground therefore
reducing radio interference. A further silicone outer insulation can be used to protect
the shielding from chafing and moisture.
IGNITER PLUG
CONTACT FACE
OPTIONAL SILICONE
OUTER INSULATION
SILICONE
INSULATION
BRAIDED METAL
SHIELD
High Tension Cable
Figure 9
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3.3.7 Thermocouple
Thermocouple cables are used for such systems as engine cylinder or exhaust gas
temperature indication systems. When the conductors of the cable connecting the
thermocouple to the related equipment are made of the same material as the
thermocouple itself, the thermocouple cable is called an Extension cable. When the
thermocouple is made of a rare or expensive material, it would be uneconomic to use
extension cables with conductors of a similar material. Instead, conductors of a
common metal alloy are used, which have thermoelectric characteristics similar to
those of the rare metals. These cables are termed compensating cables.
The most common material used for thermocouples and their extension cables are
Nickel Chromel and Nickel Alumel. These cables have individual Polyimide/PTFE
wrapped insulation which are then either flat-laided or twisted within an taped outer
sheath.
INDIVIDUALLY INSULATED
NICKEL CHROMEL CONDUCTOR
INDIVIDUALLY INSULATED
NICKEL ALUMEL CONDUCTOR
OUTER INSULATION
JACKET (SHEATH)
Thermocouple Cables
Figure 10
3.3.8 Fire Resistant & Fire Proof Cables
Aircraft systems that require cabling to be installed within a designated fire zones,
such as Engine or APU bay, are divided into 2 categories.
Fire resistant cables must retain a defined level of electrical insulation in the
presence
of
a
fire
for
5
minutes.
Fire proof cables are required to operate for fifteen minutes in a designated fire.
3.4 CABLE PERFORMANCE

The definition of cable performance has increased in complexity and precision with the
reduction of insulation thickness and weight. Some of the cables now used for
airframe wiring have no more than 0.006 of insulation thickness and thus there is
little margin for error in manufacture or in an aircraft installation. The operating
temperature dictates to a large extent the materials and constructions used, but
installation requirements need to be satisfied by defining properties such as resistance
to insulation cut-through and abrasion. It follows that cables need to be selected
with care and the factors detailed below should be considered in relation to any
intended duty.
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3.4.1 Application
Obviously, a primary consideration in cable selection is to determine the class of cable
required within the classification given in paragraph 3. It should be noted that under
one generic name there may be a range of insulation thicknesses which will be
appropriate for Airframe or for Interconnect cable and thus correct identification, by
part number, is particularly important.
3.4.2 Temperature
The temperature rating of a cable must be defined to permit comparison with the
worst case requirements of the application. It follows that the location of a cable,
relative to hot air ducts and local hot spots such as power transformers and some
filament lighting, must be known.
Cables have a specified maximum continuous operating temperature, and for many
types, this may be achieved by any combination of ambient temperature plus
temperature rise due to I2R losses. However, it should be noted, that in general, it is
undesirable to contribute more than a 40C rise by electrical heating and that
operating temperature and installed life are directly related. The temperature rating
of an airframe cable is determined by its construction as noted in paragraph 6, and
will be classified at one of the following temperatures: 105C (obsolescent cable types), 135C, 150C, 210C and 260C.
Clearly this temperature rating has to be known when evaluating any design
application.
3.4.3 Cable Size
Cable is usually identified by a size number, which approximates to the A.W.G.
(American Wire Gauge) size of the conductor. However, some cables enjoy a number,
which refers to the square millimetres of a conductor cross section, which is a system
used extensively for commercial cables. The size of cable is the primary determinate
of the electrical protection level set by the circuit breaker or fuse, and should never be
reduced below the level established by proper co-ordination data. Manufacturers
publish rating data for single cables in free air, and for bundles of three cables in free
air. By study of the short term and continuous ratings for a given cable type and size,
the correct protection can be determined (CAA Airworthiness Notice No. 12 and
appendix No. 32 should be observed). Current rating data usually relates to a
temperature rise of 40oC above ambient as stated above and due allowance must be
made for such electrical heating. Manufacturers data will normally include conductor
resistance in ohms per km at 20oC and a temperature correction may be necessary if
accurate voltage drop calculations are necessary.
It should be noted that cable size relates only to the conductor and thus the overall
diameter and surface finish for a given size may vary slightly between cable types.
Such differences in overall diameter may have an effect on cable sealing in connectors
and pressure bungs, and also the selection of pre-insulated terminal ends where a
dielectric crimp provided.
3.4.4 Voltage Rating
All cables have a rated voltage and some, such as equipment wires, may be specified
by voltage. Particular reference should be made to the specified voltage of any cable
where higher than normal potentials may be used, examples being discharge lamp
circuits and windscreen heating.
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3.4.5 Flammability And Toxicity
All cables are required to have a defined level of resistance to burning when exposed
to standard flame tests. In addition to the requirements of flammability, there exists
within BCARs, JARs and FARs, general requirements relating to the hazards of smoke
and toxicity. In recent years, greater emphasis has been placed upon these
characteristics and whilst they are not yet defined in many civil cable specifications, it
is generally true that new cable types have been more thoroughly investigated, albeit
on an empirical or subjective basis as noted in paragraph 2.3.
3.4.6 Wet Arc Tracking
A requirement has now been formulated to assess the resistance to failure of cables
when subjected to a combination of insulation damage and fluid contamination. The
propensity of some insulating materials to track has long been studied in high voltage
systems but it has now been found necessary, following a failure as detailed in
paragraph 7.
BS G230 now includes a test to determine resistance to Wet Arc Tracking (Test No.
42), and Airworthiness Notice No. 12, Appendix No. 32 will be used to keep Industry
advised of the CAA position on this subject. (See also paragraphs 6.3 and 7 of this
Leaflet).
Tracking can also occur under dry conditions and this is being studied. This failure
mode reinforces the need for good cable installation and maintenance practices.
3.4.7 Mechanical Properties
The assessment of cable insulations includes the ability to withstand the pressure of a
sharp edge (cut-through), and for the ability to withstand scraping with a defined
blade. It is these tests which figure significantly in assessing airframe cable and which
are the controlled methods of replacing assessment by scraping with the thumb nail.
As noted earlier, differing constructions result in marked changes in handling
properties especially with regard to stiffness and springiness. Installation of looms of
thin wall hard dielectric cable has to have regard to the reluctance of such looms to be
set in position, especially if the supporting structure is flimsy. It must not, however,
be assumed that this apparent strength is translated into the ability to withstand
physical abuse.
3.4.8 Fluid Contamination
Cables are required to display a defined level of resistance to the effects of commonly
used aircraft fluids but this is not to say that cables can withstand continuous
contamination, which should be avoided. A related hazard is that presented by sealing
compounds because these may contain agents which are aggressive to cable
insulation. It follows that where a new cable type is introduced, the compatibility with
such compounds should be checked. Equally, the use of a new fluid on an aircraft, e.g.
new types of hydraulic fluid, should be considered in relation to the ability of cables to
withstand contamination. Contamination of cables by toilet or galley waste has to be
rigorously prevented or corrected as detailed in Airworthiness Notice No. 12 Appendix
No. 32.
3.5 CABLE FAILURES

The following types of failure and quality faults are amongst those seen in recent
years.
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3.5.1 Arc Tracking
Airworthiness Notice No. 12 Appendix No. 32 has drawn the attention of Industry to
the problem of wet arc tracking of damaged cables subjected to fluid contamination.
Observation of this Appendix and the actions of cable manufacturers should resolve
the problem, but the greatest need is to ensure that hot stamp printing is properly
controlled. Inter-connect and Equipment Wires should not be hot stamp printed.
3.5.2 Abrasion
Some types of cable have shown a tendency to wear through the insulation at a point
where the cable rubs on cable or cable rubs on structure. Areas of high vibration
induce this failure mechanism and it may be supposed that the stiffer construction of
some cables tends to produce a greater contact force and transmit vibration where
previously it was damped. Careful cable loom tying and clipping is necessary to
alleviate this problem (see Airworthiness Notice No. 12 Appendix No. 42).
3.5.3 Conductor Knuckling Through'
Some earlier cable constructions tended to exhibit knuckling of conductors which
could be severe enough to penetrate the insulation. This was induced by applying
excessive pull through forces and care should be taken not to put cables under
tension. FEPSIL to BS G206, which is now obsolescent, requires particular care in
manufacture and installation to avoid this defect.
3.5.4 Red Plague
Cables with silver plated conductors can exhibit the aptly named Red Plague if the
plating has been damaged and then exposed to moisture. Consequently, silver plated
conductors are generally unsuitable for use in unpressurised areas (see 7.7).
3.5.5 Glycol Fires
It is known that should de-icing fluid contaminate silver plated conductors, an
electrical fire can result. Accordingly, silver plated conductors should not be employed
in areas where de-icing fluid can be present.
3.5.6 Poor Solderability
It should be recognised that the quantity of free tin or plated conductors rapidly
reduces with time. The replacement of soldered connections during aircraft
maintenance will probably require that conductors are tinned as part of the process.
The loss of free tin starts as the cable is manufactured and thus prolonged storage
should be avoided.
This is not the total list of cable problems but it does, perhaps, indicate the importance
of specifying electrical cable of an appropriate type and quality. It is the design intent
that the present generation of CAA Approved cables should last an airframe life but
this will only be achieved if installations are designed and maintained with care and
cable selection is made such that operating conditions, especially maximum
temperature, seldom if ever, approach the specified limiting parameters.
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3.6 STORAGE & HANDLING
3.6.1 Storage
Prior to delivery cable ends are sealed so far as is practicable to prevent ingress of
moisture. The cable is generally supplied on plywood or plastic drums which are
suitably identified and protected to prevent damage during transit or storage.
Sometimes, smaller gauge cables may be delivered in wrapped coils.
If the state of the packaging, as received gives rise to doubt regarding the soundness
of the cable, it is preferable to make a visual examination of the entire length in
addition to electrical insulation checks, since damaged sustained in transit may
otherwise be readily noted.
Cables must be stored in a clean, well-ventilated store. They must not stored near
chemicals, solvents or oils and if necessary protection against accidental damage.
Loose coils, whether wrapped or not, must not be stored so that heavy weight is
imposed on the cable, since this may cause distortion of insulation or damage to
protective coverings. The ends of cables in store should be sealed against the ingress
of moisture by the use of waterproof type or a suitable sealing compound.
3.6.2 Handling
The insulation and protective coverings on aircraft cables are made as thin as possible,
consistent with safety, in order to reduce weight. It is therefore important that cables
should be handled carefully at all stages of storage and installation.
When taking long lengths of cable form a drum or reel, the cable must not be dragged
over rough or dirty surfaces. Preferably the drum or reel should be mounted so that it
rotates freely about its axis. Particular care should be taken to take the twist out of
each turn of cable drawn from loose coils, otherwise severe kinking, with consequent
damage to the cable may occur.
3.7 CABLE SPECIFICATION & IDENTIFICATION

A large number of specifications exist for aircraft electrical cables. The majority of
cables used on British built aircraft now in service will have been produced to
"Aerospace G" series of British Standards. All cable fitted to civil transport aircraft will
conform to Civil Aviation Authority Specifications.
It is important to be able to distinguish between the different types of cable and the
size of the core. One of the main difficulties is the extensive use of sheaths/braids
over the basic insulation of many cables giving them a similar appearance. Cables are
marked with the name and size of the cable, sometimes the country of origin and
cable manufacturer, at intervals along its length. If the cable is too thin to be printed
on, the code will be printed on a non-metallic sleeves positioned along the cable.
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AWG SIZE
COUNTRY
OF ORIGIN
CABLE
MANUFACTUER
CONDUCTOR TYPE,
INSULATION, VOLTAGE RATING
& OPERATING TEMPERATURE
Typical cable specification identification marking are shown below:
Stranded Nickel plated Copper Conductor
Dual Wall Insulation
Inner Wall insulation = Wrapped Polyimide/FEP
Outer Wall insulation = Wrapped PTFE
Max Voltage = 600v
Temperature range = -65C to 260C
Awg SIZE = 6
Country of Origin = United Kingdom
Cable Manufacturer = BICC Ltd
3.8 BEND RADIUS

To protect the cable from undue stress, it is important to ensure that when the cable
has to bend, the radius of the bend is not exceeded. For individual single or multicore cable the minimum bend radius should be 10 times the outside diameter of the
cable. The minimum bend radius of a cable loom/bundle is six times the diameter of
the cable bundle. Figure 11 shows the bend radius for a cable with connector.
Bend Radius
Figure 11
CONNECTOR
RADIUS AT LEAST
SIX TIMES OUTER
DIAMETER
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STRAIGHT STRAIN
RELIEF
Page 3-16

Where an individual cable breaks out from a loom the minimum bend radius should be
10 times the diameter of the cable provided the cable is suitably supported at the
breakout point. Figure 18 shows a terminal block connection.
TERMINAL
BLOCK
RADIUS
MINIMUM OF TEN
TIMES THE OUTER
DIAMETER OF
CABLE
Bend radius (Supported)

Figure 12
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AIRCRAFT CONNECTORS
An electrical connector is a plug and socket combination, which enables a large

number of cables to be coupled and uncoupled rapidly and positively. With no other
type of electrical joint can such things as LRUs and equipment panels containing
many input and output cables be connected and disconnected in a few seconds. They
provide savings in space and weight and also enable larger sections of an aircraft
wiring system to be assembled and tested before being fitted in an aircraft.
Connectors are often referred to as plugs and sockets, but the accepted terminology
is plugs and receptacles. The term socket is to be used to describe the female
contact that mates with the male pin contact, so a connector will contain a number of
socket contacts and an equal number of pin contacts.
A number of manufacturers supply the aircraft industry with connectors and the
resulting variety in distinctive ranges is large. These notes give typical connector
types, for current information the AMM must always be referred to.
4.1 CONNECTOR CONSTRUCTION

Most common connectors whether circular or rectangular have the same basic
components in their construction.
Contact.
The contacts can be either male (pin) or female (socket) and
are manufactured of brass with silver or gold plating and can be crimped or
soldered to the cable.
Contact locking device.
The locking device can be either a raised portion of
the insulator or a metal clip that is positioned within the insulator to hold the
contact.
Insulator.
The insulator contains the contacts and locking insert and can
be made of a hard (bakelite) or soft material (rubber) which is designed to
withstand physical damage and can be resistant to atmospheric and working
environments.
Shell.
The shell is the body of the connector and contains the contacts and
inset and generally made from aluminium or steel. There are differing shapes,
styles and sizes to suit the particular requirement.
Keyway.
The keyway is a method to prevent inadvertent mismating of
similar connectors mounted on the same panel. These can be in the form of
positioning of contacts relative to a point on the connector shell on circular
connectors or a shaped peg on rectangular connectors.
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CONTACT
LOCKING
SLEEVE
SHELL
SEAL
OUTER
INSULATING
BACKING RING
SEAL
LOCKING
DEVICE
INNER
INSULATOR
Connector Construction
Figure 13
4.2 CIRCULAR CONNECTOR STYLES

The basic configuration for circular connectors are as follows;
STYLE 0
STYLE 6
STYLE 7
SQUARE FLANGE
RECEPTACLE
FREE PLUG
JAM NUT RECEPTACLE
Circular Connector Styles

