AMC 25.1703 Function And Installation

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

AMC 25.1703 Function And Installation; EWIS ED Decision 2008/006/R 1 [CS 25.1703](#_DxCrossRefBm1709821659) requires that applicants select EWIS components that are of a kind and design appropriate to their intended function just as [CS 25.1301](#_DxCrossRefBm1709821116) requires this for other pieces of equipment installed on the aeroplane. Factors such as component design limitations, functionality, and susceptibility to arc tracking and moisture or other known characteristics of the particular component must be considered. 2 Subparagraph [25.1703(a)(1)](#_DxCrossRefBm1709821659) requires that each EWIS component be of a kind and design appropriate to its intended function. In this context, the requirement means that components must be qualified for airborne use, or otherwise specifically assessed as acceptable for their intended use. To be “appropriate” means that the equipment is used in a manner for which it was designed. For example, a wire rated at 150 degrees Celsius would not be appropriate for installation if that installation would cause the wire to operate at a temperature higher than 150 degrees Celsius. Wire and other components made for household or consumer products use may not be appropriate for airborne use because they are manufactured for the consumer market and not for use in an airborne environment. Other factors that must be considered for EWIS component selection are mechanical strength, voltage drop, required bend radius, and expected service life. 3. Subparagraph [25.1703(a)(2)](#_DxCrossRefBm1709821659) requires that EWIS components be installed according to their limitations. As used here, limitations means the design and installation requirements of the particular EWIS component. Examples of EWIS component limitations are maximum operating temperature, degree of moisture resistance, voltage drop, maximum current-carrying capability, and tensile strength. EWIS component selection and installation design must take into account various environmental factors including, but not limited to, vibration, temperature, moisture, exposure to the elements or chemicals (de-icing fluid, for instance), insulation type, and type of clamp. 4 Subparagraph [25.1703(a)(3)](#_DxCrossRefBm1709821659) requires that EWIS function properly when installed. The key word in understanding the intent of this paragraph is “properly,” as that relates to airworthiness of the aeroplane. For an EWIS component to function properly means that it must be capable of safely performing the function for which it was designed. For example, the fact that an in-flight entertainment (IFE) system fails to deliver satisfactory picture or sound quality is not what the term “properly” refers to. This is not a safety issue and therefore not a concern for certification aspects. The failure of an EWIS component has the potential for being a safety hazard whether it is part of a safety-related system or an IFE system. Therefore, EWIS components must always function properly (safely) when installed, no matter what system they are part of and any malfunction of the EWIS must not degrade the airworthiness of the aeroplane (refer to CS 25.1709 for terminology relating to failure classifications). 5 Subparagraph [25.1703(a)(4)](#_DxCrossRefBm1709821659) requires that EWIS components be designed and installed so mechanical strain is minimised. This means the EWIS installation must be designed so that strain on wires would not be so great as to cause the wire or other components to fail. This paragraph requires that adequate consideration be given to mechanical strain when selecting wire and cables, clamps, strain relieves, stand-offs, and other devices used to route and support the wire bundle when designing the installation of these components. 6 Subparagraph [25.1703(b)](#_DxCrossRefBm1709821659) requires that selection of wires take into account known characteristics of different wire types in relation to each specific application, to minimise risk of damage. It is important to select the aircraft wire type whose construction matches the application environment. The wire type selected should be constructed for the most severe environment likely to be encountered in service. This means, for example, that insulation types susceptible to arc tracking should not be used in areas exposed to high vibration and constant flexing in a moisture-prone environment. 7 Subparagraph [25.1703(c)](#_DxCrossRefBm1709821659) contains the requirement formerly located in [CS 25.869(a)(2)](#_DxCrossRefBm1709821365) that design and installation of the main power cables allow for a reasonable degree of deformation and stretching without failure. Although it is now located in [25.1703(c)](#_DxCrossRefBm1709821659), the meaning of the requirement has not changed. The reason for this requirement is the same as for [CS 25.993(f)](#_DxCrossRefBm1709821479), which requires that each fuel line within the fuselage be designed and installed to allow a reasonable degree of deformation and stretching without leakage. The idea is that the fuselage can be damaged with partial separation or other structural damage without the fuel lines or electrical power cables breaking apart. Allowing for a certain amount of stretching will help to minimise the probability of a fuel-fed fire inside the fuselage. As it is used in this requirement, a “reasonable degree of deformation and stretching” should be about 10% of the length of the electrical cable. 