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EWIS

The accidents of SR111 and TWA 800 focused the airline industrys attention
on electrical problems and vulnerabilities. Investigations found common
degrading factors in airplane electrical wiring systems. As a consequence more Investigations into wiring issues were carried out by industry, civil
aviation authorities and government agencies. The investigation of the aircraft
wiring revealed that there are several factors, together with time, that play a
role in wiring degradation.

EWIS - Module A
General Electrical Wiring Interconnection System Practices
EWIS - Module A
At the end of this module you will know or be able to demonstrate safe
handling of aeroplane electrical systems, line replaceable units (LRU), tooling,
troubleshooting procedures, and electrical measurement.
Safety is a concept of great importance in aircraft maintenance. And is
therefore handled with the utmost care. In the air and on the ground. The
Maintenance Mechanic will deal with many Safety Regulations during his
work. These regulations may apply to work in, or outside the aircraft, as well
as the work done in the workshop or hangar. It takes a lot of time and effort to
establish a safe working environment, but the aviation community cannot

effort a compromize when it comes to safety. Or, as one Aircraft Maintenance


Manager once put it:"If you think safety is expensive,... try an accident".
Many safety procedures and guidelines have been designed to encourage
and assure the safety of maintenance personnel. Safety is not an issue that
can be forced upon the maintenance community exclusively by "paper"
procedures and guidelines. The concept of safety starts with the awareness
that every individual worker is responsable for the safety of his or her fellow
worker. Safety is a matter of taking the right attitude towards a common
interest. Safety procedures and guidelines exist and facilitate this work
attitude.

Attention to safety is expressed in the various manuals, safety instructions


and procedures that are in use in the world of aviation. For instance in
Maintenance Manuals the following system of notification is used: A text
showing the term NOTE means that the instruction following this NOTE will
explain a best or most efficient way to carry out a specific task or job. A text
showing the term CAUTION means that the instruction following this

CAUTION will explain a procedure that, if not followed up accordingly, will


result in damaging aircraft parts, tools or equipment. Lastly a text showing the
term WARNING means that the instruction following this WARNING will
explain a procedure that, if not followed up accordingly, will result in personal
injury and/or the loss of aircraft parts, tools or
equipment.

Safety and carefulness are closely related. It should be clearly understood


why smoking in the workplace is forbidden and that tidyness and cleanliness
of the maintenance shop are important elements in maintaining a safe and
healthy working environment. The proper maintenance of instruments, tools
and machinery and personal hygiene are key factors in keeping the workplace
healthy and safe for all. Trash, oil spots, tools that are left unattended, wooden
planks with nails sticking out and so on, are the causes for many incidents
and accidents. It is therefore of the utmost importance to properly maintain the
shopfloor.

Safety preqution
Maintenance mechanics are applicated to protection their eyes, face, ears and
mouth. Safety glasses greatly reduce the chances of eye damage when
milling, grinding or welding metals or when working with acid fluids. Remind
yourself that every person has only one pair of eyes. Motoring or running
aircraft engines produce a lot of noise, more than 90 dB, so there is a possible
danger of damaging the eardrums. Ear protection should always be worn
when working around aircraft. When there is a possible danger of damage to
your feet, wearing safety shoes is recommended. Lack of awareness and
carelessness are the biggest opponents of mechanics' safety. Make sure that
you always aware of possible safety hazards and take the appropriate steps
to minimize the risks involved!

Safety practices for electrical systems.


Before performing maintenance on the aircraft:
- Attach a grounding wire to the aircraft.
- De-energize the electrical system
- Install a lock-clip or -collar under each opened circuit breaker button.
- Attach a warning tag or sticker to the circuit breaker and the switch.
After completion of maintenance:
- Make certain that cause of component failure has been eliminated and
related components or systems function properly.
- Ensure that all switches and controls are in a position to prevent inadvertent
operation of any component.
- Inform personnel working on aircraft before energizing electrical systems
again.
- Remove tags and clips and close applicable circuit breaker.

- Energize system.
Please note!
When external power is used to energize electrical system, check that voltage
and frequency of external power supply are set within required limits.
- Perform operational test.
- Return switches and controls to normal shutdown position.