Figure 14
These styles of circular connectors can carry either pins or socket contacts. It is
common practice for components and other removal equipment with circular
connectors to have a fixed receptacle with pins and a removable free connector
containing sockets. This is due to the free end normally carrying the power supply and
therefore
has
greater
degree
of
protection
against
short
circuit.
4.2.1 Bayonet Coupling Circular Connectors
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Bayonet coupling circular connectors free plugs employ a rotating locking sleeve with
3 locking inspection holes, the fixed receptacle incorporates 3 locked indicating pins.
When the plug and receptacle are brought together, the free plug locking sleeve is
rotated clockwise allowing the connector faces to mate. When the connectors are
correctly mated and locked the locked indicating pins are visible through the free plugs
locking sleeve inspection holes.
4.2.2 Screw Thread Coupling Connectors
Similar in basic construction to bayonet coupling connectors, screw thread locking
connectors utilise a threaded locking sleeve on the free plug that couples with the
fixed receptacles. Some types employ a ratchet mechanism for locking whilst other
types require wirelocking of the rotating locking sleeve to a fixed part of the
component or airframe.
4.2.3 Circular Connector Shell Sizing
The size of a connectors shell determines the number, the size and type of contacts
that can be employed in the connector. Typically a low number shell size is a small
connector which can accommodate 3 contacts. The higher the shell size the higher
the number, size and type of contact that can be accommodated and the contact
layout. Below is a typical configuration of shell size and contact arrangement.
08 10
(3) (6)
12
(10)
14
(19)
16
(26)
18
(32)
20
(41)
24
(61)
22
(55)
Shell size, contact arrangement and numbers

Figure 15
4.2.4 Circular Connector Orientation
To prevent inadvertent mismating of similar connectors mounted on the same panel a
method of orientation using keyways and contact angular disposition from these
keyways is employed.
Insert Orientation
The diagram below illustrates the various arrangements of the contacts relative to a
shell mounted keyway. The neutral or normal position of the orientation is when
contact A is adjacent to the main keyway. The orientation code letters, W, X, Y &
Z refer to the angle between the re-orientated contact A and the main keyway.
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FRONT VIEW
OF
PLUG
MAIN KEYWAY
A
B
T
C
U
R
S
N
Z
c
W
X
K
G
X
Connector Insert Orientation

Figure 16
Keyway Orientation
For a positive safeguard against cross-connection of similar and adjacent connectors,
keyway arrangements further orientate the connector on from the insert orientation,
i.e. the shells are provided with minor keyways that are machined in different angular
positions relative to the main keyway.
The diagram below illustrates how the minor keyways are used as a datum and the
angular relationship of the main keyway is changed to provide a 5 point mating of the
shell housing. This eliminates any possibility of incorrect electrical connection.
The orientation code letters, A, B, C & D refer to the position of main keyway
relative to the minor keyway datum. With the position of contacts within the shell
remaining the unchanged.
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FRONT VIEW
OF PLUG
N
D
A
B
C
D
E
P
R
S
K
J
Keyway Orientation
Figure 17
4.2.5 Circular Connector Contact Identification
Connector contact cavities are identified using a number of methods. In some
connectors the contact cavities are identified in a spiral pattern, other types employ a
straight line reading from left to right. Both methods can use either numbers or
letters. When using letters it is common place to start with Capital letters with the
exclusion of I, O and Q. Following this all lower case letters are used, then for
large connectors double capital letters are used, i.e. AA, BB.
Where letters have been omitted a projecting line from the spiral indicates the
omission. A broken circle around a contact cavity indicates a change in coding, i.e.
between capitals and lower case.
A
B
T
N
Z
c
W
3
6
10
11
13
14
15
16
19
20
21
18
12
17
22
23
24
25
26
K
H
27
28
29
Contact Identification
Figure 18
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4.2.6 Circular Connector Identification

Each connector will have a code which will identify information related to the
connector. A typical identification code is shown below;
MANUFACTUERS
PREFIX
TYPE
NUMBER
CLASS
SHELLSIZE
NUMBER OF
CONTACTS
CONTACT
STYLE
OREINTATION
CODE
Connector Identification Codes
Figure 19
The MS type number is
the basic configuration of the connector:

MS3100 - Wall Receptacle.
MS3101 - Cable Receptacle.
MS3102 - Box Receptacle.
MS3106 - Straight Plug.
MS3108 - Angle Plug.
The letter following the configuration tells the class of connector:

A - General purpose, solid aluminium alloy shell.
B - General purpose, split aluminium alloy shell.
C - Pressurized, solid aluminium alloy shell.
D - Environmental-resistant, solid aluminium alloy shell.
E - Fire and flame proof, solid steel shell.
The shell size of the connector is indicated with a code number, the higher the
number, the larger the connector.
The amount of contacts
The contact style may be either an "S" or "P" to indicate a "socket or "pin" (female or
male), arrangement.
The final letter in the identification is the orientation code.
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4.2.7 Circular Connector Electrical Characteristics
With a vast amount of different circular connector specifications, individual connector
manufactures data sheets or AMM should be referred to. Typical characteristics are as
follows;
Insulation withstanding up to 2300V rms
Current rating from 5A to 23A dependant on contact size
Insulation resistance >5000
Operating Temperature -65C to 200C
4.2.8 Circular Connector Accessories
A wide range of connector accessories are available to suit the cable used and its
operating environment. Cable entry fittings and cable clamps are used to prevent
strain on the cable and come in a variety of different designs and sizes. Stowage plugs
and protective caps are also available for disconnected connectors on aircraft or for
transit. Below are typical circular connector accessories.
G ro m m e t N u t
Q W IK - T Y
D u m m y S to w a g e
S tra in R e lie f
P r o te c tiv e C a p
Circular Connector Accessories
Figure 20
4.3 ARINC EQUIPMENT CASE & CONNECTORS

ARINC 404 and ARINC 600 are specifications which define line replaceable unit (LRU)
dimensions, as well as connectors and hold downs.
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For example, in the 737-300, ARINC 600 LRUs are interspersed with ARINC 404 LRUs
on the equipment racks.
4.3.1 ARINC Case Sizes
4.3.1.1 ARINC 404
Units conforming to ARINC 404 are sized according to ATR (Austin Trumbull Radio). A
basic 1 ATR is 10.12" (257.05 mm) in width. All other ATR case widths are designated
as a fraction of 1 ATR. There is one standard height and two lengths, long and short.
ARINC 600
Units conforming to ARINC 600 are sized according to MCU (Modular concept Unit).
The MCU height is specified at 7.64 inches, MCU length at 12.74 inches. The width of
each MCU is variable and is expressed in multiples of MCU; i.e., 1,2,3 etc. The length
is approximately equivalent to a short ATR. The LRU having the minimum allowable
width, 1.10" (27.9 min), is a 1 MCU. The MCU designation increases in multiples of 1
MCU.
The correction between ATR and MCU sizes are based on these approximate
equivalencies:
12 MCU = 1 1/2 ATR
8 MCU = 1 ATR
6 MCU = 3/4 ATR
4 MCU = 1/2 ATR
3 MCU = 3/8 ATR
2 MCU = 1/4 ATR
1 MCU = 1/8 ATR
For those MCUs not listed, an equivalent ATR size does not exist in ARINC 404.
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ATR/ARINC Sizing
Figure 21
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4.3.2 ARINC Connectors
The standard connector for use in ARINC 404 ATR racking is a single or dual
connector. The connectors vary in contact density up to 106 contacts. Contacts are
identified by number.
The ARINC 600 family of connectors are available in 3 sizes of differing contact
configurations and density. Each size of connector has a very high contact density
which has virtually eliminated pin-probing as a troubleshooting technique. Attempts
at probing may result in connector damage (bent and/or broken contacts) or contact
to contact short circuits resulting in circuit damage. A breakout box must be used to
perform cable integrity checks and signal tests. Contacts are identified by a number
row (1 to 15) and letter column (A to D or A to K, with the exception of I).
4.3.2.1 ARINC INDEX PIN CODING
To prevent LRUs from inadvertently being placed in the wrong rack location, each unit
contains indexing pins. The polarisation (orientation) if each index pin mounted on
the rack must align with the index holes on the LRU. The index pins will prevent the
unit from being installed if they do not align with the holes.
INDEX PINS
INDEX PINS
ARINC 600
Connector
ARINC 404
Connector
ARINC Connectors
Figure 22
4.3.2.2 ARINC CONNECTOR IDENTIFICATION
Each connector will have a code which will identify information related to the
connector. A typical identification code is shown below;
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CONNECTOR
SERIES
CLASS
SHELL TYPE
POLARISING
POSITION
AR 2 E -112- 4 00 01 200
SHELL STYLE
CONNECTOR
INSERT LAYOUT
CODE
MODIFICATION
CODE
CUSTOMER
ORDER CODE
4.3.2.3 ARINC CONNECTOR ELECTRICAL CHARACTERISTICS

Typical characteristics are as follows, individual connector manufactures data sheets
or AMM should be referred to.
Insulation withstanding up to 1500 - 1800V rms
Current rating from 5A to 23A dependant on contact size
Insulation resistance >5000
Operating Temperature -55C to 125C
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CABLES CONNECTIONS
5.1 CRIMPING
Crimping is a method of firmly attaching a connector contact or cable terminal end to
an electrical conductor by pressure forming or reshaping a metal barrel, together with
the conductor. The forming of a satisfactory crimped joint depends on the correct
combination of conductor, crimp barrel and tool.
When applied with the correctly matched tool, a joint would be established which has
both good electrical and mechanical properties. Figure 23 show a crimped terminal.
STRIPPED WIRE
CONDUCTOR
TERMINAL
RING
DIAMOND GRIP
CRIMP FOR
INSULATION
SUPPORT
CRIMP
INSULATION
CROSS CRIMP
FOR GRIPPING
WIRE STRANDS
WIRE
INSULATION
Pre-Insulated Crimped Terminal

Figure 23
5.1.1 Crimping Tools
There are a number of types of crimping tool available, with aircraft standard items
having a ratchet mechanism that will not allow them to open until they have crimped
the terminal with the proper amount of pressure and to the correct form. These tools,
often referred to as "Precision Termination Tools (PTT), require periodical calibration
checks. If a terminal is properly crimped on the cable, the cable will break before the
terminal slips off.
Figures 24 & 25 shows a contact and terminal crimping tool.
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TURRET HEAD
ASSEMBLY
TRIGGER
SELECTOR
KNOB
RETAINER
RING
DATA
PLATE
TAPPED
HOLES
INSERT CONTACT TO
BE CRIMPED THIS SIDE
Contact Crimping Tool

Figure 24
CERTI-RATCHET
ADJUSTMENT
HOLES
COLOUR
CODE
HANDLES
TWO SETS
OF JAWS
PRESET
BARREL
CRIMPING
INSULATION
JAWS
GRIPPING JAWS
(ADJUSTABLE
Terminal Crimping Tool

Figure 25
5.1.2 Crimped Terminals
To ensure the reliability of aircraft general purpose wiring, the method used to
terminate the cables should be such that the mechanical and electrical properties of
the joint are of a controlled quality. The joint should have a strong mechanical joint
with good electrical conductivity (the resistance of which is equal to or less than an
equivalent length of cable).
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There are several methods, which cable may make terminations but the most
commonly used method is the solderless or crimped termination. Although soldered
terminating is still used it is becoming rare on aircraft and generally confined to
internal wiring of equipment.
A large number of cable terminations are mode by attaching a Terminal to the end of
a prepared cable using a process called Crimping. This enables a cable to be
connected to a terminal block or attachment point.
There are several advantages in using Crimps:
1. Good Conductivity.
2. Uniformity of operation.
3. Strength of connection.
4. Corrosion proof.
Crimping is a process where deliberate distortion of the terminal shank is used to
secure the terminal to the conductor. The crimp is formed by an overall compression
of the shank of the terminal onto the conductor, this results in a cold flow of metal
between the shank and the conductor. The resulting single mass has good electrical
and mechanical properties. These are sometimes known as confined crimps.
Ideally the crimp should be round, but in practice a hexagonal shape has been found
to yield excellent results, at the same time lending itself conveniently to the
manufacture of crimping dies. Moreover, it is a form of crimp uniformly applicable to
large and small cable sizes and to aluminium as well as copper conductors.
The most common terminals used are the Aircraft Marine Products AMP and are
usually of the Pre-Insulated Diamond Grip PIDG type. The quality of the completed
crimped terminal can only be determined and assured when the recommended
procedure is strictly adhered to and the correct tools, detailed in the relevant aircraft
manuals, are identified and used.
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PRE INSULATED DIAMOND GRIP

(PIDG)
B + 0.8mm
B = BARREL LENGTH
C = INSULATION GRIP
PLASTIC
CASE
CONNECTOR
RING TYPE
TERMINAL
Figure 21 shows examples of crimped connectors.

Crimped Connectors
Figure 21
AMP terminals all have plastic or nylon insulating sleeves covering the shank or barrel.
The sleeves are coloured coded, with the colour relating to the appropriate crimping
tool size. A coloured sleeve on its operating handle, which will match that of the
terminal, identifies the correct size-crimping tool.
Note: PIDG terminals are approved for use in aircraft and have a superior grip due to
the use of a copper sleeve insert.
5.2 CRIMPING TOOL FEATURES

The special tool used for crimping AMP terminals has four important design features to
ensure a constant quality of completed crimp joint:
1.
2.
3.
4.
Certi-crimp ratchet.
Locator.
Insulation adjusting pins.
Colour and dot coding.
5.2.1 Certi-Crimp Ratchet

This ensures the bottoming of the die jaws before the jaws can be opened again.
Thus ensuring that the crimp has been completed and preventing under crimping.
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5.2.2 Locator
This holds the terminal in the correct position in the die jaws and allows the conductor
strands to protrude 1/32 from the terminal barrel, when the cable is fully inserted.
5.2.3 Insulation Adjusting Pins
To allow fore the variation in insulation diameter and wear in the tool, the insulation
die head has three degrees of adjustment:
1. Loose (No 3 selected).
2. Medium (No 2 selected).
3. Tight No 1 selected).
5.2.4 Colour & Dot Coding
The Dot coding system is required to identify terminals, which have been crimped in
the correct AMP hand tool, and that the terminals correctly positioned in the tool. If a
red terminal is crimped in a red handled tool; a single dot impression will be left on
the insulation at the barrel end.
Figure 22 shows the different types of terminals and the Colour and Dot coding
used.
QUICK RELEASE
RING TONGUE
0 .03 OF
CON D UC TOR
IN NE R COP PER
SLEE VE
C AB LE IN SU LATION
BU TTING T O TH E
C RIM P B AR RE L ONLY
CRANKED
IN-LINE CONNECTOR
ONE D OT C ODE
SIZE 22 - 16
RED
OUTE R
PLA STIC
IN SU LATION
TWO DOT COD E

TWO DOT COD E
SIZE 16 - 14
B LU E
BLUE
SIZE 24 - 22
BLACK
Terminals
Figure 22
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The tools have colour coding handles to specify the size range and different dot codes
for each tool:
Table 2 lists the tools used with each wire size and terminal.
Tool
Part No
Wire
Size
Dot
Code
Tool Handle
Colour
Terminal
Insulation
Colour
Code
576778
24-22
2 dots
1 handle black
1 handle brown
Brown
BR
576779
20
1 dot
1 handle grey
1 handle purple
Grey
GY
576780
18
2 dots
1 handle orange
1 handle black
Orange
576781
16
1 dot
Both handle orange
Orange
576782
14
2 dots
1 handle white
1 handle black
White
576783
12
1 dot
Both handles white
White
576784
10
1 dot
Both handle black
Black
BK
47386-4
22-16
Both handles red
Red
90035-3
22-16
Both handle black
Red
Table 2
Where tool handles have different colours, this is to indicate that the tool can be used
with thinwall cable low temperature or high temperature crimps that have the
corresponding termination insulation colour.
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Figure 23 shows an AMP crimping tool.
TWO SETS OF JAWS

