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concluded that no changes to their splicing practices are necessary.
That response raises the further question of what is now different?
Have the splicing practices changed at some point in the past in a
way that will decrease the occurrence of degraded splices in the
future? Alternatively, if the written practices have not changed
significantly, and the practices themselves are deemed to be
adequate, is there something in the implementation that needs to be
addressed in order to reduce the instances of degraded splices in the
fleet? I think ATSRAC needs to be assured that measures are in
place to control the potential for further degraded splices before it
can close off this item permanently
[COMMENT 4] Supplemental Comment – “Boeing has reviewed our
present splicing practices in light of the results of the intrusive
inspection and believe that no changes are necessary at this time.”
SWPM 20-30-12 states
A sealed splice is necessary if on these conditions are applicable:
The temperature grade is B or higher
The splice is in an un-pressurized area
The splice is in a circuit with an operating voltage that is greater than
115 volts.”
A closed end splice is necessary if these two conditions are applicable:
The splice is in a pressurized area
The splice is in a circuit with low system voltage.
Though it is not stated explicitly in the manual, I assume that the
necessity of the “closed end splice” is to preclude the use of an
“unsealed butt splice. Presumably a sealed splice would be an
acceptable, even preferable, alternative to the closed end splice.
One potential improvement to 20-13-12 consistent with the
recommendations of the Intrusive Inspection Working Group would
be to require sealed splices for all repairs and modifications to
aircraft electrical wire systems. On page 44 of 20-30-12 a note
indicates that “a sealed, closed end splice is recommended 1) to
replace a damaged closed end splice and 2) when it is necessary to
install a new closed end splice. Though adherence to this practice
PRIORITY
P1 ~ WG issue
P2 ~ OEM issue related to WG
P3 ~ OEM only, not related to WG
8 April 19 2002 14
would ensure that every new splice on an aircraft is sealed, it should
be strengthened (required instead of recommended) and put on page
4 with other general information.
If this enhancement is impractical, sealed splices could be required
for a broader variety of condition than those mentioned on page 4.
Other conditions added to the list of conditions requiring sealed
splice would include moisture-prone areas and locations under
lavatories and galleys and cockpit and electronics compartment
wiring.
Though 20-10-11 identifies the need to correctly mark replacement
wire, there is no requirement or even recommendation to mark and
record splices. The absence of this practice makes requirement that
there be no more than three splices in any wire difficult to
implement.
OWNER REMARKS: OEM P2
The supplemental comments provided by the OEMs indicated that,
based on the information provided in the IIWG report coupled with
the results of the non-intrusive inspection, review of the
recommended splicing practices indicated that no changes to the
present splicing have been identified. The OEMs firmly believe that
the proper use of our standard wiring processes and procedures will
result in a permanent installation that will not degrade over time.
Tagging or physical identification of the splice location is not
presently a recommended practice. Due to the nature of the splice
installation practices, a repair splice is usually placed on the outside
of the wire bundle where it is visible for conditional inspection. The
system in which the wire applies may be determined by verifying the
wire number, and the system to which the wire applies can be
verified by consulting the Wiring Diagram Manual. Some OEMs
specify the system directly on the wiring.
However, Task 6 is expected to provide inputs to the FAA regarding
the use of non-environmental splices. The OEMs will consider any
future recommendation accordingly.
In addition to the above, Airbus will include in the ESPM guidelines
to inform operators of the need to tag and record locations of repair
splices. Boeing prefers to give operators the option of determining
the best methods to assess the number of splices present within a
wiring run.
1.5b WG6/OEM (b) Develop wiring configuration management software that will
track the installation and location of splices. (c) Develop best
practices regarding the maximum number of splices permitted for
　
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