Electrostatic Sensitive Devices:


Handling ESDS Units
Electrostatic charges are caused by friction between two surfaces of different
materials, at least on of which is non-conductive. The magnitude and polarity
of the charges mainly depend on the materials rubbing together, the friction
force and the humidity of the surrounding air. Electrostatic voltages can reach
several 10000 Volts, therefore special precautions need to be taken to avoid
serious damage on electronic components like MOSFETs, Transistors, Thin
Film Resistors, etc. Electro Static Discharge Sensitive units or ESDS LRUs
are identified by ESDS decals. The following main steps should be observed
when a Metal Encased ESDS LRU is removed: Remove system electrical
power and tag, Check the AMM, Do not touch any metal part when removing
the unit from rack, Do not touch electrical pins in connectors, Install
conductive anti-static dust caps on all connectors. Installation has to be done
in a very similar, but reverse order: Check the AMM, Check that system
electrical power is off and tag, Do not touch any metal parts, Remove all dust
caps from connectors, Do not touch electrical pins in connectors, Place unit in
position and secure, Switch on electrical power and carry out functional
checks.
LRU Replacement requirements
Wrist straps
Some aircraft manufacturer specify the use of wrist straps in their manuals for
the replacement of printed circuit boards or other electrostatic sensitive
devices on the aircraft.
Boeing lists the various types and the vendors in their SWPM 20-41-01.
Prior to using wrist strap a continuity test has be performed as shown here.
The use of a designated wrist strap tester is recommended.

Tools, Special Tools and Equipment


In this section of your training we will look a the insulation removal- and the
crimping tools. Let's start with the so called "Wire Strippers". The first and one
of the most important operations required before any wire can be assembled
to connectors, terminals, splices, etc. is the stripping and preparation of the
wire.
Always ensure stripping plier jaws are in good condition and appropriate for
the wire. e.g. Metric blades for metric cross section wires and Imperial blades
for Imperial Wires. In all cases, the greatest care should be exercised during
wire stripping not to nick or damage the wire strands.
For larger AWGs and Coax wires Cutter or Scalpels could be used to remove
the insulation.

Now we will look at the various crimping tools used on commercial aircraft.
This is a crimping tool to be used for spare wire caps. Here we see a crimping tool
for Closed end splices. More often you will see these PIDG crimp tools. PIDG stands

for Pre-Insulated Diamond Grip and referes to this particular kind of terminals and
splices in these images.
Before using this tool check that the handle color matches the barrel coclor of the
terminal to be used, check the die jaws for correct setting and condition. Now
release the lock by squeezing the handles, insert the terminal against the locator
but do not deform the barrel at this stage, insert the stripped wire into the barrel.
Hold the wire in place and start to squeeze the handles until the ratched releases,
now remove and check the crimped terminal.
Types of crimping tools

Mosture proof splice

Several different types of moisture proof splices are available for applications where
a full environmental seal is required. Although different tooling methods are used,
the principle is basically the same.
The splice kit consists of an inner crimp ferrule and an outer heatshrink sealing
sleeve, impregnated at the ends with sealant, which when heated provides a full
environmental seal.
To install a moisture proof splice slide the outer sleeve over the wire, strip the wire
to the correct length and insert both wires into the crimp ferrule and check for
correct length of the stripped strands. With both wires properlay seated in the crimp
ferrule and crimp till the tool releases, slide the sleeve over the crimp and position it
in the middle. Use a heat gun to shrink the sleeve and seal the splice.
Hand crimping
The Hand Crimping Tool is designed to crimp contacts for modular terminal Blocks. It
is Used with die set S-1 and the locator SL-53. The needles are devices used to
insert and remove contacts from a Block.
AMP Stratotherm terminals and splices consist of a precision formed metal wire
barrel and a support sleeve insulated with TFE. Insulated stratotherm terminals and
splices can be divided into Pre-insulated and Post -insulated types.

Crimping tool MS3191--1 is a precision tool used to crimp standard contacts.


Each contact size uses its own colour coded locator which must be inserted prior to
crimping. To change the locator first identify the right color code according to the
AWG table on the tool, slide back the two locking devices and remove the locactor.
Insert the new locator and lock it.
This tool is similar in construction to the MS3191-1. The major difference is that it
has one, multiple locator turret instead of three seperate turrets.
Prior to crimping with this tool the following set up must be carried out:
Rotate the multi-locator turret to the correct colour coded position and push in to
engage. Select the appropriate wire size on the selector knob.