BARREL CRIMPING JAWS
WHICH ARE PRESET AND NOT ADJUSTABLE
INSULATION GRIPPING JAWS WHICH ARE
ADJUSTABLE TO THE VARIOUS CABLE
INSULATION DIAMETERS BY MEANS OF
THE ADJUSTMENT PINS
WIRE RANGE AND CRIMP TYPE
(22 - 16 PIDG SHWON
ADJUSTMENT PINS
ADJUSTED FOR CORRECT SUPPORT
POS 1 - SMALL INSULATION DIAMETERS
POS 2 - MEDIUM INSULATION DIAMETERS
POS 3 - LARGE INSULATION DIAMETERS
USE THE SAME POSITION FOR BOTH PINS
NOTE: START AT POSITION 2. IF THE INSULATION
SUPPORT IS CORRECT IT WILL NOT FRACTURE OR
BREAK AT THE POINT SHOWN WHEN BENT AT 90.
IF A FRATURE OR BREAK APPERS RESET TO POSITION 3.
IF INSULATION IS NOT SECURE, RESET TO POSITION 1.
CHECK AT
THIS POINT
90
CERT-CRIMP RATCHET
TO ASSURE COMPLETION OF CRIPPING OPERATION.
ANY MOVEMENT OF THE HANDLES IN ONE DIRECTION
MUST BE CARRIED TO COMPLETION BEFORE
ATTEMPTING ANY MOVEMENT IN THE
OPPOSITE DIRECTION. TOOL CANNOT BE OPENED,
OR WORK MOVED FROM THE TOOL AFTER RATCHET
HAS BEEN ENGAGED, UNTIL THE TOOL HAS BEEN
SQUEEZED SHUT TO COMPLETE CRIMPING
OPERATION.
COLOUR CODING
RED HANDLES - USED FOR RED INSULATED TERMINALS,
SIZE 22 - 16. TOOL No 47386.
BLUE/GREEN HANDLES - USED FOR BLUE INSULATED
TERMINALS, SIZE 16 - 14. TOOL No 47387.
BLACK HANDLES - USED FOR BLACK INSULATED
TERMINALS, SIZE 24 - 22. TOOL 575091
AMP Crimping Tool

Figure 23
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The AMP hand crimping tool shown in figure 23, is one of the most commonly type
found in the industry. The tool has a self-locking ratchet whilst the handles are
coloured coded for cross-reference to the cables AWG. In addition the AWG is often
stamped onto the tools crimping jaws.
The colour coding and AWG cross-references to the actual crimp, which is preinsulated with the corresponding colour coded sleeve. Also marked on the jaws are
the letters PIDG, this refers to the characteristic of the completed crimp: Pre-Insulated
Diamond Grip.
Since this tool is a Precision Terminating Tool (PTT), it must be subjected to
regularly prescribed checks and have a validity label showing dates of the last and
next check. If the test date has expired the tool must be considered unserviceable
and returned for check.
5.3 CRIMPING PROCEDURE

Select the appropriate terminal for size of wire being terminated and to suit the stud
size of the terminal fitting. Select the correct tool by reference to the colour coding of
the terminal. Before the tool can be used it must have a current check date. Also the
insulation jaws will require adjusting.
5.3.1 Insulation Jaw Adjustment
(a)
The insulation support crimping section of the tool has three positions:
1 = Tight,
2 = Medium,
3 = Loose.
(a)
Insert insulation adjustment pin in No 3 position.
(c)
Place terminal of the type to be used in the crimping dies.
(d)
Insert an unstripped cable of the type to be used into the insulation support
portion of the terminal. Complete the crimping cycle by closing the tool
handles until the ratchet releases.
(e)
Remove the terminal and check the insulation grip by bending the cable back
and forth once. The terminal insulation support sleeve should retain its grip on
the cable insulation.
(f)
If the wire pulls out, set the adjustment pin to position 2 and repeat the test.
If necessary, fit adjustment pin in position 1 to achieve the desired support.
Do not use a tighter setting than required.
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5.3.2 Cable Stripping
Cables on most commercial aircraft are insulated with materials that have been
developed to have great mechanical strength. Several types of stripping tools have
been designed for stripping the insulation layer from the cable prior to terminal
crimping, however it is essential that only the correct tool is used.
Aircraft Maintenance Manual (AMM) details all the correct approved tools which must
be adhered to when carrying out any crimping task on the aircraft.
Note: Failure to use the correct Approved tool will result in:
1. A reduction in the current carrying capacity of the cable if strands are
cut/nicked.
2. A reduction in the insulation protection of the cable.
3. Unacceptable mechanical or electrical characteristics of the completed cable
terminal.
An approved stripping tool should be visually inspected before use and a test strip
carried out on each size of cable to be stripped. The tool should be considered
suspect and appropriate action taken if on inspection the following characteristics are
evident:
1. Bruised, nicked or severed conductor strands.
2. Kinks in the conductor.
3. Ragged cuts to the insulation or protective sleeving.
5.3.3 Double Blade Wire Strippers
The cut and pull action of the double blade wire strippers are in five stages. Each of
the stages are independent, however they are co-ordinated by the use of mechanical
handle interlocks.
Because of the high tolerance mechanical interlocks are used the strippers must be
kept clean and free from any debris.
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Figure 24 shows the double blade wire strippers and operation.
CABLE END
INSULATION
GRIPPING
CLAMPS
INSULATION
STRIPPING
JAWS
Double Blade Wire Strippers

Figure 24
The five stages of operation are as follows:
1. Relaxed Cable grip and cutters open.
2. Half-Pressure Cable grip secures the cable and the blades cut the
insulation.
3. Full-Pressure Cutters and grip are separated, severed insulation drawn
from the conductor.
4. Half Pressure Grips and cutters open, releasing cable.
5. Fully released Grips and cutters snap back together.
The amount of insulation to be stripped will be indicated within the AMM and can vary
between each individual termination type. Typically the length of insulation stripped
from a cable for a ring tongue terminations can be calculated as the termination crimp
barrel
length
plus
1/32in
(0.6mm).
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Once the stripping operation has been completed, check the stripped conductor for:
1. Severed or nicked strands.
2. Kinks.
3. Correct insulation strip length.
4. Damage to insulation.
5.3.4 Terminal Crimping
Insert the terminals to be crimped in the crimping jaws as shown in figure 25.
LOCATOR
LOCATOR
CRIMPING
BARREL
RESTS
AGAINST
LOCATOR
WINDOW INDENT
FACES LOCATOR
Termination Locator
Figure 25
Insert the stripped wire to be terminated into the crimp barrel and gently squeeze the
handles together. The jaws will crimp the barrel onto the insulation, thus holding the
crimp in place, now using both hands compress the handles fully until the certi ratchet
releases.
Remove the crimping tool from the cable and inspect the crimp for correct formation
of crimp and that there are no fracture or break on the insulation when termination is
bent at 90.
5.3.5 Tool maintenance
Check the die crimping areas for broken or chipped condition. Any tool showing these
signs must be withdrawn from use and returned to the makers for rectification.
Lubricate all pins, pivot points and bearing surfaces with light machine oil as follows:
1. Tools in full daily use:
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lubricate daily.
Page 5-11

2. Tools in occasional daily use:
lubricate weekly.
3. Tools used weekly or occasionally: -
lubricate monthly.
In all cases, it is most important that before use excess oil is wiped from the tool,
especially in the crimping areas.
5.3.5.1 "CERTI-CRIMP" RATCHET INSPECTION
The ratchet feature on AMP hand tools should be checked to ensure that the ratchet
does not release prematurely, allowing the dies to open before they have bottomed.
To check the ratchet, proceed as follows :(a)
Thoroughly clean the bottoming surfaces of the dies.
(b)
Make a test crimp using the maximum load, i.e. using maximum wire size for
the tool being used in the appropriate sized terminal. When the crimp is made,
squeeze the handle until the ratchet is free, but do not release the pressure on
the tool handles.
If a 0.001 in shim can be inserted between the bottoming surfaces of the dies, or
there is no opening at all, the ratchet mechanism is satisfactory.
(c)
If the clearance between the bottoming surfaces of the dies is greater than
0.001, the dies are considered as not bottoming and the tool must be
withdrawn from use and returned to the makers (AMP Tool Repair
Department).
5.4 HAND-OPERATED HYDRAULIC CRIMPING MACHINES

This machine is supplied as a kit containing eight sets of dies for cable sizes from AWG
6 to AWG 0000, and an allen key used for fitting the dies to the machine. The crimp
formed is a regular hexagon shape and has two code letters impressed on it by the
dies during crimping. These code letters are HG, HH HN (for cable sizes AWG 6, 4
0000) and are the same as those marked on the cable lugs by the manufacturer.
Figure 27 shows a typical Hydraulic Crimping Machine.
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PUMP
HANDLE
UPPER DIE
LOWER DIE
ADAPTOR
RELEASE
VALVE
Hydraulic Crimping Machine

Figure 27
5.4.1 Crimping of Hellermann Deutsch Terminals & Splices
IMPORTANT:
(a)
Using large cutters capable of cutting the cable with a single

cutting action, NOT a hacksaw, cut at least 25.4 mm (1.0 in) off
the cable end, immediately before crimping the conductor.
Slide the appropriate sized and type shrink sleeve over the cable and strip the
insulation from the cable to the dimension given in Table 3.
Warning: The minimum of time shall elapse between the stripping of the cable and it
being crimped into the terminal. Inhibitor compound is not required with these
terminals. Great care shall be taken to ensure that no conductor strands are severed
or damaged during stripping and that no visible insulating material remains on the
conductor before insertion into the terminal.
(b)
Open the dies.
(c)
On the terminal, remove the tape from over the inspection hole and the sealing
cap from the bore opening (end fitting is supplied with this protection).
(d)
Place the terminal, palm downward with the die edge 0.05 - 0.10 in from the
edge of the inspection hole.
(e)
Operate the foot pump sufficiently to close the dies to firmly hold the terminal
without deforming it. Check that the die end face is still at the 0.05 - 0.10 in
dimension from the inspection hole
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(e)
Insert the stripped end of the wire into the crimp barrel and check that the wire
is fully bottomed, i.e. visible through the inspection hole. Approximately 0.15
in of conductor is to be left outside the termination to allow for expansion
during the crimping operation (see Figure 28). Continue the crimping operation
until the dies close and the foot pump pressure relief valve breaks.
(f)
Open the die by releasing the hydraulic fluid pressure and remove the terminal.
Remove any excess flash from the hexagon with a blunt edged tool. Submit
for inspection.
(g)
For size 000 terminals and splices, replace in the tool with the end face of the
die approximately 0.06 in from the termination open end and make a second
crimp (see Figure 28). Remove any excess flash from the hexagon with a blunt
edged tool. Submit for inspection.
(h)
Cover the terminal/wire joint with the appropriate size and type shrink sleeve.
5.4.2 Crimping of Hellermann Deutsch terminals

Refer to figure 28. Take the crimp die set and select the upper die as shown (the
thicker of the set) and slide it into the crimping head upper channel until the spring
loaded ball in the head engages with the groove in the die. The die should be
centralized in the head.
SLIDE UPPER DIE

IN SO THAT THE
RETENTION BALL
ENGAGES IN THE
DIE GROOVE
SPRING LOADED
UPPER DIE
RETENTION BALL
SECOND CRIMP
FIRST CRIMP
0.050
0.100"
0.060"
CRIMP
UPPER DIE
SLIDE LOWER DIE

IN SO THAT IT IS
CAPTURED BETWEEN
THE TWO RETENTION
STOPS
TWO SPRING LOADED
LOWER DIE
RETENTION STOPS
(PRESS TO RELEASE)
LOWER DIE
DIE SET
HELLERMANN DEUTSCH 12TC
Hellermann Deutsch 12TC
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Figure 28
Select the lower die, and engage the die shoulders in the crimping head lower
channel, and press the die home until, riding over the first spring loaded plunger, it
butts against the second plunger. At this point, the first plunger should re-emerge,
thus capturing the lower die between the two plungers.
HELLERMANN
PART NO
HC12530
HC13531
HC13536
HC13535
NO OF CRIMPS
0CA
000CA
CONDUCTOR
STRIPPING LENGTH
1.04 in minimum
1.44 in
0CA
000CA
1.04 in minimum
1.44 in
1 each
2 each
DIE SET
1 per barrel
2 per barrel
Table 3
5.4.3 Crimping of ERMA and Amp Terminals
IMPORTANT:
(a)
Using large cutters capable of cutting the cable with a single

cutting action, NOT a hacksaw, cut at least 25.4 mm (1.0 in) off
the cable end, immediately before crimping the conductor.
Slide the appropriate sized and type shrink sleeve S1205 over the cable and
strip the insulation from the cable in accordance with S29-102 and to the
dimension given in the table at the front of this appendix.
Warning: The minimum of time shall elapse between the stripping of the cable and
its crimping into the terminal. Inhibitor compound is required on ERMA terminal
23406 only. Great care shall be taken to ensure that no conductor strands are
severed or damaged during stripping, and that no visible insulating material remains
on the conductor before insertion into the terminal.
(b)
Ensure that the dies are open, (a) by turning the knob of the ERMA Crimping
Tool anti-clockwise (b) by rotating the reservoir handle of the Amp Crimping
Tool 69062 anti-clockwise (c) by squeezing the handles of the Amp Tool 46447
until the ratchet releases. Insert the terminal, close the valve and pump a few
strokes or squeeze the handles of the 46447 tool until the crimping barrel of
the terminal is lightly gripped at the same time checking that the dies are
placed centrally along the crimping barrel of the terminal.
(c)
Insert the cable, stripped to the length quoted in the table and to the
conditions of 20-44-03 into the crimping barrel of the terminal and check either
through the open end of the barrel or through the inspection window that the
cable is correctly inserted. Note that with terminal 23406 only, the barrel end
of the conductor and the bore of the barrel of the terminal are to be lightly
coated with inhibitor compound before insertion.
(d)
Pump the lever until the dies are fully closed, this being indicated by an audible
"click" as the safety valve operates and the pressure against the lever is
released. In the case of the AMP Tool 69062 the indication is by a sudden
reduction in hand load.
When using AMP tool 46447, close the handles until the ratchet releases when the
crimp is complete.
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(e)
Open the valve by turning the knob or reservoir handle as appropriate anticlockwise when the ram and the lower die will retract automatically allowing
withdrawal of the crimped terminal and cable.
(f)
Cover the terminal/wire joint with appropriate size and type shrink sleeve
S1205 to the requirements of 526-5014.
(f)
Submit the competed crimped terminal for inspection.
5.4.4 Crimping of ERMA and Amp Terminals

