AMC 25.1707 System separation

• ED Decision 2008/006/R found in: CS-25 Amdt 27 - Large Aeroplanes (Jan 2023)

AMC 25.1707 System separation; EWIS ED Decision 2008/006/R 1 Summary The continuing safe operation of an aeroplane depends on the safe transfer of electrical energy by the EWIS. If an EWIS failure occurs, its separation from other EWIS and from other systems and structures plays an important role in ensuring that hazardous effects of the failure are mitigated to an acceptable level. [CS 25.1707](#_DxCrossRefBm1709821473) requires applicants to design EWIS with appropriate separation to minimise the possibility of hazardous conditions that may be caused by an EWIS interfering with other EWIS, other aeroplane systems, or structure. The purpose of separation is to prevent hazards of interference between wires in a single bundle, between two or more bundles, or between an electrical bundle and a non-electrical system or structure. Such interference could take the form of mechanical and or electrical interference (EMI for example). Mechanical interference examples include chafing between electrical cables or pipes or structure and may lead to fluid leakage such as galley water waste systems. 2 Separation by physical distances versus separation by barrier. CS 25.1707 states that adequate physical separation must be achieved by separation distance or by a barrier that provides protection equivalent to that separation distance. The following should be considered when designing and installing an EWIS: a. In most cases, physical distance is the preferred method of achieving the required separation. This is because barriers themselves can be the cause of EWIS component damage (e.g., chafing inside of conduits) and can lead to maintenance errors such as barriers removed during maintenance and inadvertently left off. They can also interfere with visual inspections of the EWIS. b. If a barrier is used to achieve the required separation, CS 25.1707 requires that it provide at least the same level of protection that would be achieved with physical distance. That means that when deciding on the choice of the barrier, factors such as dielectric strength, maximum and minimum operating temperatures, chemical resistivity, and mechanical strength should be taken into account. c. In addition to the considerations given in paragraph (b) above, when wire bundle sleeving is used to provide separation, applicants should consider that the sleeving itself is susceptible to the same types of damage as wire insulation. The appropriate type of sleeving must be selected for each specific application and design consideration must be given to ensuring that the sleeving is not subjected to damage that would reduce the separation it provides. 3 Determination of separation. Determining the necessary amount of physical separation distance is essential. But because each system design and aeroplane model can be unique, and because manufacturers have differing design standards and installation techniques, [CS 25.1707](#_DxCrossRefBm1709821473) does not mandate specific separation distances. Instead it requires that the chosen separation be adequate so that an EWIS component failure will not create a hazardous condition. The following factors should be considered when determining the separation distance: a. The electrical characteristics, amount of power, and severity of failure condition of the system functions performed by the signals in the EWIS and adjacent EWIS. b. Installation design features, including the number, type, and location of support devices along the wire path. c. The maximum amount of slack wire resulting from wire bundle build tolerances and the variability of wire bundle manufacturing d. Probable variations in the installation of the wiring and adjacent wiring, including position of wire support devices and amount of wire slack possible. e. The intended operating environment, including amount of deflection or relative movement possible and the effect of failure of a wire support or other separation means. f. Maintenance practices as defined by the aeroplane manufacturer’s standard wiring practices manual and the ICA required by [CS 25.1529](#_DxCrossRefBm1709821031) and [CS 25.1729](#_DxCrossRefBm1709821471). g. The maximum temperature generated by adjacent wire/wire bundles during normal and fault conditions. h. Possible EMI, HIRF, or induced lightning effects. 4 Cases of inadequate separation. Some areas of an aeroplane may have localized areas where maintaining the minimum physical separation distance is not feasible. This is especially true in smaller aeroplanes. In those cases, other means of ensuring equivalent minimum physical separation may be acceptable, if testing or analysis demonstrates that safe operation of the aeroplane is not jeopardized. The applicant should substantiate to the Agency that the means to achieve the required separation provides the necessary level of protection for wire related failures. Electro-magnetic interference (EMI) protection must also be verified. 