The Pico Model 500D1 crimping tool is used for crimping of Flight Connector
contacts, gage 8 to 4/0. This tool operates on a supply of clean dry air or inert gas
within a pressure range of 6 to 9 bars, depending on the size of contact to be
crimped.
This is a full-cycling pneumatic tool which cannot be opened until a full crimping
cycle has been completed.
Hydraulic foot pumps are used for crimping of the following splices, connections and
terminals:
- High temperature parallel splices,
- High temperature wire splices,
- Termalum butt splices, for aluminum RB wire
- Stratotherm flag terminals,
- Copalum terminals.

Calibration of Tools and Equipment


Calibration Standards .
Certain equipment and special tools have to be calibrated according to the
manufacturers Instructions and specifications.
If such documents do not exist the calibration has to be carried out in accordance

with valid national or international standards like ISO 9000.


Commonly, the quality assurance management issues and maintains a calibration
manual for special equipment or describes these requirements in the Maintenance
Organisation Exposition, for short MOE.
Calibration Interval.
Generally, calibration has to be done at intervals determined by the manufacturer. If
this information is not available, the quality assurance management has to base
these intervals on:
Stability or sturdiness of the equipment/tool
Its purpose - the degree of usage
The environment
The past history of equivalent instruments.
This table can be used as a general guideline.
However, calibration intervals are also part of the calibration manual or the MOE
and must be mentioned in the list of equipment and special tools to be calibrated.
Any equipment or special tool used to determine the airworthiness of an aircraft or
its component which is overdue for calibration or shows signs of damage or
manipulation must be removed from service immediately.
The quality assurance department has to quarantine the device until it has been
inspected and re-calibrated.

Calibration Schedule and List of Equipment to be Calibrated


The "calibration schedule" has to be edited and the "List of equipment to be
calibrated" printed out monthly.

The list of equipment to be calibrated lists all equipment and tools that are due for
calibration.
The list contains:
name of equipment
part or identification number
manufacturers name
equipment location
calibration procedure and manual
calibration interval
date of last calibration
date of next calibration
calibration record numbers
Here you see some examples of calibration labels. Regardless of their size, shape
and color they should bear the following information:
date of calibration
calibration record number
calibration due date
calibration inspectors signature or stamp.
You might have come across some other types of calibration labels such as:
"Calibrate prior to use" for equipment that must be checked for accuracy everytime
before you can use it.
"Reference only, not calibrated" for instruments with analog and digital readouts
that are monitored with other calibrated equipment.
And finally "Do not use" for equipment that is out of calibration and not
repaired.Calibration of Tools and Equipment

Calibration of crimping tools


Due to the importance of proper crimped connections in respect to EWIS we will
take a closer look at the calibration requirements as Airbus specifies them in their
Electrical Standard Practices Manual (ESPM) Chapter 20-25-21.
Pre-Crimping Checks:
Make sure you have selected the correct combination of cable, tool with correct
locator, terminal end or connector pin.
Before use, every tool shall be checked for:
Correct identification of the tool serial number against its own history card to make
sure it has not exceeded 1000 crimps the last 12 months without being tested,
unless otherwise stated.
cleanliness of die faces
freedom from damage
freedom from corrosion
freedom from wear
Tools in regular use shall be cleaned daily to avoid build up of dirt and plating on the
die faces. Special care shall be taken not to damage the die faces.
Periodic Tests
Test Intervals:

Each new tool before use shall be submitted for gauging and where applicable also
specimen checks.
Each tool shall be submitted for gauging at 1000 and 2000 crimps and for gauging
and specimen checks at 3000 crimps and all subsequent 1000 crimp checks.
All tools not in regular use shall be similarly checked every 12 months to the
gauging requirements.

Crimping Tool Calibration for Boeing Aircraft


You will not find any information about Tool Calibration in the Boeing Standard
Wiring Practices Manual. (SWPM)
There are CRIMP TOOL CERTIFICATION REQUIREMENTS for each tool used on Boeing
Aircraft.
On the left hand table you can see the inspection requirements, the flag notes are
explained on the right hand table.
Advance Document Revision Notice - ADRN.
For each tool used on Boeing Aircraft there is an ADVANCE DOCUMENT REVISION
NOTICE. In these Calibration Revision Notices you will find inspection requirements,
gage dimensions and changes.
Here we see two examples of ADRN's. The first document shows an AMP crimp
head, the second image a Daniels locator turret.