Table 4 details ERMA and AMP terminals.
ERMA
TERMINA
L NO
12442/2
12159/2
12158/2
12160/2
12318/2
12331/2
12117/2
12120/2
12123/2
12343/2
12118/2
12124/2
12133/2
12136/2
12139/2
12142/2
12127/2
12337/2
12111/2
12115/2
12122/2
12134/2
12137/2
12143/2
12389/2
12116/2
23406
12196/2
12197/2
12195/2
WIRE
SIZE
6
0
6
00
8
6
8
6
4
00
8
4
0
00
000
0000
2
14
12
10
6
0
00
0000
12
10
0
8
6
10
ERMA
CRIMP
TOOL
19600
19600
19600
19600
19600
19600
19600
19600
19600
19600
19600
19600
19600
19600
19600
19600
19600
29030
29030
19600
19600
19600
19600
19600
29030
19600
19600
19600
19600
19600
ERMA
DIE SET
& CODE
19567HG
19571HK
19567HG
19572HL
19566HF
19567HG
19566HF
19567HG
19568HH
19572HL
19566HF
19568HH
19571HK
19572HL
19573HM
19574HN
19569HI
29213HC
29214HD
19565HE
19567HG
19571HK
19572HL
19574HN
29214HD
19565HE
19973LM
19566HF
19567HG
19565HE
AMP
STRIP
AMP LTD
LENGTH TERM Nos
CRIMP
SEE NOTE 2 TOOL
.43"
1.18"
.43"
.90"
.35"
323165
69062
.45"
.35"
.45"
323170
69062
.53"
323173
69062
.93"
.35"
323167
69062
.53"
323174
69062
.83"
.93"
1.03"
1.17"
323064
46447
.45"
323172
69062
.83"
.93"
1.17"
1.35"
.34"
.43"
-
AMP
DIE SET
& CODE
N/A 8
N/A 6
N/A 4
N/A 8
N/A 4
N/A 6
Table 4
NOTE 1:
/2 to part number indicates nickel plated by ERMA Ltd.
NOTE 2:
AMP parts must be crimped using AMP tools.
ERMA parts must be crimped with ERMA tools.
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5.4.5 Insertion of Dies in ERMA Crimping Tool
From table 4 select the correct crimping die set for the required cable and terminal.
The die set number and code is clearly marked and the code is engraved in the die
faces so that it is impressed on the crimping barrel of the terminal during crimping.
To fit the dies, remove the adapter by sliding it out of the dovetails. Close the manual
valve by turning the knob clockwise as far as it will go. Pump a few strokes with the
pump lever until the ram moves upward to disclose a hexagon socket grub screw on
each side. Slacken the two screws so that the lower die can be inserted in the circular
recess so that the screws fit into the dimples on either side of the die. Tighten the
screws to lock the dies. Check that the screws are below the surface of the ram.
Open the valve by turning the knob anti-clockwise when the ram with the lower die
will retract. To fit the upper die insert the spigot into the adapter until held firmly in
position by a spring loaded ball. Slide the adapter, with the die, into the dovetails
where it will be located and held by spring loaded balls.
5.4.6 ERMA tool operation
The tool is used in much the same manner as any other crimping tool, with the
exception that the pump has to be operated several times before the crimping
operation is complete. When the correct pressure is attained a ratchet operates
preventing any further increase in pressure.
Once the crimping operation has been completed, the pressure is released by
operating a pressure relief valve on the side of the tool. When the pressure is
released the jaws open and the crimped cable can be removed for inspection.
5.4.6.1 PREPARATION OF AMP CRIMPING TOOL 69062
This hand operated hydraulic crimping tool has a four-position upper die and a
common lower die for crimping terminal sizes 9, 6, 4 and 2. Figure 30 shows an AMP
Crimping Tool 69062.
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NEST LOCK
LATCH
THUMB
KNOB
RESERVOIR
HANDLE
ROTATE CLOCKWISE
TO BEGIN CRIMP
MOVABLE
HANDLE
ROTATE
COUNTER-CLOCKWISE
TO RETURN THE RAM
AMP Crimping Tool 69062

Figure 30
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5.4.6.2 OPERATION
1. Open the tool by pressing the latch.
2. Pull back the nest lock and turn the thumb knob until the required die appears and
the lock springs into place. The head cannot be closed until this has occurred.
The wire size number appears on each portion of the nest.
3. Close the head.
4. Rotate the reservoir handle clockwise to close the hydraulic fluid pressure return
port so that when the movable handle is pumped the dies begin to close. A
sudden decrease in effort indicates that the crimping is complete.
5. Rotate the reservoir handle anti-clockwise to release the hydraulic pressure when
the dies will open.
5.5 BICC/BURNDY TYPE M1OS-1

The BICC/Burndy Type M1OS-1 is a hand-crimping tool to be used with BICC/Burndy
size 12 contacts to size 24 contacts (inclusive).
5.5.1 Tool Description
The crimp tool contains a ratchet type mechanism, which ensures that once the crimp
cycle has been started, the crimp tool cannot be opened until the crimping operation
has been completed. After full closure, the handle and jaws return to the fully open
position. Figure 32 shows a BICC/Burndy Type M1OS-1 crimping tool.
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VIEW A
BICC/Burndy Type M1OS-1 Crimping Tool

Figure 32
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5.5.2
Periodic in-service check of tool
Use GO/NO GO to gauges Part Numbers J74482 and J74483.

Fully close the tool handles. Maintaining a firm pressure on the handles, insert the GO
gauge between the crimping jaws. The gauge should pass freely.
With the tool jaws in the same position insert the NO GO gauge. It should not enter
between the jaws. DO NOT crimp gauge as this may cause damage to the crimping
jaws. Figure 33 shows a typical GO/NO GO gauge.
1.8288
1.5748
1.3208
1.3208
0.8890
0.6350
DIMENSIONS IN mm
TOLERANCES GO GAUGE
+ 0.0127 - - 0.0000
TOLERANCES NO GO GAUGE
+ 0.0000 - 0.127
RED
GREEN
GO
GO GAUGING
NO GO
NO GO GAUGING
GO/NO GO Gauge
Figure 33
5.5.3 Crimping Procedure
Select correct stop bushing and die nest for the contact to be crimped.
Fit die nest and stop bushing to the tool and secure with screws supplied.
Insert contact into the die nest. Insert stripped wire into contact ensuring that the
wire is to full depth of crimp barrel. Close handle until it bottoms on positive stop.
5.5.4 Inspection
When fitting Terminals S1018-004 to 12 or 14-gauge cable, pull off and milli-volt drop
tests to BSG 178 must be carried out on one of each batch manufactured. This is
required because the sleeve fitted over the crimped portion of the terminal prevents
inspection of the entry of the cable into the terminal.
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5.6 DANIELS CRIMPING TOOL AF 8
Daniels crimping tool AF 8 is designed for size 12 through 22 contacts using 12
through 26 AWG conductors. The tool has eight indentor closures controlled by a
selector knob. The selector knob must be raised to rotate and can be locked in any
one position.
The 'THIA' type preset turret head assembly has three colour coded positioners
enclosed in one indexing turret. A universal turret - UH2-5 is also available for
contacts not covered by preset turret head location. The distinctive colour of both the
crimp tool and head assembly is blue.
After selecting the required contact, rotate the turret to the correct colour positioner.
Raise the selector knob and rotate to the desired selector number. The selector
number is listed below the wire size and opposite the contact number on the data
plate.
Insert the contact and wire into the crimping tool, on the opposite side from the turret
head assembly. Close handle until it bottoms and ratchet releases. Release handle
and the tool will return to the open position.
Remove crimped contact and wire from the crimping tool.
Reference should be made to the latest manufacturers data sheet for the required
'THIA' heads.
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5.6.2 Tool Description
Figure 34 shows an AF 8 crimping tool
9/64 AL L EN
W R EN CH
T UR R ET H EA D
A SSE MB L Y
T RIGG ER
SE LEC T OR
K N OB
R ET AIN ER
R IN G
D A TA
PL A TE
T AP PED
H OL ES
INS ER T C ON TA C T T O
B E CR IMP ED T H IS SID E
PO SITIONER
C
TURRET IN
RELE ASED
PO SITION
PO SITIONER
B
CONDUCTO R
PO SITIONER
A
INSERT CONTACT
THIS SIDE
TURRET
HEAD
ASS EM BLY
PO SITIONER
IDENTIFICAT IO N
COLOUR CODE
& CONTACT
BARRE L SIZE
MS 2 4 2 54 P
MS 2 4 2 55 S
-12
22
20
4
4
18
16
14
12
W I RE
S IZE
N U MB E R
-16
24
S ELE C TO R
-20
T URRET IN
L OCKED POSITION
26
AF8 Crimping Tool

Figure 34
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5.6.3 Turret Head
TURRET HEAD ASSEMBLY

Contact Accommodated
(Ref)
IDENTIFICATION
POSITIONER
Part No
20 RED
16 BLUE
12 YELLOW
Colour
M22520/1-02
BLUE
Daniels THIA
MS24254P MS24255S
MIL-C-83723/33
MIL-C-83723/34
Table 6
NOTE:
Turret head must be released (raised) to change position and depressed to the
locked position before crimping takes place.
Contacts not capable of being crimped with this turret-head locator can be crimped
using the UH 1 (MS 27828-2) adjustable turret-head.
5.6.4 Universal Head M22520/1-05

NOTE: This head can be used for contacts not covered by the preset turret head
locators. The principle of use is that the contact will be positioned by means of the
thread adjusting screw (1) to ensure that the crimping jaws will engage on the center
of the contact crimp barrel. The wire size adjuster must be set for the conductor size
being crimped.
Close handles to fully closed position. Insert "GO" gauge as shown. Gauge must pass
freely between indentor tips. Close handles to fully closed position. Insert "NO GO"
gauge as shown. Gauge must not enter between indentor tips.
CAUTION: DO NOT CRIMP GAUGE.
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Figure 35 shows the crimping operation.
CRIMPING
JAWS
LOCATOR
CONTACT
Crimping Operation
Figure 35
5.7 DANIELS AFM 8 (M22520/2-01) TOOL

Daniels AFM 8 lightweight miniature crimping tool is designed for size 20 contacts and
smaller using 20 through 32 AWG conductors.
The tool is equipped with eight separate indentor closures controlled by a selector
knob on the side of the tool. The indentor closure (selector number) is chosen from
the data plate on the positioner.
Individual positioners are bayonet locked into the tool and may be changed easily and
quickly.
Positioner and selector knob may be safety-wire locked in any one position, and the
double acting ratchet ensures a reliable crimp. The distinctive colour is blue.
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Select correct positioner. Insert the positioner into the tool, and lock with the safety
wire clip.
The selector setting is listed below the wire size on the data plate at the exposed end
of the positioner. Raise and rotate the selector knob until the number is in line with
selector number arrow.
Insert contact and wire into the crimping tool from the side opposite the positioner.
Close handle until it bottoms against the positive stop. Release handle, and remove
contact from crimping tool.
Reference should be made to the latest manufacturers data sheet for the required
contact and positioner numbers.
SELECTOR
KNOB
POSITIONER
DATA
PLATE
SPEC NO
CRIMP TOOL WEIGHT IN-SERVICE GAUGE TYPE POSITIONER
M22520/2-01 Daniels AFM8
1 lb
Daniels G125
M22520/3-1
'K'
AFM 8 Crimping Tool

Figure 36
5.8 IN-LINE CONNECTORS
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Sometimes known as splices, these connectors are provided to join two cables. The
butt type is essentially two crimping barrels in series, one conductor entering and
being crimped at each end. The parallel type is a single crimping barrel long enough
to accept and be crimped on two conductors, which may enter from opposite ends or
at the same end. Three or four way connectors are also available.
The insertion of a crimped splice is the normal method used to repair a single
electrical cable and it is not considered necessary to replace the cable in its entirety.
Additionally, when so authorised in a modification leaflet or other approved
instruction, a crimped splice may be used to connect an extension to an existing single
core cable.
Note: A crimped splice is NEVER to be used on multi-core cable.
A crimped splice may not be used in a cable, which is:
1.
Larger than size 6 or carries more than 240V rms.
2.
In a designated fire zone.
3.
In an area subject to flexing.
4.
A thermocouple or coaxial cable.
5.
The connection between bonded earth stud and an earth terminal

block.
6.
A cable or circuit specified by the CAA as not permitting in-line spices

e.g. Autopilot and Fire Protection circuits.
Subject to the above restrictions, operators may use a crimped splice as the method
of effecting a permanent repair to an aircraft single core cable.
When using in-line crimps certain points should be noted:
1.
Each barrel must carry only one cable unless specifically permitted by
the airworthiness authority.
2.
The crimp must be fitted horizontally or positioned so that the ingress

of moisture is not possible.
3.
Additional sleeving is not permitted to achieve the above.
4.
Ensure operating temperatures are not exceeded.
Repair schemes are restricted to:

1.
Minimum distance between joints in one cable is 2ft.
2.
No more than 2 joints permitted in every 10ft, (Unless stipulated in AMM)
3.
Maximum joints; runs of 20ft 3, runs of 200ft 5, runs over 200ft 8.
On installation where ever possible observe the following:

All joints must be accessible for visual inspection.
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Joints should be positioned so as not to touch:
1.
One another.
2.
Ducting.
3.
Straps.
4.
Other features.
Joints must if possible be positioned on the outside of the loom.

All fixing attachments must be approved.
Joints must be staggered. If this is not possible then positive separation must be
carried out using insulation or cable clips.
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Figure 26 shows examples of crimping in cable looms as detailed in Fokker 50 Wiring
manual Chapter 20.
DO NOT PUT
CABLE LACING
ON TOP OF
THE SPLICES
DISTRIBUTE SPILCES
IN A CBLE BUNDLE
EVENLY ON THE OUTSIDE
OF THE BUNDLE
2 CM
MINIMUM
3 - PHASE
POWER SUPPLY
CABLE SIZE
AWG 8 OR
LARGER
1 CM
MINIMUM
3 - PHASE
POWER SUPPLY
CABLE SIZE
AWG 8 OR
LARGER
Crimps in cable looms

Figure 26
5.9 TESTING OF CRIMPED JOINTS
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Typically, tensile and voltage drop tests are made on not less than two specimens of
each and every combination of crimp barrel, conductor, tool, die, locator or positioner.
5.9.1 Tensile Test
Each sample shall be tested in a suitable tensile testing machine in which an axial pull
is applied and in which the jaws separate at a steady rate of between one and two
inches per minute. Each specimen shall be tested to destruction and shall not fail
below a minimum load. Examples of loads (and milli-volt drop values) are given in the
table below.
The test samples shall have any insulation grip (if applicable) rendered inoperative by
removing the cable insulation.
Pull off loads, test currents and voltage drop values for copper conductor crimps when
using Milli-volts Specification cable strandings. Ref: MIL-T-7928E. Table 5 details the
pull off loads; test currents and voltage drop values for copper conductor crimps.
Wire Size
Test Current
26
24
22
20
18
16
14
12
10
8
6
4
3
4.5
9
11
16
22
32
41
55
73
101
135
Voltage drop (Max)

