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during every step of the manufacturing process. This ensures that only
flawless products reach our customers. What is more, our product range is
compatible. This enables our customers to put together well-performing
heating and cooling systems. Our products offer high performance levels
and are designed to have very long lifetimes. This makes them a very reliable
choice. In addition to this, we aim to deliver a high level of added value to
our products. All in all, this means that our products offer good value for
money. A fact which in turn ensures our competitiveness.
Passionate about technology
Technology is the heart of everything we do. We are a supplier of components
and solutions with extensive know-how of the systems our products
are used in. In fact, we are truly superior in our technical applications knowledge.
In addition to this, we excel in documentation. Because of our deeply
rooted passion for technology, we always strive to set the standard in the
heating and cooling market.
Global culture, local representation
We are a global company with a local presence. Our large international
customers often see us as a global company with local sales and support
functions. In contrast, smaller customers such as installers often see us as a
local partner that is supported by a global network. Our global culture and
local representation therefore enable us to be a global supplier that is seen
as a local partner.
Environmentally and socially responsible
We care about the environment and the societies in which we play an
active role. Our products and manufacturing facilities are designed to have
the smallest possible impact on the environment. But our most important
contribution towards a cleaner environment comes from the use of our
products. Every day, they ensure substantial energy savings.
We also understand the social responsibility that comes with being a large
company. Practicing good corporate citizenship and to be seen as responsible
and admirable is essential to us.
References
• Boeing Document D6-54446, Chapter 20, Standard Wiring Practices Manual
• Airbus Electrical Standard Practices Manual
• McDonnell Douglas Standard Practices
• FAR 25.1309 Equipment, Systems, and Installation; FAA; 1999
• AC 25.1309 System Design And Analysis; ANM 110, 1988
• AC 25-16 Electrical Fault and Fire Prevention and Protection; ANM 100; 1991
• AC 43.13 – 1B Methods Techniques Practices Aircraft Inspection and Repair; AFS 600; 1998
− Chapter 11 Aircraft Electrical Systems
• DOT/FAA Order 1110.127 Aging Transport Systems Rulemaking Advisory Committee; ANM
105;1998
• ATA Specification 117 – Wiring Maintenance Practices/Guidelines; ATA; 1998
• Maintenance Program Development Document (MSG-3); ATA; 1993
• MIL-W-5088K Military Specification – Wiring, Aerospace Vehicles; DoD; 1982
• ARP 4754 Certification Considerations for Highly-Integrated Or Complex Aircraft Systems; SAE;
1996
• ARP 4761 Guidelines and Methods for Conducting The Safety Assessment Process on Civil
Airborne Systems and Equipment; SAE; 1996
• AS 4372 Performance Requirements for Wire, Electric, Insulated Copper or Copper Alloy; SAE;
1998
• AS 4373 Test Methods for Insulated Electric Wire; SAE; 1998
• AS 4851 Relative Thermal Life and Temperature Index; SAE; 1994
• Investigative Survey of Aircraft Wiring Standards; National Defense University; 1997
• DOT/FAA/CT-89/21: Flammability, Smoke, and Dry Arc Tracking Tests of Aircraft Electrical
Wire Insulations; Pat Cahill; 1989
• DOT/FAA/CT-88/4: Aircraft Electrical Wet-Wire Arc Tracking; Pat Cahill; 1988
• DOT/FAA/CT-TN94/55: Electrical Short Circuit and Current Overload Tests on Aircraft Wiring

Examples of Reverse Engineering
Bernd Sieker
Senior Reverse Enginner
Causalis Limited
http://www.causalis.com/
Airbus A320: Rejected Takeoff with one or two Unserviceable Thrust Reversers
Taking into account procedures from the FCOM (Flight Crew Operating Manual) and
MEL (Minimum Equipments List) for the Airbus A320 series of airliners, the following
Predicate-Action Diagrams have been created.
It turns out that if the standard procedure of arming Ground Spoilers before Take-Off is
violated (as may happen, see notes for the diagrams), subsequent correct following of
the standard procedure for a rejected Take-Off with two unserviceable thrust reversers
(namely not to select reverse thrust on either engine) leads to a a Hazard by not
deploying Ground Spoilers.
The second diagram shows the case in which only a single thrust reverser is
　
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