Principle of Systematic Troubleshooting.


Trouble shooting is the systematic process of identifying the faulty element in an
otherwise functional system and determining the actions necessary to restore the
system to an operational condition.
Trouble shooting begins with recognition and documentation of the problem. Precise
documentation is essential to isolation of the fault with a minimum expenditure of
time and effort.
Trouble shooting consists of listings of common trouble symptoms and associated
trouble shooting procedures. Trouble shooting procedures are in the form of charts
containing trouble shooting steps and corrective actions in a recommended
sequence based on probability of component failure and ease of performing checks
required.
Efficient troubleshooting begins with a few very simple rules:
1. Know the way the system should operate. This sounds absurdly simple, but it is
the secret of successful troubleshooting.
2. Observe the way the system is operating. Any difference between the way a
system is operating and the way it should operate is an indication of trouble.

3. Divide the system to find the trouble. To do this, open the system near its middle
and check the conditions there. If everything is OK at this point, the trouble is
between there and the end. If things at that point are not as they should be, the
trouble is between the power source and that point.
4. Look for the obvious problem first, and make all measurements at the points
where they are easiest to make. Popped circuit breakers, blown fuses, etc. are
usually easy to check, and are the cause of many system malfunctions.

Example of Systematic Troubleshooting


The crew of an incoming aircraft reports, that the First Officer Windshield Wiper of
its aircraft is inoperative. Lets have a look at what the maintenance technician has
to do according to the trouble shooting manual.
The manual lists TASK 30-45-00-810-801 One or Both Wipers Inoperative. The
following procedure is devided into 5 steps
1. Possible causes
2. Job Set-up Information
3. Fault Confirmation
4. Fault Isolation
5. Close up
As possible causes the TSM lists the following:
As Job Set-up Information the Troubleshooting Manual lists the applicable references
from the Aircraft Maintenance Manual AMM and the Aircraft Systems Manual ASM.
To confirm the fault you have to get access to the Avionics Compartment and do a
functional test of the windshield rain protection system which is now described in
detail in a flow chart.
If the First Officers wiper does not operate, do a check for 28Volt DC at pin A of the
wiper motor converter 1DB2 ASM 30-45/01.
a) If there is no 28Volt DC, do a check and repair the wiring from pin 2 of the circuit
breaker 2DB2 to pin A of the wiper motorconverter 1DB2
b) If there is 28V olt DC, set the WIPER control switch on the panel 212VU to SLOW.
Do a check for ground at pin C of the wiper motor converter 1DB2.
1) If there is no ground, do a check of the wiring from pin C of the wiper motor
converter 1DB2 to pin 3 of the WIPER control switch 3DB2.
a. If there is no continuity, repair the above wiring.
b. If there is continuity, replace the CTL SW-WIPER, F/O(3DB2).
If there is ground, replace the MOTOR CONV-WIPER, F/O (1DB2)) in accordance with
the AMM TASKs.
After the successful repair the close-up step requires you to Close Access in this
case the Avionic compartment and return all switches in normal shut-down position.
Systematic troubleshooting

Measurement and Troubleshooting using Meters


EWIS Troubleshooting Tools and Meters.
EWIS quite often requires troubleshooting where you open the system and measure
voltage, current and resistance. Therefore you need specialized equipment. This can
be as simple as a test light or as complex as an oscilloscope.
These are the most frequent used instruments:
Test Lights
Continuity Tester
Digital Multimeter
Clip-On Ammeter
Milliohmmeter/ Bonding Tester.
Safety Checklist.
Before you begin using any electrical test equipment do the following:
Verify that the meter is calibrated and still within calibration period.
Use test leads with correctly fitting pins, sockets and clips.
Use the meter to check continuity of the test leads.
Select the proper function and range for your measurement.
Always start your measurement with the highest range.
Be aware of high current and high voltage situations and use appropriate equipment
such as high voltage probes and high current clamps.
When measuring current without a clamp turn power off beforee connecting into the
circuit.