Milli-volts
8
8
7
6
5
7
6
5
5
5
5
5
Pull off load

lbs
7
10
15
19
38
50
70
110
150
225
300
400
Table 5
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5.9.2 Voltage Drop Test
A Voltage Drop test, alternatively known as a Milli-volts drop check is performed at
regular intervals to check the electrical integrity of a crimped joint. The appropriate
test current, given on the table on the previous page at an open circuit voltage of not
more than 30V, is passed through the specimen. Milli-volt drop checks are carried out
using test probes between a point adjacent to the forward end of the crimp barrel and
a point on the conductor immediately behind the crimp barrel. The milli-volt drop must
not exceed the figures in the table of examples on the previous page. Figure 31
shows a test arrangement.
Voltage Drop Test
VOLTMETER
mV
CALIBRATED TEST
PROBES & LEADS
DCV
mV
TERMINAL
CONDUCTOR
BUSBAR
INSULATED
BLOCK
Figure 31
5.9.3 Routine Inspection of Crimped Joints
Every crimped joint must be visually inspected for the following:
(a)
Correct combination of cable, tool termination and correct die marks, if

applicable.
(b)
Correct form and location of crimp.
(c)
Adequate insertion of conductor strands in crimp barrel.
(d)
Absence of insulation or other non-conducting material in the crimp barrel.
(e)
Freedom from fracture, flash, rough or sharp edges.
(g)
Absence of damage to the conductor or insulation.
(g)
Insulation properly gripped by insulation crimp if applicable.
5.10 CONNECTOR PIN REMOVAL AND INSERTION
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There is a vast range of electrical connectors used in aircraft electrical/avionics
systems. This section describes a range of plastic removal/insertion tools used to
remove or insert the pins of some connectors.
A typical insertion/extraction tool is shown at Figure 37.
Insertion/Extraction Tool
Figure 37
Plastic insertion and extraction tools were introduced to prevent damage to contact
retaining clips and insert materials, and are colour coded for contact size, i.e. Red,
size 20; Blue, 16 and Yellow 12 and 22. In composite tools the extractor is always
White.
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5.10.1 Instructions For Plastic Tools
Installing (coloured end):
Figure 38a Hold the insertion half of the tool (coloured) between the thumb and
forefinger and lay the wire to be inserted along the slot, leaving about " protruding
from the end of the tool to the crimp barrel of the contact.
Figure 38b Squeeze the wire hard into the tool at the tip, between the thumb and
forefinger, and at the same time, quickly pull the protruding wire with the other hand
away from the tool.
Figure 38c The wire will now have snapped into place. Pull it back through the tool
until the tip seats on the back end of the crimp barrel.
Figure 38d Holding the connector with the rear seal facing you slowly push the
contact straight into the connector seal.
Figure 38e A firm stop will be evident when the contact positively seats in the
connector.
Figure 38
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Removal (White end)
Figure 39a With the rear of the connector facing you, lay the wire of the contact to
be removed along the slot of the removal half (White) of the tool, leaving about "
from the end of the tool to the rear of the connector.
Figure 39b Squeeze the wire hard into the tool between the thumb and forefinger
about "
From the tip and at the same time quickly pull the connector away from the tool with
the other hand.
Figure 39c The wire will now have snapped into place. Slide the tool down over the
wire and into the rear seal and push it slowly into the connector until a positive
resistance is felt. At this time the contact retaining clip is in the unlock position.
Figure 39d Press the wire of the contact to be removed against the serrations of the
plastic tool and pull both the tool and the contact-wire assembly out of the connector.
Caution: Do not tip, spread or rotate the tool while it is in the connector.
Figure 39
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Figure 40A, B shows a comparison of front release and rear release contacts.
PIN
SOCKET
A - REAR RELEASE
PIN
SOCKET
B - FRONT RELEASE
Front/Rear release Contacts
Figure 40
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Figure 41a shows the front release system and 46b shows the front release system.
Rear/Front release System
Figure 41
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5.10.2 Tweezer type insert/extract tools
Figure 42 shows the tweezer type insert/extract tools and their Part No.
C OLO UR
C ON TA CT SIZ E
PA RT N o
YELL OW
12
MS27- 495A12
B LU E
16
MS27- 495A16
R ED
20
MS27- 495A20
B RO WN
22
MS27- 495A22
B LA CK
22D , 22M
MS27- 495A22D or 22M
INSERT TOOL
C OLO UR
C ON TA CT SIZ E
PA RT N o
YELL OW
12
MS27- 495R12
B LU E
16
MS27- 495R16
R ED
20
MS27- 495R20
B RO WN
22
MS27- 495R22
B LA CK
22D , 22M
MS27- 495R22D or 22M
EXTRACT TOOL
Tweezer Type Insert/Extract Tools
Figure 42
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5.10.3 Instructions
5.10.3.1 TO INSTALL CONTACTS:
Open the tool tips by squeezing the handles and the tips around the wire insulation.
Slide the tool along the wire until the tip end butts against the shoulder on the
contact.
Carefully push the contact forward and directly in line with the grommet hole until the
contact is felt to snap into position.
Slide the tool back along the wire insulation until it clears the grommet and remove
the tool from the wire.
5.10.3.2 TO REMOVE CONTACTS:
Open the tool tips sufficiently to place around the wire insulation. Slide the tool down
the wire until the tool tips enter the grommet and come to a positive stop (see Figure
48). A slight increase in resistance will be noticed just before contact.
Holding the tool tips firmly against the positive stop on the contact, grip the wire and
simultaneously remove the tool, contact and wire.
Caution: The tips on the installing and removal tools used on small contacts have
very thin wall sections. This causes them to have sharp edges, which can cut the wire
installation or connector sealing grommet. Do not squeeze, spread, tip to rotate the
tweezers while entering the connector grommet.
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Figure 43 shows the insert/extract operation.
INS E R T TOO L O P E RA TION
E X TR AC T TOO L OP E RA TION
Insert/Extract Tool Operation

Figure 43
5.11 COAXIAL CABLES
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Antennas are connected to most of the radio receivers and transmitters with a special
type of shielded wire called Coaxial Cable. Coaxial cables contain two or more
separate conductors. The inner most conductor may be solid or stranded copper wire,
and may be plain, tinned, silver plated or even gold plated. The remaining conductors
are in the form of tubes, usually of fine braid. The insulation is usually teflon or
polyethylene. Outer coverings or jackets serve to weatherproof the cables and protect
them from fluids, and mechanical and electrical damage. Figure 56 shows a typical
coaxial cable.
SOLID
CENTER
CONDUCTOR
INNER
INSULATOR
OUTER
INSULATOR
JACKET
BRAID OUTER
CONDUCTOR
Coaxial Cable
Figure 56
Coaxial cables have several advantages over standard cables. Firstly, they are
shielded against electrostatic and magnetic fields. An electrostatic field does not
extend beyond the outer conductor and the magnetic fields due to current flow in the
inner and outer conductors cancel each other out. Secondly, since coaxial cables do
not radiate, then likewise they will not pick up any energy or be influenced by
magnetic fields.
Thirdly, coaxial cables have specific values of; impedance,
capacitance
per
unit
length
and
attenuation
per
unit
length.
5.11.1 Coaxial Stripping Procedures
OUTER JACKET Once the outer jacket has been removed, the following should be
checked:
The outer jacket must not be chafed or incised.
The outer jacket must have been cut off flat all round and at right angles to the
longitudinal direction of the cable.
The outer jacket must not be frayed.
The strands of the underlying shield must not be notched or cut off.
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SHIELD After stripping the shield the following must be checked:
The shield must have been cut off evenly all round.
The braiding of the shield must not be damaged.
The underlying dielectric must not be chafed, compressed or incised.
DIELECTRIC After stripping the dielectric the following must be checked:
The dielectric must not be chafed, incised or compressed.
The dielectric must have been cut off flat all round the cable.
The dielectric must not be frayed.
The core wires must not be notched or cut off.
Figure 57 shows the process of stripping a coaxial cable.
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OUTER JACKET
REMOVAL
FRAYED
CHAFED
OR CUT
FLAT &
STRAIGHT
INCORRECT
CORRECT
DAMAGED
UNEVEN
INCORRECT
SHIELD
REMOVAL
CORRECT
COMPRESSED
& INCISED
NOTCHED
INCORRECT
DIELECTRIC
REMOVAL
CORRECT
Coaxial Cable Stripping

Figure 57
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There are a number of sizes and types of coaxial cable used for electronic installation,
and each type must be terminated in a way specified by the manufacturer of the
connectors. BNC connectors are perhaps the most widely used type. Figure 58 shows
the method used in their installation.
CABLE
BRAID
NUT
1/8"
1/8"
1/2"
JACKET
CONTACT
1/8"
BODY
SLEEVE
BNC Coaxial Connector Installation

Figure 58
Referring to Figure 58:
(a)
Fit the nut over the cable and cut the ends of the cable square.
(b)
Remove one half inch of the outer jacket.
(c)
Push the braid back and remove one-eighth inch of the insulation.
(d)
Taper the braid over the end of the insulation.
(e)
Slide the sleeve over the end of the cable; fit the inner shoulder of the sleeve
square against the end of the jacket.
(f)
(g)
Comb the braid back over the taper of the sleeve.

Remove the insulation from the conductor leaving one-eighth inch of the
insulation sticking out beyond the sleeve and one-eighth inch of the conductor
sticking out of the insulation.
Solder the contact to the conductor.
(h)
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(i)
Push the body of the conductor over the contact and the end of the cable.
(j)
Hold
the
cable
and
the
body
5.11.2 Co-axial
and
Cable
screw
the
nut
into
the
body.
Installation.
When installing coaxial cable it is important not to exceed the bend radii.
The
minimum bend radius of coaxial cable should be 10 times the cable diameter. Care
must be taken when installing coaxial cable into looms/bundles and any cable ties
should not be over tightened.
It is not practicable to repair damaged coaxial cable. The cable must be replaced by a
new cable of the same type and length.
5.11.3 Co-axial Cable Testing
If a coaxial cable is damaged (either crushed, pinched or cut), it will effect the
impedance of the cable; this in turn will result in low power transmissions. Measuring
the VSWR on the line will identify the position of the damage. To measure the VSWR
a Time Domain Meter (TDM) is used.
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PAGE
INTENTIONALLY
BLANK
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WIRING PROTECTION TECHNIQUES
6.1 AIRCRAFT WIRING INSTALLATION

Aircraft wiring installation have to be able to withstand extremes of environmental
conditions. This section discusses means of protection and support for electrical
cables
used
in
aircraft.
6.1.1 Wire Installation And Routing
In aircraft there are two groups of wiring that may be installed:
Open Wiring - (Wire Groups, Bundles and Routing).
Conduit - (Mechanical Protection).
6.1.2 Open Wiring
This is where the wires are bundled together and installed with no external protection.
This method is used when there is no great danger of mechanical damage (Chafing,
Rubbing). This type of installation is easy to install and maintain, and is lighter in
weight.
Wires are grouped and tied together in bundles for the neatest and most efficient
routing. No one bundle should carry wires from circuits that would disable both main
and back-up systems. The bundles should be routed so as not to interfere with any of
the controls or moving components. They must be routed where they cannot be
damaged by persons entering or leaving the aircraft or by baggage or cargo moving
over them or resting on them.
Figure 59 shows an example of an Open Wire bundle fitted to an aircraft sidewall.
P CLIPS ATTACHING
BUNDLE TO AIRCRAFT
FRAME
WIRE
BUNDLE
INCH MAXIMUM
WITH NORMAL HAND
PRESSURE
CABLE
BUNDLE
P CLIP
Open Wire Bundle

Figure 59
6.1.3 Made Up Cabling
Cable looms and cabling made up on the bench must be inspected before installation
in the aircraft to verify the following.
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That all cables, fittings, etc have been obtained from an approved source, have been
satisfactorily tested and have not deteriorated in storage or been damaged in
handling.
That all crimped joints and soldered joints have been made in accordance with the
relevant drawings, are clean and sound and insulating materials have not been
damaged by heat etc.
That all connectors and cable looms conform to drawing requirements in respect of
materials, terminations, length, angle of outlets, orientation of contact assemblies,
identification and protection of connections.
That cable-loom binding is secure. That continuity, resistance and insulation tests are
carried out in accordance with drawing requirements.
6.2 INSTALLATION OF ELECTRICAL WIRING

The following paragraphs describe how cables and cable bundles must be installed and
protected. This is a general description and the maintenance manual of the aircraft
you are fitting cables/cable bundles to must be used.
6.2.1 General
The cable bundles must be fixed to the structure with cable clamps without extra
protection.
Note; Gas and fluid lines are not part of the structure.
Use conduits only as a protection for cable bundles.
Install and protect cable bundles in such a way that they are accessible for
inspection and maintenance.
Install and protect cable bundles in such a way as to prevent any form of damage,
such as caused by:
(a)
Touching.
(b)
Chafing.
(c)
Hammering.
(d)
Sliding.
(e)
Kinking.
(f)
High ambient Temperatures.
Cable bundles, including the means for fastening and protection, must be resistant to
the circumstances and substances, which exist in their surroundings.
6.2.2 Installation of Cable Bundles
Assemble the cable to bundles with bundle ties or bundle lacing tape.
To prevent damage to the cable bundles, sufficient space must be kept between
the bundles and the surrounding parts.
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Install cable bundles with a minimum clearance of 1cm (0.4inch) to prevent
chafing against sharp edges.
At least 15cm (6inch) separation is required between cables and lines carrying fuel
or oxygen.
At least 7.5cm (3inch separation is required between cables and control cables.
Maintain a minimum 13mm (0.5inch) separation between cables and water lines,
pitot static lines, etc.
Note; where mechanical support is provided which will prevent the actual contact, the
minimum distance can be reduced to less than 13mm.
Maintain a 5cm (2inch) minimum separation between cables and insulated bleed air
ducts. Provide a mechanical support to prevent any possible contact between the
cable bundle and the insulated bleed-air duct.
6.2.3 Cable Clamps
Metal cable clamps must have a flexible rubber cushion.
Plastic cable clamps must only be used inside the pressure cabin in places where the
load on the clamp is minimal, as in cable trays, panels and Electrical Power Centre
(EPC) areas.
6.2.4 Installation
Make sure that mounting the ends of the flexible rubber cushion are linked
together. This is necessary to prevent the metal of the cable clamps damaging the
cables.
Install the mounting bolt on the top of the clamp.
Make sure that after mounting, the cable clamp fully encloses the cable bundle.
This is necessary to prevent the bundle from sliding in the cable clamp.
Make sure that the maximum outer diameter of the cable bundle does not exceed
the inner diameter of the cable bundle.
Mount the cables at the correct angles.
Lay the cables parallel and tightly together inside the cable clamp.
Ensure the correct distance between clamps is used.
Note; The distance between two cable clamps can vary between 10 to 30 cm (4 12
inch) inside the pressure cabin. This depends on the routing, thickness and stiffness
of the bundle. Figure 60 shows cable clamp spacing.
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30cm
MAX
30cm
MAX
30cm
MAX
Cable Clamp Spacing

Figure 60
6.3 CONDUIT (METALLIC & PVC)

When using conduit for cable bundle protection they must be installed in such a way
that they can not be used as a hand hold, or as a foot rest by passengers or
maintenance personnel. The use of plastic conduit can only be used if the use of
metallic conduits is impossible.
The inner diameter of the conduit must be 25% larger than the maximum outer
diameter of the cable bundle. To prevent damage to the cables, the ends of the
plastic conduits must be provided with adapters. The end of the metallic conduit must
be flared and smooth. Figure 60 shows both metallic and PVC conduit in use on
modern aircraft.
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MINIMUM BEND
RADIUS
(FOUR TIMES
INSIDE
DIAMETER)
CABLE
CONDUIT
CONDUIT
CLAMP
ADAPTOR
INSIDE
DIAMETER
CLAMP
ADAPTOR
NON-METALLIC
CONDUIT
CABLE CLAMP
ON STRUCTURE
NON-METALLIC
CONDUIT
5 cm
MAX
BRACKET
METALLIC
CONDUIT
CABLE
CLAMP
METALLIC
CONDUIT
CLAMP
Metallic & PVC Conduit

