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MM chapter for each system
[COMMENT] The recommendation that there be nondestructive
testing to validate the integrity of wire is quite different from
recommending nondestructive testing for troubleshooting. Many
electrical components are returned to the aircraft after a diagnosis of
no-fault-found. Troubleshooting requires the existence of a
condition. The recommendation was to help ensure the absence of a
condition.
OWNER REMARKS: OEM P2
If the comment concerns the periodic testing of wiring to ensure the
absence of a condition, the OEMs believe that is an inadequate
method of preventing the condition from occurring. As present onwing
wiring evaluation techniques are inadequate to determine the
health of the wiring on a continuous basis, the OEMs have
undertaken use of continuous monitoring of the systems to determine
the health of the wiring. Non-destructive testing of the wiring is
reserved for determining the location of the wiring fault. These
techniques account for the condition where a wiring fault occurs
immediately after, or as a result of, a recommended periodic check of
wiring health and the absence of a condition.
If the comment concerns the specification of techniques to identify
an intermittent fault within the wiring of a anomalous system, the
OEMs specify that the wiring should be inspected, both physically
and through continuity, time-domain reflectometry, impedance, etc.
to ensure the health of the wiring before returning the airplane to
service. These procedures may be contained within the system
troubleshooting sections of the airplane maintenance manual or the
ESWPM. Additional troubleshooting techniques and procedures will
be added to the AMM or ESWPM as they become available.
3b2 WG6/OEM (b) Specify updated wiring separation and segregation guidelines that
consider loss of multiple critical functions from a common mode
failure. (c) Specify nondestructive testing procedures for validating
wire integrity in response to undiagnosed malfunctions of flight
critical equipment.
Boeing - (b)(c) Wire separation and segregation guidelines are
presently contained within the SWPM and reflect current production
design standard that account for loss of multiple or redundant
systems. Any changes to the standards will be reflected in future
revisions to the SWPM. Troubleshooting procedures to determine
the cause of any system malfunction or anomaly, including nondestructive
troubleshooting of the system wiring, is contained within
the specific Airplane Maintenance Manual section applicable to the
system under review
Airbus - (b)(c) Production design standards specify wire separation
and segregation rules to provide system redundancy. These standards
are described within the ESPM. Any changes to the standards will
be reflected in future revisions to the ESPM. Troubleshooting
procedures to determine the cause of any system malfunction or
anomaly is contained within the specific Airplane Maintenance
8 April 19 2002 23
Manual section applicable to the system under review. Nondestructive
testing of the system wiring is included in the ESPM
Lockheed - (b)LMCO's design standards, currently, take into
consideration the possible loss of multiple critical systems. Lessons
learned and recommendations are to be incorporated into the SWPM
revision. (c) Troubleshooting procedures are contained in the specific
MM chapter.
[COMMENT directed at Boeing] And outdated
OWNER REMARKS: WG6/OEM P2
This comment concerns the response to the recommendation that the
OEMs update wire separation and segregation guidelines to account
for loss of multiple critical functions as a result of a common failure,
and specify NDT procedures for undiagnosed malfunctions in the
flight critical equipment. The OEM response indicated that these
guidelines and procedures were presently available. The OEMs
suspect that the comment relates to the adequacy of these procedures.
At present there is no indication that the wire separation and
segregation guidelines and NDT procedures provided by the OEMs
are inadequate. However, the OEMs will review and act accordingly
should ATSRAC accept recommendations that necessitate a change
to the guidelines.
If the comment refers to the techniques to identify an intermittent
fault within the wiring of a anomalous system, the OEMs already
specify that the wiring should be inspected, both physically and
through continuity, time-domain reflectometry, impedance, etc. to
ensure the health of the wiring before returning the airplane to
service. These procedures may be contained within the system
troubleshooting sections of the airplane maintenance manual or the
　
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