8 Subparagraph [25.1703(d)](#_DxCrossRefBm1709821659) requires that EWIS components located in areas of known moisture build-up be adequately protected to minimise moisture’s hazardous effects. This is to ensure that all practical means are used to ensure damage from fluid contact with components does not occur. Wires routed near a lavatory, galley, hydraulic lines, severe wind and moisture problem areas such as wheel wells and wing trailing edges, and any other area of the aeroplane where moisture collection could be a concern must be adequately protected from possible adverse effects of exposure to moisture. 9 EWIS component selection 9.1 Expected service life. Expected service life is a factor needing consideration in selecting EWIS components to use. Expected service life means the expected service lifetime of the EWIS. This is not normally less than the expected service life of the aircraft structure. If the expected service life requires that all or some of the EWIS components be replaced at certain intervals, then these intervals must be specified in the ICA as required by [CS 25.1529](#_DxCrossRefBm1709821031). If the aircraft service life is extended, then EWIS components should be taken into account. 9.2 Qualified components. EWIS components should be qualified for airborne use or specifically assessed as acceptable for the intended use and be appropriate for the environment in which they are installed. Aircraft manufacturers list approved components in their manuals, such as the standard wiring practices manual (ATA Chapter 20). Ideally, only the components listed in the applicable manual or approved substitutes should be used for the maintenance, repair or modification of the aircraft. EWIS modifications to the original type design should be designed and installed to the same standards used by the original aircraft manufacturer or other equivalent standards acceptable to the Agency. This is because the manufacturer’s technical choice of an EWIS component is not always driven by regulatory requirements alone. In some cases specific technical constraints would result in the choice of a component that exceeds the minimum level required by the regulations. 9.3 Mechanical strength. EWIS components should have sufficient mechanical strength for their service conditions. a. The EWIS should be installed with sufficient slack so that bundles and individual wires are not under undue tension. b. Wires connected to movable or shock-mounted equipment should have sufficient length to allow full travel without tension on the bundle to the point where failure of the EWIS could occur. c. Wiring at terminal lugs or connectors should have sufficient slack to allow for two re-terminations without replacement of wires, unless other design considerations apply. This slack should be in addition to the drip loop and the allowance for movable equipment. d. In order to prevent mechanical damage wires should be supported by suitable clamps or other devices at suitable intervals. The design should be such that the failure of a single clamp will not in itself result in the wire or wire bundle coming into contact with other wires, equipment, structure, fluid lines, control cables, or other items that could cause damage to the wire. Because of in-service experience with abrasion and chafing of wires contained in troughs, ducts, or conduits justification should be given if additional support of the wires will not be used. The supporting devices should be of a suitable size and type, with the wires and cables held securely in place without damage to the insulation as per Society of Automotive Engineers SAE AS50881 or equivalent standard 9.4 Minimum bend radius. To avoid damage to wire insulation, the minimum radius of bends in single wires or bundles should be in accordance with the wire manufacturer’s specifications. Guidance on the minimum bend radius can be found in the manufacturer’s standard wiring practices manual. Other industry standards such as AECMA EN3197 or SAE AS50881 also contain guidance on minimum bend radius. For example, SAE AS50881b states: “For wiring groups, bundles, or harnesses, and single wires and electrical cables individually routed and supported, the minimum bend radius shall be ten times the outside diameter of the largest included wire or electrical cable. At the point where wiring breaks out from a group, harness or bundle, the minimum bend radius shall be ten times the diameter of the largest included wire or electrical cable, provided the wiring is suitably supported at the breakout point. If wires used as shield terminators or jumpers are required to reverse direction in a harness, the minimum bend radius of the wire shall be three times the diameter at the point of reversal providing the wire is adequately supported.” 