Figure 61
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6.3.1 Conduit Drainage
Where tubing is used, a drainage hole 1/8 inch diameter should be made at the lowest
point in the tubing, after this is established. This prevents condensed moisture from
running along the cables and finding its way into the electrical apparatus. When this
is not possible, the cable should incorporate a downward loop immediately after
leaving the apparatus. Where conduits, tubes or ducts are used, they should be
installed so that any moisture accumulating in them will drain away harmlessly, and
the cables used in them should be capable of withstanding such moisture as may be
encountered. Figure 62 shows a drainage hole in the cable conduit.
LINE REPLACEMENT
UNIT (LRU)
CABLE
CONDUIT
DRAIN
HOLE
PLUG
CONNECTION
Conduit Drain Hole

Figure 62
6.3.2 Interference
Cables should be installed so as to reduce electrical interference to a minimum and to
avoid confusion between circuits on different types of services. The spacing between
any aircraft unscreened cable and unscreened radio aerial lead should normally be not
less than 18 inches.
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6.3.3 Protection of Cabling
The cables must be protected from abrasion, mechanical strain and excessive heat
and against fuel, oil etc, water in either liquid or vapour form and from the weather.
Cables should be spaced from the skin of the aircraft by at least half-inch to avoid
damage from the high skin temperatures likely to be reached in the tropics. The
cables should not be run near a hot engine, or other components, unless a cooled air
space or a heat barrier is interposed. Figures 63 and 64 show different methods of
protecting cables.
APPROVED
GROMMET
CABLE
CLAMP
CLEARANCE
1/4 MIN
ANGLE BRACKET
WITH TWO POINT
FASTENING
WIRES LESS
THAN 1/4 FROM
HOLE EDGE
Cable Protection (Bulkhead Hole)

Figure 63
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PLUMBING LINE
ANGLE
BRACKET
1/2 MAXIMUM
WITH NORMAL
HAND PRESSURE
Support Of Cabling
Figure 64
Cables must not be supported on, nor must they be allowed to bear on, sharp edges
such as screw heads or ends, the edges of panels, metal fittings, bulkheads, etc.
Where cables are led through metal fittings or bulkheads, the edges of the holes
through which they pass must be radiused and smoothed and fitted with an insulating
bush or sleeve. Cables which are drawn through holes or tubes must be an easy fit
requiring only a moderate, steady pull, care being taken to keep the cables parallel to
each other and to avoid the formation of kinks which may fracture the conductor.
Conduits, ducts and trays used for carrying cabling should have smooth internal
surfaces. Rigid ducts, etc should be adequately flared at the outlets or bushed with
insulating material.
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6.4 SUPPORT OF CABLING
The cabling must be adequately supported throughout its length, and a sufficient
number of clips or supports must be provided for each run of cables to ensure that the
unsupported lengths will not vibrate unduly, leading to fracture of the conductors, or
failure of the insulation or covering.
Cables must be fitted and clipped so that no tension is applied in any circumstances of
flight, adjustment or maintenance. Loops or slackness will not occur in any position
where they might be caught and strained by normal movement of persons in the
aircraft, or during normal flying, maintenance or adjustment. Figures 65 and 66 show
methods of support.
DANGEROUS ANGLES
45 X
MA
45
MA
X
SAFE ANGLES
Support Of Cabling
Figure 65
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MS 21919 CABLE CLAMPS
Z MEMBER
ANGLE
MEMBER
WIRE PINCHED
IN CLAMP
Support Of Cabling
Figure 66
6.5 CABLE LOOMING WITH TYWRAPS

These are used to tie cable looms and are made of Nylon or PVC. Once wrapped tight
around the loom, they will stay locked, but cannot be unlocked. The inner surfaces are
designed to grip the cable loom and stay in place without slipping. They are also
available in colours for loom identification and coding. Fewer ties are needed in
comparison with normal whipping methods, because of the wide gripping surface of
Tywraps.
NOTE: The locking device in a Tywrap is a metal insert integral with the Tywrap
itself. Experience has shown on some aircraft that over tightening can cause the
metal insert to damage the cable upon which the Tywrap is being used. Some cables
damaged in this way are likely to give rise to dangerous conditions. This being the
case, all plastic Tywraps are being used in some areas.
6.6 HEAT SHRINK TUBING

6.6.1 Introduction
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Heat shrink tubing is available in a variety of sizes and temperature ranges. The
example shown is an extract from the BAe 146 Wiring Manual. This is general
purpose, flexible, heat shrinkable sleeving.
6.6.2 General Characteristics:
Self extinguishing (Raychem Type 1) (Hellermann Type 1) Spec: MIL I 23053B/5
Temperature Range: 55C to + 135C continuous. Up to 300C for short duration
(1 hour).
Shrinking Temperature: Min 121C, Recommended temp 250C - 300C.
Shrink Factor: 50% of supplied diameter.
Fluid Resistance: Skydrol 500. Kerosene, Hydraulic fluid.
Colours: Yellow, Black, Red, White, and Blue.
Length: Four feet lengths.
Notes:
1. Select the largest size, which will snugly fit the item to be covered.
2. Wall thickness will be less if recovery is restricted during shrinking.
Std
Code
Supplied
Dia
001
002
003
004
005
006
007
008
009
010
011
012
013
014
inch
0.046
0.063
0.093
0.125
0.187
0.250
0.375
0.500
0.750
1.000
1.500
2.000
3.000
4.000
Wall
After
Shrinking Dia Thickness
(Nominal)`
inch
inch
0.023
.016
0.031
.017
0.046
.020
0.062
.020
0.093
.020
0.125
.025
0.187
.025
0.250
.025
0.375
.030
0.500
.035
0.750
.040
1.000
.045
1.500
.050
2.000
.055
Part No & Ordering information

Hellermann
Raychem
RNF100 Type 1
FP301-1
3/64"
1/16"
3/32"
1/8"
3/16"
1/4"
3/8"
1/2"
3/4"
1"
1"
2"
3"
4"
Yellow
Yellow
Yellow
Yellow
Yellow
Yellow
Yellow
Yellow
Yellow
Yellow
Yellow
Yellow
Yellow
Yellow
SFM12 Yellow
SFM16 Yellow
SFM24 Yellow
SFM32 Yellow
SFM48 Yellow
SFM64 Yellow
SFM95 Yellow
SFM127 Yellow
SFM190 Yellow
SFM254 Yellow
SFM381 Yellow
SFM508 Yellow
SFM762 Yellow
SFM1016Yellow
Table 7
6.6.3 Thermoguns
Thermoguns are needed for the shrinkage of the sleeves. The following is a list and
description of various equipment.
THERMOGUN MODEL No 1502A
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Description:
Details of electrical supply
stamped on gun body.
Self-contained
motor heater and turbine, i.e., no separate
air supply is required. Four temperature
Page 6-11

settings, Nos 1, 2, 3 and 4. Recommended
Use: General purpose.
THERMOGUN MODEL No 1509
(900W)
Description: Similar to Model

1502A temperature (max) 480C.
THERMOGUN MODEL No 1511

(1100W)
Description: Similar to Model 1509

temperature (max) 590C.
THERMOGUN MODEL No CV1980

(1200W) (Part No 989540)
Description: Similar to Model 1511

except for barrel design. Temperature
(max) with air regulator closed 630C.
THERMOPISTOL MODEL 35L
Description:
marked on pistol. Separate controlled air
supply necessary. Low temperature model,
green handle for identification purposes.
Temperature ranges 150C - 300C.
Recommended use:
General purpose for small sleeves and small
parts.
Not preferred for solder sleeves and high
temperature sleeves.
THERMOPISTOL MODEL P50H
Description:
marked on pistol. Separate controlled air
supply necessary.
High temperature
model, yellow handle for identification
purposes.
Temperature range: 240C - 400C.
Recommended use:
Preferred for high temperature sleeves and
solders sleeves.
MINI-GUN CV5302 (680W)

(Part No 991831)
Temperature range
without reflector
175C
With PR25 reflector 340C
MINI-GUN CV5720 (700W)

(Part No 991608)
Temperature range
without reflector
240C
with PR25 reflector 430C
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6.6.4 Reflectors for use with Thermoguns
Figure 67 shows different reflectors.
Thermogun Reflectors
Figure 67
REFLECTOR PR13C
Recommended Use: For smaller sizes of all types of sleeve and solder sleeves.
REFLECTOR PR24
Recommended Use: For molded parts and tubes up to 1 in supplied bore.
REFLECTOR PR25
Recommended Use: For low temperature solder sleeves and smaller products.
REFLECTOR PR26
Recommended Use: For miniature solder sleeve terminations and small products.
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ELECTRICAL CONTROL & PROTERCTIVE DEVICES
7.1 SWITCHES
7.1.1 Basic Description of Switch
A switch can be defined as a device for closing or opening an electric circuit. It usually
consists of one or more pairs of contacts, made of metal or a metal alloy, through
which an electric current can flow when the contacts are closed. The switches can be
manually operated, electrically operated, or electronically operated. The manual switch
is usually operated by either a lever or a push button. Electrically operated switches
are generally called relays or solenoids. An electronically operated switch utilizes a
transistor or integrated circuit to control the current flow through a circuit. The
"switch" is turned on or off by means of an electric signal applied to the transistor or
integrated circuit.
To be suitable for continued use, a switch must have contacts that are capable of
withstanding thousands of cycles of operation without appreciable deterioration due to
arcing or wear. The contacts are usually made of special alloys that are resistant to
burning or corrosion. The operating mechanism of a switch must be ruggedly
constructed so it will not fail owing to wear or load stresses. For aircraft use, a switch
must be of a type and design approved by appropriate governmental agencies and by
the manufacturer of the aircraft.
The type of electrical load that a switch is required to control will determine to some
extent the type and capacity of switch to be employed in a circuit. Some electric
circuits will have a high surge of current when first connected, and then the current
flow will decrease to the normal operating level. This is typical of circuits for
incandescent lamps or electric motors. An incandescent lamp will draw a high current
while the filament of the lamp is cold. The resistance of the filament increases several
fold as the temperature reaches maximum; hence the current is reduced at this time.
The switch for an in-candescent-lamp circuit must be able to carry the high starting
current without damage.
An electric motor will draw a high current during starting because of the extra torque
required for initial rotation. The countervoltage of the armature is also weak during
initial motor starting. When the motor reaches normal operating speed, the
countervoltage increases and opposes the applied voltage, substantially reducing
current flow.
Inductive circuits, those which include electromagnetic coils of various types, have a
momentary high voltage at the time the circuit is broken. This high voltage causes a
strong arc to occur at the switch contacts. It is apparent from the foregoing discussion
that a switch must be able to carry a greater load than the nominal running load of
the circuit in which it is installed. Accordingly, derating factors are applied in
determining the capacity of a switch for a particular installation. The derating factor is
a multiplier that is used to establish the capacity a switch should have in order to
control a particular type of circuit without damage. For example, if an incandescentlamp circuit operates continuously at 5 A in a 24- V system, the capacity of the switch
should be 40 A because the derating factor is 8. That is, the surge current for the
lamp circuit can be almost eight times the steady operating current. Table 6-1 gives
the derating factors for aircraft switches in various types of dc circuits.
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The installation of a switch should be in accordance with a standard practice so the

operator will always tend to move the switch lever in the correct direction for any
particular operation.
Switches should always be installed in panels so the lever will be moved up or
forward to turn the circuit on.
Switches that operate movable parts of the aircraft should be installed so the
switch lever is moved in same direction that the aircraft part will be moved.
Switches are designed with varying numbers of contacts to make them suitable for
controlling one or more electric circuits. The switch used to open and close a single
circuit is called a single-pole single-throw (SPST) switch. A switch designed to turn two
circuits on and off with a single lever is called a two-pole, or double-pole, single-throw
(DPST) switch. A switch designed to route current to either of two separate circuits is
called a double-throw switch. Schematic diagrams of several different types of
switches are shown in Figure 6-1. Double-throw switches can be designed with or
without a center OFF position. The switch's OFF position disconnects the pole from
both throws. A three-position switch (one containing a center OFF position) would be
used when it is necessary to eonnect a wire to a choice of two circuits or disconnect it
from both. A two-position switch would be used when the circuit must always be
connected to either of the two throws. Two-position DPDT switches contain no OFF position. When installing any switch, be sure it is capable of controlling the circuit
properly. The schematic symbols for a switch are not always consistent among
manufacturers. As illustrated in Figure 6-1, more than one type of symbol may be
used to represent a given switch configuration.
Switches are available in several different configurations. Toggle, rotary, micro,
rocker, and electromagnetic switches are each designed for a specific application.
Figure 6- 2 illustrates several switch types. Toggle or rocker switches are used to
control most of the aircraft's electrical components. In situations where one contact
must be connected to a choice of more than two circuits, a rotary switch is usually
employed. Rotary switches are commonly found on radio control panels.
FIGURE 6-2 Typical switch designs. (a) Rocker switch; (b) microswitch; (c) toggle
switch; (d) rotary switch. (GC Electronics)
Microswitches require very little pressure applied to the actuator in order to move the
switch's internal contacts. All microswitches are spring-loaded; therefore, once the
external pressure is removed from the actuator, the electrical contacts will return to
their normal position. The normal position of any spring-loaded switch is defined by
the position of the contact points when there is no external force acting upon the
switch actuator. Spring-loaded switches can be either normally open or normally
closed. The contact points of a normally open switch are disconnected (open) until
pressure is applied to the switch-actuating mechanism. If pressure is applied to the
switch's actuator, the contact points connect (close). A normally closed switch
contains closed contact points when there is no force applied to the switch actuator,
and open points when a force is applied.
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Microswitches are often SPDT or DPDT. This allows the switch to be used in several
different configurations. As illustrated in Figure 6-3, the pole of a microswitch is
labeled "c" for common, and the throws are labeled "NC" for normally closed and "NO"
for normally open. For example, a circuit that is needed to turn on a light when
pressure is applied to the switch would be connected to the C and NO terminals. If the
light must turn off when pressure is applied to the switch, the C and NC terminals
would be used. Microswitches are usee chiefly for detecting the position or limit of a
moving compo nent; therefore, they are often referred to as limit switches Landing
gear, flaps, speed breaks, spoilers, and other movin: components may all contain
some type of micros witch (lim' switch) to ensure proper positioning
Electromagnetic switches are called relays or solenoids. These switches use an electromagnet to move one or more sets of switch contacts. The power to engage the
electromagnet is controlled through a separate switch or an electronic control unit
typically located in a different part of the aircraft. Relays and solenoids are springloaded switches; therefore, their contacts are designated as normally open, normally
closed, and common, as seen in Figure 6-4.
FIGURE 6--4 Electromagnetic switches