Always disconnect the "hot" (red) test lead first.


Follow all equipment safety procedures and don't work alone.

Test Light
EWIS Troubleshooting Tools and Meters
Test light and continuity tester
The simplest electrical system troubleshooting tool is the test light. The commercial
products usually cover a range of voltages. 4) Many technicians build their own test
light with a 24Volt bulb and another one with a 115Volt bulb. The test light is handy
for determining the presence of voltage at various points in the system.
The Continuity Tester needs its own power supply - usually flashlight batteries- and
a matching bulb or a buzzer. With this device you can trace wires through a system,

locate shorts or open circuits and quickly dtermine if a fuse is good or bad. When
using a continuity tester all electrical power must be off the circuit.
Digital Multimeters.
For general purpose EWIS work, the multimeter is the instrument of choice. No other
device is able to do as much with such little investment in parts.
To measure voltage
Select volts, AC or DC as required.
Plug the black test lead into the COM input jack and the red test lead into the V
input jack.
Touch the probe tips across a load or power source as shown.
View the reading on the display.
To measure resistance.
Turn off the power to the circuit.
Select resistance - the Omega sign.
Plug the black test lead into the COM input jack and the red test lead into the Ohms
input jack.
Connect the probe tips in parallel across the portion of the circuit to be measured.
View the reading on the display.
To measure current up to a maximum of 10Amperes you can use the Multimeter. For
higher current use the Clamp-On Amperemeter discussed next in this training.
Turn off the power in the circuit.
open the circuit to connect your red lead.
Select Amperes AC or DC.
Plug the black test lead into the COM input jack and the red test lead into the
10Ampere or 300 Milliampere input jack as required.
Now connect the black lead into the circuit to close it and allow all current to flow
through the meter.
Turn on the power in the circuit.
View the reading on the display.

Clip on Ammeter

Clip-on Ammeter
A very handy tool for electrical system troubleshooting is a clip-on ammeter. This
instrument has a set of jaws that can be opened, slipped over a current carrying
wire and then clamped shut. Current flowing in the wire produces a magnetic field
that acts on a special type of semiconductor material to produce a voltage
proportional to the strength of the magnetic field. The strength of this field is
proportional to the amount of current flowing in the wire.
Clip-on ammeters are also used for troubleshooting for battery charging, starter
motors, hydraulic and fuel pumps. By clamping an ammeter over the lines to the
components, you can determine which units are operating and get an idea of the
amount of load they are carrying.
Milliohmmeter - Bonding Testers.
These instruments are used for aircraft bonding checks were very low resistances
have to be measured. Due to the very low- ohmic resistance a four pole connection
is required. The outer poles C1 and C2 provide the measuring current flow across
the test piece, Poles P1 and P2 measure the voltage drop. So called Duplex Hand
Spikes are used to perform this measurement.
Please note that the correct position of the Duplex Hand Spikes is such that the
contacts marked with "P" must always be next to each other.
Testing: In general, most bonding jumpers or ground straps must have each
connection made to have 0.003 ohms or less in resistance. This measurement must
be taken between the surface being bonded and the bonding jumper. This test may
be performed using an extremely sensitive ohmmeter or a bonding tester, and
should be done any time a connection has been modified, added to or temporarily
disconnected.
This table shows different bonding resistance values as an example. Actual values
must be taken from the maintenance manuals.

Mili Bonding tester

The resistance between isolated conductors must be very high, in order to prevent
leakage currents. Isolation resistances are, therefore, expressed in million ohms.
1 million ohm = 1 Mega Ohm = 1 M[Omega]
High voltages are necessary to be able to measure those high resistance values.
Isolation resistance meters have a range selector, just as multi meters.
100 V, 250 V, 500 V and 1000 V are most frequently used.
Now a few important points for measuring isolation values of wiring:
The power of the wiring to be measured must be switched off.
No equipment may be connected to the wiring at either end.
Never touch the wiring to be measured if the isolation tester is operable.
Prevent the forming of sparks in the tank when checking the isolation value of
tank wiring.
Determine the maximal measuring voltage by means of the Aircraft Maintenance
Manual or the Wiring Diagram Manual.
1. Ra-b-> Measure isolation resistance between the conductors a and b.
2. Ra-gnd -> Measure isolation resistance between conductor a and ground.
3. Rb-gnd -> Measure isolation resistance between conductor b and ground.
The obtained insulation resistance should be between 5 - 10 Mega Ohm.
Warning:
Working with high voltages can be dangerous to your health and your
surroundings.
Make sure that nobody can touch the circuit to be measured during measuring.
Make sure that the circuit to be measured cannot be damaged by the high
measuring voltage.
Always consult the Aircraft Maintenance Manual or the Wiring Diagram Manual
before performing the test.