9.5 Coaxial cable damage. Damage to coaxial cable can occur when the cable is clamped too tightly or bent sharply (normally at or near connectors). Damage can also be incurred during unrelated maintenance actions around the coaxial cable. Coaxial cable can be severely damaged on the inside without any evidence of damage on the outside. Installation design should minimise the possibility of such damage. Coaxial cables have a minimum bend radius. SAE AS50881b states: “The minimum radius of bend shall not adversely affect the characteristics of the cable. For flexible type coaxial cables, the radius of bend shall not be less than six times the outside diameter. For semi-rigid types, the radius shall not be less than ten times the outside diameter.” 9.6 Wire bundle adhesive clamp selection. Certain designs use adhesive means to fasten bundle supports to the aircraft structure. Service history shows that these can work loose during aircraft operation, either as a result of improper design or inadequate surface preparation. You should pay particular attention to the selection and methods used for affixing this type of wire bundle support. 9.7 Wire bundle routing. Following are some considerations that should go into the design of an EWIS installation. a. Wire bundles should be routed in accessible areas that are protected from damage from personnel, cargo, and maintenance activity. As far as practicable they should not be routed in areas in where they are likely to be used as handholds or as support for personal equipment or where they could become damaged during removal of aircraft equipment (reference [CS 25.1719](#_DxCrossRefBm1709821082) and [25.1721](#_DxCrossRefBm1709821339)). b. Wiring should be clamped so that contact with equipment and structure is avoided. Where this cannot be accomplished, extra protection, in the form of grommets, chafe strips, etc., should be provided. Wherever wires cannot be clamped, protective grommets should be used, wherever wires cannot be clamped, in a way that ensures clearance from structure at penetrations. Wire should not have a preload against the corners or edges of chafing strips or grommets. c. As far as practicable wiring should be routed away from high-temperature equipment and lines to prevent deterioration of insulation (reference [CS 25.1707(j)](#_DxCrossRefBm1709821473)). d. Wiring routed across hinged panels, should be routed and clamped so that the bundle will twist, rather than bend, when the panel is moved. When not possible, the bending radius must be in accordance with the acceptable minimum bundle radius. 9.8 Conduits. Conduits should be designed and manufactured so that potential for chafing between the wiring and the conduit internal walls is minimised. a. Non-metallic conduit. Insulating tubing (or sleeving) is sometimes used to provide additional electrical, environmental, and limited additional mechanical protection or to increase the external wire dimension. Insulating tubing should not be considered as the sole mechanical protection against external abrasion of wire because it does not prevent external abrasion. At best, it provides only a delaying action against the abrasion. The electrical and mechanical properties of the tubing need to be considered to ensure that it its use is appropriate for the type of protection that the designer intends it to be used for. Additional guidance on the use of insulating tubing or sleeving is given in [AMC 25.1707 paragraph (2)(c).](#_DxCrossRefBm1709821472) b. Metallic conduit. The ends of metallic conduits should be flared and the interior surface treated to reduce the possibility of abrasion. 9.9 Connector selection. The connector used for each application should be selected only after a careful determination of the electrical and environmental requirements. a. Particular attention should be given to any use of components with dissimilar metals, because this may cause electrolytic corrosion. b. Environment-resistant connectors should be used in applications that will be subject to fluids, vibration, temperature extremes, mechanical shock, corrosive elements, etc. c. Sealing plugs and contacts should be used in unused connector cavities where necessary. In addition, firewall class connectors incorporating sealing plugs should be able to prevent the penetration of the fire through the aircraft firewall connector opening and continue to function without failure for a specified period of time when exposed to fire. d. When electromagnetic interference and radio frequency interference (EMI and RFI) protection is required, Special attention should be paid to the termination of individual and overall shields. Back shell adapters designed for shield termination, connectors with conductive finishes, and EMI grounding fingers are available for this purpose. 