Solenoids and relays may also be designated by their duty cycle (continuous or
intermittent). A solenoid designed to operate for 2 min or less is considered
intermittent-duty. A solenoid designed to be left in the activated position for longer
than 2 min is a continuous-duty solenoid. If an intermittent-duty solenoid or relay is
left in the activated position for too long, it will most likely overheat and fail.
Proximity sensors are a type of electronic switch with no moving contact points. They
are used in conjunction with electronic circuitry to detect the position of various
moving components on the aircraft, such as flaps and landing gear. On many hightech aircraft, proximity sensors have replaced microswitches, since they are
considered more reliable. Proximity sensors are discussed in Chapter 13.
Lighted push-button switches are found on many modem aircraft instrument panels.
Each of these switches displays a lighted description (legend) of the circuit it controls
(see Figure 6-5). The flight crew can easily identify switches and determine the status
of a circuit by the description on the front of the switch. Typically, the legends can be
lit in two different configurations. This allows the aircraft designer to choose different
colors for various operating modes of a circuit.
As shown in Figure 6-5, these switches are constructed of two basic units: the switch
assembly and the lighted push button. The switch assembly comes in one of various
configurations such as momentary contact or continuous contact. The lighted push
button contains up to four lightbulbs to provide redundancy for the legends. This type
of switch is typically designed to work in conjunction with computerized equipment;
therefore, the contacts carry relatively small current flows. The electrical connections
on the rear of the switch are typically soldered to their associated conductors.
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FIGURE 6-5 A typical lighted push-button switch & its assembly

7.1.2 Switch Removal & Installation
A.
Reference Materials
At least the following manual/materials are essential while replacing aircraft protective
devices.
Maintenance manual that shows how to supply electrical power
Wiring Diagram
Manual and how to remove electrical Power
Wiring Diagram Manual
B.
Location Zones
In removing a device, the zone and specific location area of each device should be
identified from the manuals specified above.
C.
Prepare for Removal

(1) Open the relevant circuit breakers and install safety tags to protect it from
accidental closing by other personnel.
7.1.2.1 SWITCH REMOVAL PROCEDURES

(2) Do these steps to remove the protective devices.
(a) Remove the screws to the panel below the switch.
(b) Remove the panel, the cap, the nut and lock washer.
(c) Disconnect the wires from the protective device.
(d) Finally remove the protective switch.
7.1.2.2 SWITCH INSTALLATION PROCEDURES
(1) Do these steps to install the new protective devices.
(a) Remove the nut and lock washer from the new switch.
(b) Connect the wires to the protective Device.
(c) Place the new device in its position.
(d) Install the lock washer and nut.
(e) Tighten the nut and Install the cap.
(2) Make sure electrical power is supplied to the airplane. If not follow supply
power per the maintenance manuals of that particular aircraft.
(3) Remove the safety tag and close the applicable circuit breaker.
(4) Do a test of the new device:
(a) Set the system in which the protective device is replaced in a test mode
per its testing procedure referred from maintenance manuals.
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(b) Make sure that the system is operating properly.
(c) Set the switch to the off position.
(5) Put the Airplane Back to Its Usual Condition
(a) If electrical power is not necessary, then do this task: Remove Electrical
Power per the maintenance manual of that particular aircraft.
7.2 CIRCUIT PROTECTION DEVICES

A common cause of circuit failure is called a Short Circuit. A short circuit exists
when an accidental contact between conductors allows the current to return to the
source through a short, low-resistance path as shown in Figure 3.112.
SHORT
HIGH
CURRENT
FLOW
LOAD
Figure 3.112A Short Circuit

If the current flow caused by a short circuit at some section of a cable is left
unchecked, the heat generated in the cable will continue to increase until something
gives way. A portion of the cable may melt, thereby opening the circuit so that the
only damage done would be to the cable involved. However, there is a probability
that much greater damage would result; heat could char and burn the cable insulation
and that of other cables within the loom, and so causing more short circuits and
setting the stage for an electrical fire.
This failure is prevented by making sure that all insulation on the wires is in good
condition and strong enough to withstand the voltage of the power source.
Furthermore, all wiring should be properly secured with insulating clamps or other
devices so that they cannot rub against any structure and wear through the insulation.
To further protect the circuits the installation of protective devices, such as Fuses
and Circuit Breakers are used.
7.2.1 Fuses & Current Limiters
7.2.1.1 FUSES
A fuse is a thermal device designed primarily to protect the cables of a circuit against
the flow of short-circuits and overloads currents. In its basic form, a fuse consists of a
low melting point fusible element or link, enclosed in a glass or ceramic casing. This
casing not only protects the element, but also localizes any flash, which may occur
when Fusing. The link or fusible element is made of either:
1. Lead.
2. Lead/Tin.
3. Tin/Bismuth.
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Or some other low melting temperature alloy. When the current flowing through a
fuse exceeds the capacity of the fuse, the metal strip melts and breaks the circuit.
The strip must have low resistance, and yet it must melt at a comparatively low
temperature. When the strip melts, it should not give off any vapor or gas that will
serve as a good conductor, because this would create an arc between the melted ends
of the strip. The metal or alloy used must be of a type that reduces the tendency
towards arcing.
Fuses are generally enclosed in glass or some other heat-resistant insulating material
to prevent an arc from causing damage to electrical equipment or other parts of the
aircraft. Fuses in aircraft are classified as:
1. Cartridge Type.
2. Plug-in Type.
3. Clip Type.
All types are easily inspected, removed and replaced.
7.2.1.2 CURRENT LIMITERS
Current Limiters are essentially a Slow-blow fuse. That is, when the circuit becomes
overloaded, there is a short delay before the metal links melts and disconnects the
circuit. This is because the link is made of copper, which has a higher melting point
than the alloys used in other types of fuse. The current limiter will carry more than its
rated capacity and will also carry a heavy overload for a short time. They are
designed to be used in heavy-power circuits where loads may occur of such a short
duration that they will not damage the circuit or equipment. The capacity of a current
limiter for any circuit is so selected that the current limiter will always interrupt the
circuit before an overload has had time to cause damage.
Figure 3.113 shows some typical aircraft fuses and current limiters.
LIGHT DUTY
FUSES
FUSE HOLDER
FUSIBLE
ELEMENT
TERMINALS
HEAVY DUTY
FUSES
CURRENT LIMITER
Figure 3.113 Typical Aircraft fuses & current limiters
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7.2.2 Relays & Circuit Breakers
7.2.2.1 CIRCUIT BREAKERS
Circuit breakers, unlike fuses or current limiters, isolate faulted circuits and
equipments by means of a mechanical trip device actuated by a bi-metallic element
through which the current passes to a switch unit. Figure 3.114 shows two types of
circuit breakers found on aircraft.
They are used for the protection of cables and components and, since they can be
reset after clearance of a fault, they avoid some of the replacement problems
associated with fuses and current limiters. Furthermore, close tolerance trip time
characteristics are possible because the manufacturer, to suit the current ratings of
the element, may adjust the linkage between the bi-metallic element and the trip
mechanism.
TYPICAL
CIRCUIT BREAKER
CIRCUIT BREAKER
WITH A MANUAL TRIP
BUTTON
Figure 3.114 Circuit Breakers
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The mechanism is of the Trip-Free type; i.e. it will not allow the contacts of the
switch unit to be held closed while fault current exists in the circuit. The design and
construction of circuit breakers varies, but in general they consist of three main
assemblies:
1. A Bi-metallic element.
2. A contact type switch unit.
3. A mechanical latching mechanism.
A push-pull button is also provided for manual resetting after thermal tripping has
occurred, and for manual tripping when required to switch off the supply to a circuit or
system. The construction and operation of a circuit breaker is shown in Figure 3.115.
PUSH-PULL
BUTTON
CONTROL
SPRING TRIPS
MAIN CONTACT
MAIN
CONTACT
CONTROL
SPRING
LATCH
MECHANISM
OPERATES
THERMAL
ELEMENT
THERMAL
ELEMENT
OPENS
LATCH
MECHANISM
LOAD
SUPPLY
CLOSED CONDITION
TRIPPED CONDITION
Figure 3.115 Circuit Breaker Operation

In the closed position; current passes through the switch unit contacts and the
thermal element, which in thus carries the full current supplied to the load being
protected. At normal current values, heat is produced in the thermal element, but is
radiated away fairly quickly, and after an initial rise in temperature remains constant.
If the current should exceed the normal operating value due to a short circuit, the
temperature of the thermal element starts to rise and becomes distorted. This
distortion will eventually become enough to release the latch mechanism, allowing the
control spring to open the main contact, thus isolating the load from the main supply.
At the same time the push-pull button extends, exposing a white band to indicate that
the circuit breaker has operated.
After the circuit breaker has tripped, the distorted thermal element starts to cool down
and reverts to its original state. Once the fault causing the trip has been rectified, the
circuit can then be reset using the push-pull button.
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In a three-phase a.c. circuit, triple-pole circuit breakers are used, and their
mechanisms are so arranged that in the event of a fault current in any one or all three
of the phases, all three poles will trip simultaneously. Similar tripping will take place
should an unbalanced phase condition develop as a result of a phase becoming Opencircuited. The three trip mechanisms actuate a common push-pull button.
Requirements for Circuit-Protection Devices
Circuit breakers and fuses should in all cases protect the in the circuit from overload
and should be located as close as possible to the source bus. Remember that a bus is
a metal strip to which a power supply is connected and from which other circuits
receive power for operation. A bus is fitted with connection points to which the wire
terminals are secured.
A circuit breaker or fuse should open the circuit before wire becomes heated
sufficiently to emit smoke. The time current characteristic of the protective device
should therefore be below that of the associated wire, with the result, of course, that
the circuit protector will open the circuit before the wire is damaged. The term timecurrent refers to the product of multiplying the amount of current by the time during
which it flows. In order to obtain maximum protection of the connected equipment,
the characteristics of the protector should match as closely as possible those
connected wire.
If the actual conditions of an installation deviate materially from those stated, a rating
above or below the value recommended may be justified. For example, a wire run
individually in the open air may possibly be protected by a circuit breaker of the next
higher rating rather than that shown on the chart. In general, the chart is
conservative for all ordinary aircraft electric installations.
All resettable circuit breakers should be designed to open the circuit regardless of the
position of the operating control when an overload or circuit fault exists. Such circuit
breakers are described as trip-free. One cannot manually override a trip-free circuit
breaker if the circuit fault still exists. Automatic-reset circuit breakers, which reset
themselves periodically, should not be used as aircraft circuit protectors.
7.2.2.2 OVERVOLTAGE PROTECTION RELAY
Overvoltage is a condition which could arise in a generating system in the event of a
fault in the field excitation circuit, i.e. internal grounding of the filed windings or an
open-circuit in the voltage regulator sensing lines. Devices are therefore necessary to
protect consumer equipment against voltages higher than those at which they are
normally designed to operate.
The methods used vary between aircraft systems and also on whether they supply
D.C. or A.C. Figure 3.118 shows an overvoltage relay method of protection for a D.C.
system.
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R
A
B
S
U
B
.
C
.
D
R
O
T
EC
IN E
L N
N
O
C
T
N
U
H
S
G
IN L
S IO
NC
E
S
D
L
E
I
F
N
E
G
E
G
A
T
L Y
OA
VL
E
RR
E
V
O
EG
G IN L
A I
S
T
L NO
C
OE
VS
R
EO
GT
A
A
L
T
L U
OG
VE
R
Operation
Figure 3.118 Overvoltage Relay
The relay consists of a number of contacts connected in all essential circuits of the
generator system, and mechanically coupled to a latching mechanism.
The
mechanism is electromagnetically controlled by a sensing coil and armature assembly,
the coil being connected in the generators shunt field circuit and in series with a
resistor, the resistance of which decreases and the current through it is increased.
Under normal regulated voltage conditions, the sensing coil circuit resistance is high
enough to prevent generator shunt-field current from releasing the relay latch
mechanism, and so the contacts remain closed and the generator remains connected
to the busbar. If an open circuit occurs in the regulator voltage coil sensing line,
shunt field current will increase. Because of the inverse characteristics of the relay
sensing coil resistor, the electromagnetic field set up by the coil causes the latch
mechanism to release all the relay contacts to the open position, thereby isolating the
system from the busbar.
After the fault has been cleared, the contacts are reset by depressing the push button.
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7.2.3 Protective Devices - Removal & Installation

A. Installation of a Terminal on a Circuit Breaker
NOTE: When a terminal, with a hole that is larger than the hole of the circuit breaker
terminal, is attached to a circuit breaker:
A pressure washer is installed between the terminal and the lock washer
The pressure washer should have a hole that is the same size as the hole of the
circuit breaker terminal; for example, an AN960-8 pressure washer is used
when a size 10 terminal is attached to size 8 circuit breaker terminal.
B.
Installation of Copper Terminals
CAUTION: DO NOT USE ANODIZED WASHERS, DYED WASHERS, OR STEEL WASHERS

ON THE STUD OR FASTENER BETWEEN THE WIRE TERMINAL AND THE EQUIPMENT
SURFACE OR THE TERMINAL BOARD. UNSATISFACTORY PERFORMANCE OF THE
ELECTRICAL CONNECTION OCCURS.
NOTE: Copper terminals are attached to:
Either brass studs or brass screws with tin plated brass nuts
Either steel studs or steel screws with self-locking steel nuts.

(1) To install a single terminal on a stud, refer figure below.
(a) Put the terminal on the stud.
(b) Put washers on the stud in correct order as shown below.
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(2) To install more than one terminal on the same stud.

(a) Put the terminals on the stud so that the terminals with the larger holes are
nearer to the bottom of the stud. Make sure that the bottom face and the top
face of the adjacent terminals are parallel.
(b) Put AN961-( ) spacer washers between adjacent terminals when more than one
terminal is installed. Refer to the above figure.
NOTE: A maximum of 4 terminals can be installed on 1 stud.
CAUTION: DO NOT USE ANODIZED WASHERS, DYED WASHERS, OR STEEL
WASHERS BETWEEN ADJACENT TERMINALS.
(c) Put washers on the stud in correct order as shown above.
(3) Put the nut on the stud.

