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not approved as permanent repair, when feeder splice repair is not
allowed above certain gauges.
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.
As splices are added to the wiring during repair, and the entire length
of the wiring run may not be readily accessible to determine the total
number of splices within that run, the OEMs recommend that
documenting the splice location within the WDM is preferable to
physically tagging the splice on the airplane. In addition, because the
WDM would include information on the location of the splices, and
the splices would be visible on the airplane, tagging a splice for
future inspection would not be necessary.
1.3 OEM Where appropriate utilize design practices which facilitate the repair
of electrical interconnect systems without the need for splices.
Develop splice vs. replacement of wire guidelines
Boeing – Boeing review of our present splicing practices, as a result
of both the IIWG results and previous operator input indicates that no
changes to our current practices is warranted
PRIORITY
P1 ~ WG issue
P2 ~ OEM issue related to WG
P3 ~ OEM only, not related to WG
8 April 19 2002 26
Airbus - Airbus review of our present splicing practices, as a result of
both the IIWG results and previous operator input indicates that no
changes to our current practices is warranted
Lockheed - Review of LMCO's splicing practices indicates that no
changes are required
[COMMENT 1 directed at Boeing] Boeing’s SWPM prohibits the
use of a permanent splice in a few specific instances (see Table V in
section 20-10-13). The list of instances could be increased to include
much more than engine harness wire, FQIS wire, primary flight
control systems, and special purpose wire or special wire types.
Other prohibitions could involve the presence of proximate splices in
the same harness, moisture prone areas, wire segments shorter than a
specific length, etc. In these instances a replacement wire or wire
segment could be specified.
[COMMENT 2 directed at Boeing] As witnessed in our tour of the
Boeing wiring fabrication shop in July 2001, splices are used as well
in type design applications. We saw where a Boeing harness
integrated with a PSU lighting supplier via splices to each individual
PSU light fixture. It is not clear to me at this point in the process,
when splices are acceptable and when they should be discouraged.
It would seem that for in service aircraft, we want to only allow
environmental splices when the cost/downtime associated with
replacing the wire is prohibitive. If we take such a stance with the
aircraft operators, should we not also have standards that discourage
their use in new design build applications? And to the contrary, if
splices such as we saw at Boeing are safe and maintainable, should
we not sanction their use for in service fleet modifications
OWNER REMARKS: OEM P3
The prohibition of splices within these systems is due to the nature of
the system operation rather than the physical location of the wire
harness. Guidelines regarding the placing of splices within a wire
bundle and the use of splices within a SWAMP area are already
specified. Although Boeing recommends the replacement of a wire
over use of a repair splice, a properly installed repair splice is an
effective and permanent repair of wiring.
Airbus design practices are to use interconnect elements and
production splices are minimized to specific zones where installation
of connective devices is impracticable. Although Airbus recommends
replacement of the wire as preferred to splice repair, a properly
installed repair splice is an effective and permanent repair of wiring.
The use of splices is a necessary and effective method of branching
systems during airplane manufacture. The specification of which
type of manufacturing splice is used in each situation is reflected
within the OEM standard wiring practices documents, i.e. what is
accomplished during production is permitted on in-service airplanes.
As far as post-delivery modifications are concerned, Airbus is
currently reviewing the ESPM content related to wire routing and
segregation and will include in the ESPM guidance and
　
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