5 Meaning of the term “hazardous condition” as used in [CS 25.1707](#_DxCrossRefBm1709821473). The term “hazardous condition” in CS 25.1707 has the same meaning as the one used in CS 25.1309 or CS 25.1709. Unlike CS 25.1309 or CS 25.1709, no probability objectives are required for compliance. The intent of CS 25.1707, is that the applicant must perform a qualitative design assessment of the installed EWIS and the physical separation to guard against hazardous conditions This assessment involves the use of reasonable engineering and manufacturing judgment and assessment of relevant service history to decide whether an EWIS, system, or structural component could fail in such a way as to create a condition that would affect the aeroplane’s ability to continue safe operation. However, the requirements of CS 25.1707 do not preclude the use of valid component failure rates if the applicant chooses to use a probability argument in addition to the design assessment to demonstrate compliance. It also does not preclude the agency from requiring such an analysis if the applicant cannot adequately demonstrate that hazardous conditions will be prevented solely by using the qualitative design assessment. 6 Subparagraph [CS 25.1707(a)](#_DxCrossRefBm1709821473) requires that EWIS associated with any system on the aeroplane be designed and installed so that under normal conditions and failure conditions, it will not adversely affect the simultaneous operation of any other systems necessary for continued safe flight, landing, and egress. CS 25.1707(a) also requires that adequate physical separation be achieved by separation distance or by a barrier that provides protection equivalent to that separation distance. 7 Subparagraph 25.1707(b) requires that each EWIS be designed and installed to limit electrical interference on the aeroplane. One type of electrical interference is electromagnetic interferences (EMI). Electromagnetic interference can be introduced into aeroplane systems and wiring by coupling between electrical cables or between cables and coaxial lines or other aeroplane systems. Function of systems should not be affected by EMI generated by adjacent wire. EMI between wiring which is a source of EMI and wire susceptible to EMI increases in proportion to the length of parallel runs and decreases with greater separation. Wiring of sensitive circuits that may be affected by EMI should be routed away from other wiring interference, or provided with sufficient shielding to avoid system malfunctions under operating conditions. EMI should be limited to negligible levels in wiring related to systems necessary for continued safe flight, landing and egress. The following sources of interference should be considered: a. Conducted and radiated interference caused by electrical noise generation from apparatus connected to the busbars. b. Coupling between electrical cables or between cables and aerial feeders. c. Malfunctioning of electrically-powered apparatus. d. Parasitic currents and voltages in the electrical distribution and grounding systems, including the effects of lightning currents or static discharge. e. Different frequencies between electrical generating systems and other systems. 8 This paragraph [25.1707(c)](#_DxCrossRefBm1709821473) contains the wire-related requirements formerly located in [CS 25.1353(b)](#_DxCrossRefBm1709821376). Coverage is expanded beyond wires and cable carrying heavy current to include their associated EWIS components as well. This means that all EWIS components, as defined by [CS 25.1701](#_DxCrossRefBm1709821840), that are associated with wires and cables carrying heavy current must be installed in the aeroplane so damage to essential circuits will be minimised under fault conditions. 9 Subparagraph 25.1707(d) contains wire-related requirements from [CS 25.1351(b)(1) and (b)(2)](#_DxCrossRefBm1709821583) and introduces additional requirements. a. Subparagraph (d) requires that EWIS components associated with the generating system receive the same degree of attention as other components of the system, such as the electrical generators. b. Subparagraph (d)(1) prohibits aeroplane independent electrical power sources from sharing a common ground terminating location. Paragraph (d)(2) prohibits aeroplane static grounds from sharing a common ground terminating location with any aeroplane independent electrical power sources. The reason for these paragraphs is twofold: (1) to help ensure the independence of separate electrical power sources so that a single ground failure will not disable multiple power sources; and (2) to prevent introduction of unwanted interference into aeroplane electrical power systems from other aeroplane systems. 