OSILOSCOPE

The oscilloscope is an electrical measuring device to determine the electrical


voltage with respect to the time. So it is possible to graph periodically waveform of
the current on a screen. Voltage is on the vertical axis, and time on the horizontal.
Some times it is necessary to compare two different voltages. In this case the
electron beam has to switch from one input signal to the other input signal. There
are two different modes possible this so called Alternated mode and the Chopped
mode.

LRU Replacement General Practices


If Line Replaceable Units or LRU's with electrical connections are being removed or
installed one should keep the following in mind: Excessive component handling and
movement during installation and removal may harm EWIS.
Use appropriate connector pliers (e.g., soft jawed) to loosen coupling rings that are
too tight to be loosened by hand.
Alternately pull on the plug body and unscrew the coupling ring until the connector
is separated.
Do not use excessive force and do not pull on attached wires.
When reconnecting, take special care to ensure the connector body is fully seated,
the jam nut is fully secured, and no tension is on the wires.
When equipment is disconnected, use protective caps on all connectors (plug or
receptacle) to prevent contamination or damage of the contacts. Sleeves or plastic
bags may be used if protective caps are not available. 5) Use of sleeves or plastic
bags should be temporary because of the risk of condensation. Use of a humidity
absorber is recommended with sleeves or plastic bags.

LRU Special Requirements


When we talk about LRU replacement practices don't forget that additional
requirements have to be observed based on the components design or use. These
requirements may vary based on the component or the aircraft manufacturer. Out of
many different requirements which exist, we will look at CAT II /CAT III Maintenanceand ESDS procedures.
Airbus states: If one system has been repaired (change of one LRU) testing is
necessary to make sure that CAT III Dual landing capability is available.
First the individual system being repaired has to be tested, secondly a Auto Flight
System LAND TEST for validation of system integrity needs to be performed.
The following pages show an example of the LAND TEST form the A 340 AMM. Being
requires the so-called Autoland Unique - Ground Test after LRU replacement.
Electro Static Discharge Sensitive Devices have been mentioned previously in this
training. However, if a LRUs bears ESDS labels special precautions must be taken.
The next pages show you an example how the Boeing Standard Wiring Practices
Manual adresses ESDS LRU's.

Maintenance Documentation
General
The maintenance documentation supplies help for all maintenance activities. You
use many different documents to do scheduled and unscheduled maintenance. The
maintenance documents must be checked and released by the design organisation.
It must be assured that the current documents are available to the user. The
documents can be in paper form, microfilm, microfiche, electronic data carrier or online.

Supporting Data
General
The following manuals supply supporting data to carry out maintenance:
Illustrated Parts Catalog (IPC)
Wiring Diagram Manual (WDM)
Aircraft Maintenance Manual (AMM)
System Schematics Manual (SSM)
Standard Practices Manual (SPM)
Cabin Interior Manual (CIM)
Tool and Equipment Manual (TEM)
Further, there are the Master Minimum Equipment List (MMEL), the Minimum
Equipment List (MEL) and the Configuration Deviation List (CDL).

How to orient inside the documentation


ATA 100 - Manufacturers Techncial Data
The Air Transport Association of America (ATA) is made up of 14 airlines and was
founded 1936 in Chicago. The results of the ATA-Committees are issued in so-called
Specifications. The aircraft maintenance documentation is divided into chapters
according to the ATA-Specification 100, respectively 2200. This specification is a
recommended format and contains standards for technical manuals written by
aviation manufacturers and used by airlines and others in the aviation industry. The
maintenance documentation for aircraft and their components are divided into the
so-called ATA-Chapters. Here is a list of the ATA-Chapters: The chapters are
divided into section and subsection. For example: 29-11-14. The 29- is the ATAchapter Hydraulic Power. The 11- is the section or system level and the 14 is the

subsection or component level. According to the ATA-Specification 100 you will know
which component will be described in the named documentation.