(4) Torque the nut. Refer to Table.
If the torque value is not specified in Table for the terminal hardware, make sure that:
The lock washer is fully compressed
The terminal does not move on the stud.
7.3 ELECTRICAL POWER DISTRIBUTION COMPONENTS

A simple power distribution system consists of a basic copper conductor, called a bus
bar or bus. The bus is a conductor designed to carry and distribute the entire electrical
to individual users. Each electric power user is connected to the bus through a fuse or
circuit breaker.
7.3.1 Busbars
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In most types of aircraft, the output from the generating sources are coupled to one
or more low impedance conductors referred to as Busbars. These are usually
situated in junction boxes or distribution panels located at central points within the
aircraft, and they provide a convenient means for connecting positive supplies to the
various consumer circuits.
Busbars vary in form dependent on the methods to be adopted in meeting the
electrical power requirements of a particular aircraft type. In a very simple system a
busbar can take the form of a strip of interlinked terminals while in more complex
systems main busbars are thick metal (usually copper) strips or rods to which input
and output supplies are connected. The strips or rods are insulated from the main
structure and are normally provided with some form of protective covering.
7.3.1.1 BUSBAR SYSTEMS
The function of a distribution system is prmarily a simple one, but it is complicated by
having to meet additional requirments which concern a power source, or a power
consumer system operating either separately or collectively, under abnormal
conditions. The requiremnets and abnormal conditions may be considered in relation
to three main areas, which are as follows.
1.
Power-consuming equipment must not be deprived of power in the event of

power source failure unless total power demands exceeds the available supply.
2.
Faults on the distribution system (i.e. fault currents, grounding of busbars)

should have the minimum effect on the system function, and should constitute
minimum possible fire risk.
3.
Power-consuming equipment faults must not endanger the supply of power to

other equipment.
These requirements are met in a combined manner by paralleling generators where

appropriate, by providing adequate circuit protection devices, and by arranging for
faulted generators to be isolated from the distribution system. Most distribution
systems are so arranged that they may be fed from a number of different power
sources. In adopting this arrangement it is usual to categorise all consumer services
into their order of importance. The categories are:
1.
Vital Services (Hot Battery Busbar).
2.
Essential Services.
3.
Non-Essential Services.
Vital Services; are those which would be required after an emergency wheels-up
landing, e.g. emergency lighting and crash switch operation of fire extinguishers.
These services are connected directly to the battery.
Essential Services; are those required to ensure safe flight in an in-flight emergency
situation. They are connected to D.C. and A.C. busbars, as appropriate, and in such a
way that they can always be supplied from a generator or from batteries.
Non-Essential Services; are those which can be isolated in an in-flight emergency
for load shedding purposes, and are connected to D.C. and A.C. busbars, as
appropriate, supplied from a generator.
Figure 3.47 shows a typical two D.C. generator distribution system.
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GEN
No 1
No 2
INVERTER
GEN
No 2
No 3
INVERTER
NON-ESSENTIAL
A.C. CONSUMERS
No 2
BUSBAR
No 1
BUSBAR
NON-ESSENTIAL
D.C. CONSUMERS
NON-ESSENTIAL
D.C. CONSUMERS
BATTERY
BUSBAR
No 1
INVERTER
VITAL D.C.
CONSUMERS
ESSENTIAL
A.C. CONSUMERS
ESSENTIAL BUSBAR
ESSENTIAL
D.C. CONSUMERS
Figure 3.47 Two D.C. Generator Distribution System

In figure 3.47, the power supplies are 28v D.C. from two engine driven generators
operating in parallel, 115v A.C. 400 Hz A.C. from rotary inverters, and 28v D.C. from
the batteries. Each generator has its own busbar to which are connected the Nonessential consumer services. Both busbars are in turn connected to a single busbar,
which supplies power to the Essential consumer services.
With both generators operating, all consumer services are supplied with power. The
essential busbar is also connected to the battery busbar ensuring that the batteries
are maintained in the charged condition. In the event that one generator should fail it
is automatically isolated from its respective busbar and all busbar loads are taken over
by the operative generator.
Should both generators fail, the non-essential services are no longer provided with
power, the batteries automatically supply power to the essential busbar to supply the
essential services (A.C. essential services via the No inverter). The batteries will
maintain the essential busbar for a period calculated on consumer load requirements
and the battery states of charge.
7.3.2 Generator Feeder Lines
Figure 3.79 shows the routing of the feeder lines from the main generators and the
APU generators.
At the wing/fuselage junction, the lines pass through sealed
connectors into the underfloor area.
All lines are then routed through an
electrical/electronics compartment. Those from the main generators pass through
sealed connectors into unpressurised nosewheel well to connect up with the generator
breakers.
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TO LOAD
BUSBARS
P6 PANEL
APU
GENERATOR
BREAKER
LINE CURRENT
TRANSFORMER
ENGINE/WING
DISCONNECT
No 1
GENERATOR
BREAKER
No 2
GENERATOR
BREAKER
ENGINE/WING
DISCONNECT
CSD/GENERATOR
NUMBER 1
CSD/GENERATOR
NUMBER 2
FROM APU
GENERATOR
Figure 3.79 Generator feeder Lines B737

The feeder lines from the APU generators are connected to its breaker located above
floor level within a special compartment (P6) on the flight deck to the rear of the First
Officers position. This compartment contains most of the A.C. and D.C. busbars, bustie breakers, and voltage control and protection units for all three generators and an
external power control unit.
7.3.3 Voltage & Current Transformers
A transformer is a device for converting A.C. at one frequency and voltage to an A.C.
at the same frequency but at another voltage level. It consists of three main parts:
1. An Iron Core: provides a circuit of low reluctance for an alternating magnetic field.
2. A Primary Winding: connected to the main power source.
3. A Secondary Winding: which receives electrical energy by mutual induction from
the primary winding and delivers it to the secondary circuit.
There are two classes of transformers:
1. Voltage or Power transformers.
2. Current Transformers.
Voltage transformers are connected so that the primary windings are in parallel with
the supply voltage, in the current transformers, the primary windings are connected in
series with the supply voltage. These transformers may be single phase or threephase devices. Transformers for three-phase circuits can be connected in one of
several combinations of star and delta connections depending on the requirements for
the transformer.
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When the star connection is used in a three-phase transformer for the operation of
three-phase equipment, the transformer may be connected as a three-phase system.
If a single phase load has to be powered from a three-phase supply it is sometimes
difficult to keep them balanced, itr is therefore essential to provide a neutral wire so
that connections of the loads may be made between this and any one of the threephase lines. Figure 3.67 & 3.68 show transformer connections.
S T A R -W O U N D
P R IM A R Y
D E L T A -W O U N D
P R IM A R Y
S TA R - D E L T A
C O N N E C TIO N
Figure 3.67 Transformer Three-Phase To Three-Phase Supplies
S TAR CO NNECT IO N
THREE-W IRE
STAR CO NNECTIO N
FO UR-W IRE
Figure 3.68 Transformer Three-Phase To Single-Phase Supply

Transformer Ratings
Transformers are usually rated in Volt/Amperes or Kilovolt/Amperes. The difference
between the output terminal voltages at full load and no-load, with a constant input
voltage is called the regulation of the transformer.
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As in the case of an A.C. generator, regulation is expressed as a percentage of the full
load voltage, and depend not only on actual losses (i.e. eddy current, magnetic
leakage and hysteresis losses), but also on the power factor of the load. Thus, an
inductive load, i.e. on having a lagging power factor, will give rise to a high
percentage regulation, while with a capacitive load, i.e. one having a leading power
factor, the regulation may be a negative quality giving a higher output voltage on full
load then on no-load.
Changes in power supply frequency, or the connection of a transformers supply whose
frequency differs from that for which the transformer was designed, has a noticeable
effect on its operation. This is due to the fact that the resistance of the primary
windings is so low that they may be considered to be a purely inductive circuit.
If the frequency is reduced at a constant value of voltage, then the current will rise.
The increased current will in turn bring the transformer core nearer to magnetic
saturation and this decreases the effective value of inductance leading to still larger
current. Thus, if a transformer is used at a frequency lower that that for which it was
designed, there is a risk of excessive heat generation at the primary windings and
subsequent burn out.
On the other hand, a transformer designed for low frequency can be used with higher
frequencies, since in this case the primary current will be reduced.
7.4 REMOVAL & INSTALLATION OF SENSORS & MINOR COMPONENTS

7.4.1 Preparing for Removal and Installation
Working on a high voltage electrical/electronic system presents hazards such as:
Electrical shock on contact with energized wiring
Short
circuits
caused
by
metal
tools
dropped
across
electrical
connections/conductors
Explosions caused by electrical sparks in the presence of flammable vapors.
Working on fiber optic systems presents additional hazards such as: Damage
to eyes or skin caused by exposure to invisible fiber optic laser light.
Assessment of existing conditions, good judgement and common sense must be
exercised by airline personnel.
A. Before Maintenance Work Starts
To prevent injury to personnel and damage to equipment during maintenance
operations on electrically operated equipment, or while performing maintenance on
one or more parts of the electrical/electronic systems, use these safety practices:
(1) Identify the system that maintenance work is to be done on.
(2) Open circuit breakers and switches to make sure that power has been cut off
from system components.
(3) Put this Warning Tag on the circuit breakers:
WARNING: DO NOT CLOSE THIS CIRCUIT BREAKER. THIS CIRCUIT BREAKER
MUST REMAIN OPEN UNTIL COMPLETION OF MAINTENANCE WORK.
(4) To make sure that a circuit breaker will remain open, install a circuit breaker
collar.
(5) Put this Warning Tag on the switches:
WARNING: DO NOT MOVE THIS SWITCH FROM THE OFF POSITION
UNTIL MAINTENANCE WORK HAS BEEN COMPLETED.
B. After Maintenance Work Ends
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(1) Make sure that all switches and controls are in a position that prevents the
accidental operation of a component.
(2) Remove the warning tags and close the circuit breakers and switches that
were opened before the work started.
(3) Energize the system.
(4) Perform the required operational checks.
(5) When the checks have been satisfactorily completed, return the switches and
controls to their normal shutdown positions.
(6) Before removing the external power connector at the external power panel,
make sure that the external power source is switched off.
WARNING: BEFORE YOU REMOVE THE EXTERNAL POWER CONNECTOR,
MAKE SURE THAT THE EXTERNAL POWER SOURCE IS SWITCHED OFF.
FAILURE TO TURN OFF THE EXTERNAL POWER SOURCE CAN CAUSE
INJURY TO PERSONNEL AND DAMAGE TO EQUIPMENT.
C. Circuit Breaker Reset
When a circuit breaker trips or opens, do not attempt to reset or close the
breaker until the discrepancy or malfunction that caused the breaker to trip or
open has been determined and corrected.
WARNING: DO NOT RESET A TRIPPED CIRCUIT BREAKER UNTIL YOU KNOW
THE CAUSE OF THE TRIPPED CIRCUIT BREAKER AND YOU KNOW THAT THE
CIRCUIT BREAKER CAN BE SAFELY RESET. DAMAGE TO THE AIRPLANE AND
INJURY TO THE PERSON CAN OCCUR.
7.4.2 Aircraft Minor Components -Removal & Installation
Aircraft components here mean to include Transformer, Sensors, Amplifiers,
Potentiometers and any other minor components related to the above mentioned
components.
General
A. This procedure has these tasks:
(1) A removal of the component unit.
(2) An installation of the component unit.
B. The removal and installation procedures are usually the same for all of the units.
7.4.2.1 COMPONENT/UNIT REMOVAL
A. General
(1) There are a number of component units in the Electrical Power System.
B. References
Appropriate procedures will be found from the aviation Maintenance manual of that
specific aircraft.
C. Location
(1) Identify the location zones and area using the maintenance manual.
(2) Identify the Access Panels to be removed to get into the unit.
D. Prepare for the Removal
(1) Open the access panels following correct procedures on the maintenance
manual.
(2) Before you remove component unit, do this step:
(a) Open the relevant circuit breaker and install safety tag:
E. Component Unit/Box Removal Procedure
(1) Open the applicable circuit breakers to remove electrical power.
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CAUTION: DO NOT TOUCH THE BOX BEFORE YOU DO THE PROCEDURE FOR
DEVICES
THAT
ARE
SENSITIVE
TO
ELECTROSTATIC
DISCHARGE.
ELECTROSTATIC DISCHARGE CAN CAUSE DAMAGE TO THE BOX.
(2) If the box is sensitive to electrostatic discharge, make sure you do this task:
ESDS Handling for Metal Encased Unit Removal.
CAUTION: DO NOT TOUCH THE CONDUCTOR PINS OR OTHER CONDUCTORS
ON THE BOX. IF YOU TOUCH THESE CONDUCTORS, ELECTROSTATIC
DISCHARGE CAN CAUSE DAMAGE TO THE E/E BOX.
(3) Remove the connections from the box if.
(4) Disconnect mechanical attachments per the maintenance manual.
CAUTION: DO NOT TOUCH THE CONDUCTOR PINS OR OTHER CONDUCTORS
ON THE BOX. IF YOU TOUCH THESE CONDUCTORS, ELECTROSTATIC
DISCHARGE CAN CAUSE DAMAGE TO THE BOX
(5) Install conductive or anti-static caps to the connectors.
(6) Carefully move the box out from the tray and remove the box.
(7) If the E box is not sensitive to electrostatic discharge, put protective covers on
the electrical connector(s).
(8) If the box is sensitive to electrostatic discharge, Conductive dust caps and
connector covers must be installed on the connectors of ESDS units when the
units are removed.
7.4.3 Minor Component /Unit Installation
A. General
(1) There are a number of component box in the Electrical Power System.
B. References
Appropriate procedures will be found from the aviation Maintenance manual of that
specific aircraft.
C. Parts to be installed
Procedures should be followed in acquiring all the required parts and their handling
before you start the installation activities.
D. Location
(1) Identify the location zones and area using the maintenance manual.
(2) Identify the Access Panels to be removed to get into the unit.
E. Component Box/unit Installation
(1) Open the applicable access panel following correct procedures on the maintenance
manual.
(2) Make sure the applicable circuit breakers for the box are open.
(3) Following the specific procedures to fix the unit on appropriately
(4) If the unit is sensitive to electrostatic discharge, do these steps:
CAUTION: DO NOT TOUCH THE UNIT BEFORE YOU DO THE PROCEDURE FOR
DEVICES THAT ARE SENSITIVE TO ELECTROSTATIC DISCHARGE. ELECTROSTATIC
DISCHARGE CAN CAUSE DAMAGE TO THE E/E BOX.
(5) If the box is sensitive to electrostatic discharge, make sure you do this task: ESDS
Handling for Metal Encased Unit Removal.
(6) If the box is not sensitive to electrostatic discharge, remove the protective covers
from the electrical connector(s).
CAUTION: MAKE SURE THE ELECTRICAL PINS AND CONTACTS ON THE E/E BOX
CONNECTOR AND TRAY CONNECTOR ARE NOT BENT OR DAMAGED.
INSTALLATION OF THE BOX WITH DAMAGED PINS OR CONTACTS CAN CAUSE
DAMAGE TO THE E/E BOX, THE TRAY ELECTRICAL CONNECTOR, OR THE SYSTEM
COMPONENTS.
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Page 7-19

(7) Visually make sure the electrical pins of the box connector are not bent or
damaged.
(8) Replace components if they are damaged, refer to SWPM 20-30-00 Electrical
Connection of Equipment.
(9) After Installing the unit , do this step:
(a) Remove the safety tag and close this circuit breaker:
(10)
Close this access panel:
F. Unit Installation Test
(1) Supply Electrical Power following correct procedures from maintenance manuals
(2) Do a test of the sysem in which the unit is replaced following correct procedures
from the maintenance manual.
G. Put the Airplane Back to Its Usual Condition
(1) Remove Electrical Power.
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Page 7-20

Electrical Hardware Wiring Notes Final

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CURRICULUM DEVELOPMENT SECTION

INTRODUCTION TO THE MODULE ............................................. 1-1

APPLICABLE REQUIREMENTS ........................................................ 2-1

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4.2.3 Circular Connector Shell Sizing ..................................... 4-3

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5.11.1 Coaxial Stripping Procedures ........................................ 5-40

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INTRODUCTION TO THE MODULE

Remove general aircraft electrical hardware

Install general aircraft electrical hardware

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WIRING SAFETY REGULATION

2.1 APPLICABLE REQUIREMENTS

Retroactive aspects are not covered by the regulations

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2.2 EWIS DEFINITION

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2.2.1 EWIS MODULES

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This is necessary to prevent injury to persons and/or damage to equipment.

2.2.1.2 Module B Wiring Practices Documentation

There are two types of documentations describing wiring practices:

2.2.1.3 MODULE C INSPECTION:

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2.2.1.4 Module D Housekeeping

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Cleaning processes as discribed in ESPM 20-55-00

The contamination can be:

General Cleaning Principle

2.2.1.5 Module E Wire

Identification, type and construction

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- Manual Checks (Ref. 20-52-12)

2.2.1.6 Module F Connective Devices

General types and identification

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An electrical circuit has at least three elements:

3.1 CABLE MATERIALS, CONSTRUCTION & SIZING

Bunched Left Lay

Bunched Right Lay

Figure 1 Conductor Lays

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3.1.2 Cable Insulation

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Carbon Arc Tracking

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