10 Subparagraphs 25.1707(e), (f), (g), (h) contain specific separation requirements for the fuel, hydraulic, flight and mechanical control system cables, oxygen, hot bleed air systems, and waste/water systems. They require adequate EWIS separation from those systems except to the extent necessary to provide any required electrical connection to them. EWIS must be designed and installed with adequate separation so a failure of an EWIS component will not create a hazardous condition and any leakage from those systems (i.e., fuel, hydraulic, oxygen, waste/water) onto EWIS components will not create a hazardous situation. a. Under fault conditions and without adequate EWIS separation a potential catastrophic hazard could occur should an arcing fault ignite a flammable fluid like fuel or hydraulic fluid. Also an arcing fault has the potential to puncture a line associated with those systems if adequate separation is not maintained. If there is leakage from one of those systems and an arcing event occurs, fire or explosion could result. Similarly, leakage from the water/waste system can cause damage to EWIS components and adversely affect their integrity. An EWIS arcing event that punctures a water or waste line could also introduce fluids into other aeroplane systems and create a hazardous condition. b. In addition to the required separation distance, the use of other protection means such as drip shields should be considered to prevent the potential for fluids to leak onto EWIS. 11 Subparagraph 25.1707(i). To prevent chafing, jamming, or other types of interference, or other failures that may lead to loss of control of the aeroplane, EWIS in general and wiring in particular must be physically separated from flight control or other types of control cables. Mechanical cables have the potential to cause chafing of electrical wire if the two come into contact. This can occur either through vibration of the EWIS and/or mechanical cable or because of cable movement in response to a system command. A mechanical cable could also damage other EWIS components, such as a wire bundle support, in a way that would cause failure of that component. Also, if not properly designed and installed, a wire bundle or other EWIS component could interfere with movement of a mechanical control cable by jamming or otherwise restricting the cable’s movement. Without adequate separation, an arcing fault could damage or sever a control cable. A control cable failure could damage EWIS. Therefore, paragraph (i) requires an adequate separation distance or barrier between EWIS and flight or other mechanical control systems cables and their associated system components. It also requires that failure of an EWIS component must not create a hazardous condition and that the failure of any flight or other mechanical control systems cables or systems components must not damage EWIS and creates a hazardous condition. Clamps for wires routed near moveable flight controls should be attached and spaced so that failure of a single attachment point cannot interfere with flight controls or their cables, components, or other moveable flight control surfaces or moveable equipment. 12 Subparagraph 25.1707(j) requires that EWIS design and installation provide adequate physical separation between the EWIS components and heated equipment, hot air ducts, and lines. Adequate separation distance is necessary to prevent EWIS damage from extreme temperatures and to prevent an EWIS failure from damaging equipment, ducts, or lines. High temperatures can deteriorate wire insulation and other parts of EWIS components, and if the wire or component type is not carefully selected, this deterioration could lead to wire or component failure. Similarly, should an arcing event occur, the arc could penetrate a hot air duct or line and allow the release of high pressure, high temperature air. Such a release could damage surrounding components associated with various aeroplane systems and potentially lead to a hazardous situation. 13 Subparagraph AMC 25.1707(k). For systems for which redundancy is required either by specific certification requirements, operating rules or by [CS 25.1709](#_DxCrossRefBm1709821595), each applicable EWIS must be designed and installed with adequate physical separation. To maintain the independence of redundant systems and equipment so that safety functions are maintained, adequate separation and electrical isolation between these systems must be ensured as follows: a. EWIS of redundant aircraft systems should be routed in separate bundles and through separate connectors to prevent a single fault from disabling multiple redundant systems. Segregation of functionally similar EWIS components is necessary to prevent degradation of their ability to perform their required functions. b. Power feeders from separate power sources should be routed in bundles separate from each other and from other aircraft wiring in order to prevent a single fault from disabling more than one power source. c. Wiring that is part of electro-explosive subsystems, such as cartridge-actuated fire extinguishers and emergency jettison devices, should be routed in shielded and jacketed twisted-pair cables, shielded without discontinuities, and kept separate from other wiring at connectors. 14 Subparagraph 25.1707(l) requires that EWIS be designed and installed so they are adequately separated from aircraft structure and protected from sharp edges and corners. This is to minimise the potential for abrasion and chafing, vibration damage, and other types of mechanical damage. This protection is necessary because over time the insulation on a wire that is touching a rigid object, such as an equipment support bracket, will fail and expose bare wire. This can lead to arcing that could destroy that wire and other wires in its bundle. Structural damage could also occur depending on the amount of electrical energy the failed wire carries. [Amdt 25/5]