9.10 Splice selection. Environmentally sealed splices should be used in accordance with the requirements of the airframe manufacturer’s standard wiring practices or SAE AS81824/1, or equivalent specification, particularly in un-pressurized and severe wind and moisture problem (SWAMP) areas. However, the possibility of fluid contamination in any installation needs to be considered. a. Splices in pressurised areas. In pressurised areas, pre-insulated splices conforming to SAE AS7928, or equivalent specification, may be used if these types of splices are listed as acceptable for use by the manufacturer in their standard wiring practices manual. The possibility of fluid contamination in any installation should also be considered. b. Mechanically protected splices. Mechanical splices allow maintenance personnel an alternative method to using a heat gun for splices in fuel vapour areas on post-delivery aircraft. The generally available environmental splices use heat shrink material that needs application of heat. Most of these heat sources cannot be used in flammable vapour areas of an aircraft without proper precautions. Mechanical splices are acceptable for use in high temperature and fuel vapour areas, provided the splice is covered with a suitable plastic sleeve, such as a dual wall shrink sleeve or high temperature tape, such as Teflon, wrapped around the splice and tied at both ends. If high temperature tape is used, it should be permanently secured at both ends. Mechanical splices should be installed according to the airframe manufacturer’s standard practices, or equivalent specification. The manufacturer’s standard wiring practices manual should provide part number detail and best practices procedures for mechanical splices. It should also detail the applicability of each of the recommended splices for all required critical aeroplane installations. c. Aluminium wire splice. Splices for aluminium wires should be in accordance with the requirements of the airframe manufacturers’ standard practices or SAE AS70991, MS25439, or equivalent specification. Conditions that result in excessive voltage drop and high resistance at junctions that may ultimately lead to failure of the junction should be avoided. The preferable location for aluminium splices is in pressurized areas. To avoid contamination from foreign particles the crimp tool should be dedicated to aluminium wire crimping. 9.11 Wire selection. a. Installation environment. (1) Careful attention should be applied when deciding on the type of wire needed for a specific application. Due consideration should be given such that the wire’s construction properly matches the application environment. For each installation, you should select wire construction type suitable for the most severe environment likely to be encountered in service. For example use a wire type that is suitable for flexing for installations involving movement, use a wire type that has a high temperature rating for higher temperature installations. (2) When considering the acceptability of wire, you should refer to the industry standards defining acceptable test methods for aircraft wire, including arc tracking test methods. (e.g. EN3475, SAE AS4373, or alternative manufacturer standards) (3) Wires such as fire detection, fire extinguishing, fuel shutoff, and fly-by-wire / engine control system wiring that must operate during and after a fire must be selected from wire types qualified to provide circuit integrity after exposure to fire for a specified period. b. Wire insulation selection. Wire insulation type should be chosen according to the environmental characteristics of wire routing areas. One wire insulation characteristic of particular concern is arc tracking. Arc tracking is a phenomenon in which a conductive carbon path forms across an insulating surface. A breach in the insulation allows arcing and carbonizes the insulation. The resulting carbon residue is electrically conductive. The carbon then provides a short circuit path through which current can flow. This can occur on either dry or wet wires. Certain types of wire insulation are more susceptible to arc tracking than others, and wire insulated with aromatic polyimide is one. Therefore, its use should be limited to applications where it will not be subjected to high moisture, high vibration levels, or abrasion, or where flexing of the wire will occur. There are new types of aromatic polyimide insulated wire, such as hybrid constructions (e.g., the aromatic polyimide tape is the middle layer, and the top and bottom layer is another type of insulation such as Teflon tape) which are less susceptible to arc tracking. c. Mechanical strength of wire. Wires should be sufficiently robust to withstand all movement, flexing, vibration, abrasion and other mechanical hazards to which they may be reasonably subjected on the aeroplane. Generally, conductor wire should be stranded to minimise fatigue breakage. Refer to AS50881 and AECMA EN3197 for additional guidance. Additionally, wires should be