Page Blocks
In the ATA-Specification number 100 there is a page numbering system. There are
page blocks for a special type of information. Here is a list of the page blocks: So
you can see by means of the page block system according to ATA Spec. 100 what

kind of information you will get. For example: 29-11-14 Page 301:The description of
the servicing for the filter element no. 1066 begins on this page. It describes where
to find the filter, what kind of actions have to be performed and what kind of
equipment and material has to be used.

AMTOSS
In some manuals you find an Aircraft Maintenance Task Orientated Support System
(AMTOSS). It is a standard and unique numbering system. The AMTOSS is similar to
the Page Block system, but it is a more detailed classification and description of
tasks. Tasks are procedures for specific maintenance requirements. The first 6 digits
stand for the ATA-Chapter and its system and component level. The next 3 digits
stand for the function code. This code is used to indicate the particular maintenance
function. The second three digits indicate the sequence or identification number. It
provides the numerical separation between task and subtask.
- Task identification begins at 801 and up, in sequence, to 999 within the procedure.
- Sub-task identification begins at 50 and up, in sequence, to 800 within the
procedure.
Illustrations and tables are considered as tasks. The letter of the configuration or
alphanumerical indicator indicates different modifications. The number indicates
different working methods. In the above named case the procedure has two tasks.
The first task removes the power plant and the second task installs the power plant.

Wiring Diagram Manual (WDM)


The Wiring Diagram Manual covers the documentation of all aircraft, engine and
component wiring. In the WDM you can find details of the point-to-point wiring of an
aircraft. It shows the electrical and electronic aircraft systems and their functions.
The WDM is the base for trouble shooting and maintenance. There are three submanuals: the Aircraft Schematic Manual (ASM), the Aircraft Wiring Manual (AWM)
and the Aircraft Wiring List (AWL). The Wiring Diagram Manual contains only the
diagrams or data applicable to the particular customer or group of customers.

Standard Practices Manual (SPM)


The Standard Practices Manual contains maintenance procedures which deviate
from or are not covered by the aircraft manufacturers maintenance manuals.

References to other procedures are allowable if it is verified that these procedures


are up to date and available to the users.
Tool and Equipment Manual (TEM)
The Tool and Equipment Manual (TEM) provides operators with information on
special tools, ground and test equipment required for the accomplishment of all
maintenance and trouble shooting work. This manual does not deal with standard
tools and equipment. Ground equipment such as passenger stairways, baggage
loading devices, towing trucks, etc. is not covered in this manual.
The purpose of a wiring diagram that is issued by the OEM (Original Equipment
Manufacturer), is to show the layout of a circuit or system without regard of the
actual appearance of the components or their location in the aircraft. In the
example we see the Engine Fire Detection and Alarm system, which is the title of
drawing, of a Boeing 747 aircraft. The drawing number is 798 and its was issued on
Jan 25, 1981. The ATA code of this system is 26-11-00, ATA chapter being the code
for fire detection . This schematic is applicable to all B747 aircraft, as is
communicated by the text effectivity all in the bottom left hand corner of the
schematic. You will notice that all system components have been given a name, but
the position of the components is not specified.

This aircraft wiring schematic shows the Air Turbine Case Cooling electric circuit
from an Airbus A310 Aircraft. It is very important to first have a look at the note: at
the bottom of the diagram. According to this note all wires, unless otherwise
specified are identified by the circuit number 7523, the ATA circuit identification
number of the subsystem. The note further states that all wires have gaugenumber
16 (Kapton CF16 wire) unles otherwise specified. Try to look up the turbine case cool
engine 1 warning light on the upper left hand side of the schematic. The wire that is
coming off of terminal 3 has wire number 11 (Gauge number 24). Every time a new
diagram segment starts, the wire number changes. Notice that after the connector

the number changes to 12 and after the next connector changes again to 13 , and
then after the terminal block, to 14.

The following chart lists some of the many electrical symbols that are used in
aircraft wiring diagrams. It shows the symbol for an amplifier with the triangle
pointing in the direction of the signal or transmission. A single cell battery or a
busbar.

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