robust enough to withstand the mechanical hazards they may be reasonably subjected to during installation into the aircraft. d. Mixing of different wire insulation types. Different wire types installed in the same bundle should withstand the wire-to-wire abrasion they will be subject to. Consideration should be given to the types of insulation mixed within wire bundles, especially if mixing a hard insulation type with a relatively softer type, and particularly when relative motion could occur between the wires. Such relative motion between varying wire insulation types could lead to accelerated abrasion and subsequent wire failure. e. Tin plated conductors. Tin plated conductors may be difficult to solder if not treated properly, so preparation of the conductor is necessary to ensure a good connection is made. (f) Wire gauge selection. To select the correct size of electrical wire, the following requirements should be considered: (1) The wire size should be matched with the circuit protective device with regard to the required current. (2) The wire size should be sufficient to carry the required current without overheating. (3) The wire size should be sufficient to carry the required current over the required distance without excessive voltage drop (based on system requirements). (4) Particular attention should be given to the mechanical strength and installation handling of wire sizes smaller than AWG 22 (e.g., consideration of vibration, flexing, and termination.) Use of high-strength alloy conductors should be considered in small gauge wires to increase mechanical strength. Note: Additional guidance for selecting wires and other EWIS components can be found in SAE AS50881 and EN2853. g. Wire temperature rating. Selection of a temperature rating for wire should include consideration of the worst-case requirements of the application. Caution should be used when locating wires in areas where heat is generated, for example where oxygen generators or lighting ballast units are located. (1) Wires have a specified maximum continuous operating temperature. For many types, this may be reached by any combination of maximum ambient temperature and the temperature rise due to current flow. (2) In general, it is undesirable to contribute more than 40oC rise to the operating temperature by electrical heating. (3) Other factors to be considered are altitude de-rating, bundle size de-rating, and use of conduits and other enclosures. (4) Particular note should be taken of the specified voltage of any wire where higher than normal potentials may be used. Examples are discharge lamp circuits and windscreen heating systems. h. EWIS components in moisture areas. (1) Severe wind and moisture problem. Areas designated as severe wind and moisture problem (SWAMP) areas are different from aircraft to aircraft but they generally are considered to be such areas as wheel wells, wing folds, pylons, areas near wing flaps, and other exterior areas that may have a harsh environment. Wires for these applications should incorporate design features that address these severe environments. (2) Silver plated conductors. Many high strength copper alloy conductors and coaxial cables use silver plating. Contamination of silver-plated conductors with glycol (de-icing fluid) can result in electrical fire. Accordingly, you should not use silver plated conductors in areas where de-icing fluid can be present unless suitable protection features are employed. Silver plated conductors and shields can exhibit a corrosive condition (also known as ‘Red Plague’) if the plating is damaged or of poor quality and is exposed to moisture. Designers should be aware of these conditions. (3) Fluid contamination of EWIS components. Fluid contamination of EWIS components should be avoided as far as practicable. But EWIS components should be designed and installed with the appropriate assumptions about fluid contamination, either from the normal environment or from accidental leaks or spills. Industry standards, such as RTCA DO-160/EUROCAE ED-14, contain information regarding typical aircraft fluids. It is particularly important to appreciate that certain contaminants, notably from toilet waste systems, galleys, and fluids containing sugar, such as sweetened drinks, can induce electrical tracking in already degraded electrical wires and unsealed electrical components. The only cleaning fluids that should be used are those recommended by the aeroplane manufacturer in its standard practices manual. 10 EWIS component selection for future modifications If a TC includes subpart H in its certification basis, future modifiers of those TCs should comply with the subpart H requirements by using the same or equivalent standards / design practices as those used by the TC holder. If modifiers choose to deviate from those standards / design practices, they should have to substantiate compliance independently. The standards / design practices used by the TC holder in order to justify their own choice of components should also be considered. [Amdt 25/5]