Aging Transport Systems Advisory Committee Terms of Reference
Background
The Federal Aviation Administration (FAA) has developed the Aging
Non-Structural Systems Plan to address the recommendation of the
White House Commission on Aviation 
Safety
and Security (WHCSS) that: In cooperation with airlines and manufacturers,
the FAA's Aging Aircraft program should be expanded to cover non-structural
systems. Throughout this Term of Reference the words "aging
non-structural systems" and "aging systems" will
be used interchangeably.
The Commission was concerned that existing procedures, directives,
quality assurance, and inspections may not be sufficient to prevent
safety related problems caused by corrosion and other deteriorating
effects on nonstructural components of commercial aircraft as they
age.
As part of its recommendations, the Commission recommended that
the FAA work with airlines and manufacturers to expand the aging
airplane program to include nonstructural components through steps
including:full and complete tear-downs of selected aircraft scheduled
to go out of service; the establishment of a lead-the-fleet research
program; an expansion of the FAA-DOD-NASA cooperative aging aircraft
program; an expansion of programs of the Airworthiness Assurance
Working Group to include nonstructural components; and encouraging
the development of modern technical means to ensure and predict
the continued airworthiness of aging nonstructural components and
systems.
In order to fully address the WHCSS recommendations on aging systems,
an Aging Nonstructural Systems Study team was formed. This team,
led by the Transport Airplane Directorate (TAD), conducted an inspection
of systems in several aging airplanes met with FAA Principal Maintenance
Inspectors (PMI) who are tasked with oversight of major air carriers
in order to make a preliminary evaluation of the need for additional
work to address the Commission's concerns. The team concluded that
additional work is warranted and that industry involvement in this
work is essential.
The FAA has chosen to address these recommendations through an
Administrator's Advisory Committee as the most appropriate way to
provide a forum for the parties involved in addressing the WHCSS
recommendations.
The elements of the aging systems plan have been grouped into five
major tasks, each incorporating one or more related elements of
the plan. Rather than provide separate tasking statements for each
major task, the five major tasks are addressed below. This makes
it easy to refer to related plan elements in other major tasks and
serves to clarify the way in which the plan elements interact. Each
major task description begins with a specific task statement giving
the overall aim of the task, then identifies the separate subtasks,
the schedules to be met, the proposed work assignments, contacts,
and, where appropriate, a list of applicable rules and guidance
to which changes should be recommended.
SPECIFIC TASK 1
SAMPLING INSPECTION OF THE FLEET
Conduct an in-depth survey of the condition of aging transport
airplane fleet systems and make model-specific safety recommendations
related to airplane systems that will eliminate or significantly
reduce the hazards associated with the types of age-related damage
displayed by the fleet. Propose mandatory actions to address in-service
airplanes. Recommend changes to certification and operations rules
to address problems associated with aging. There are four subtasks
to this effort.
1.1) Airplane Models to be Evaluated:
Establish the airplane models to be evaluated. A representative
sample of each design in the fleet, i.e. 727, A300, for which individual
airplanes have exceeded the design life should be evaluated, as
well as newer airplanes incorporating full authority electronic
flight and engine controls. Identify the systems to be evaluated
on each model based on criticality and service experience. Consider
evaluating airplanes with a range of ages for each model type to
determine the onset of significant aging effects and the safety
significance of those effects.
1.2) Criteria for Evaluation:
Establish the criteria for evaluation. Evaluation criteria should
reflect the level of system criticality, the types of aging phenomena
observed by the FAA in the preliminary study reported as part of
the Transport Nonstructural Systems Plan, the types of aging effects
which could be important for critical systems, fleet service history,
and DOD/NASA "lessons learned" pertaining to airplane
maintenance practice. Include review of non-critical systems whose
failure could adversely affect critical systems, i.e. fire damage
to or short circuit to adjacent wiring or components. Aging phenomena
which might affect lightning and High Intensity Radiated Field (HIRF)
protection should be addressed as well as more direct aging phenomena
such as wire insulation degradation, connector corrosion, contamination,
etc. Specific areas where damage/contamination is likely such as
wheel wells, under lavatory areas, etc., should be identified.
1.3) Evaluation Plan:
Develop a plan for the evaluation phase and submit it for FAA approval
within 6 months of tasking. The plan should include the information
referred to in 1 and 2 above. The FAA will consider the plan and
may make changes as necessary to satisfy agency goals.
1.4) Fleet Evaluation:
Complete the evaluations in accordance with the plan as modified
and approved by the FAA and submit findings and recommendations
to the FAA within 12 months of FAA approval of the evaluation plan.
Make recommendations for actions for the in-service fleet, including
corrective regulatory actions that will eliminate, significantly
reduce, or control the hazards associated with aging systems effects
in accordance with the requirements of FAR 25.1309. In the event
that evaluations reveal conditions which could exist on newer airplane
designs such as the Boeing 757/767 and Airbus A320/330/340, recommend
additional inspections to determine the condition of these newer
airplanes.
Schedule for Task 1: The activities of Task 1 will be completed
within the times specified. The FAA will consider the recommendations
produced by the Aging Transport Systems Advisory Committee and initiate
future FAA regulatory action. However, if the group is unable to
provide the FAA with the products identified above within the specified
times, the FAA will take other action to assure the prompt completion
of the tasks.
Proposed Advisory Committee Work Assignment for Task 1: The Air
Transport Association (ATA) has organized an Aging Systems Task
Force to begin industry efforts to evaluate the systems of the current
air transport fleet. We recommend this group be chartered as a working
group under the Aging Transport Systems Advisory Committee to accomplish
this task. Augmentation of the working group to address airplanes
not included in the ATA fleet and to include other interested parties
would be necessary.
Contacts for Task 1:
FAA: Stewart Miller (425) 227-2190
JAA: TBD
U.S. Industry: TBD
European Industry: TBD
SPECIFIC TASK 2
REVIEW OF FLEET SERVICE HISTORY
Review service history, manufacturer's service bulletins, manufacturer's
service letters, and applicable Airworthiness Directives for the
aging transport fleet. Identify information which pertains to aging
systems for possible mandatory action. The fleet to be reviewed
should be the same as evaluated as part of the fleet evaluation
program of Specific Task 1. There are three subtasks.
2.1) Criteria for Mandatory Action on Service Data:
Establish the criteria for selection of service data for mandatory
action. Evaluation criteria should reflect the level of system criticality,
the criticality of the failure modes reported in the service data
or service history, the potential for fire or other system damage,
and the potential for presentation of misleading information to
the crew. Problems which might affect lightning and High Intensity
Radiated Field (HIRF) protection should be addressed as well as
more direct failure modes. Specific areas where damage/contamination
is likely such as wheel wells, under lavatory areas, etc., should
be identified and particular attention paid to service experience
and service data regarding these areas. Identify aging fleet service
experience and service data which may be precursors of problems
which may develop in newer airplanes.
2.2) Review of Existing Airworthiness Directives:
Review any Airworthiness Directives that require repetitive inspections,
and determine if continued inspections are warranted, or if a terminating
action is appropriate.
2.3) Review of Service Data and Service Experience:
Complete the reviews of service experience and service data, submit
findings and make recommendations to the FAA within 18 months of
tasking. Make recommendations for possible mandatory corrective
actions for the in-service aging fleet that will eliminate, significantly
reduce, or control the hazards associated with aging systems effects
to the level required by FAR 25.1309. Make recommendations for studies
of newer airplanes when precursor data indicates the potential for
problems.
Schedule for Task 2: This activity is to be completed within 18
months of tasking. The FAA will consider the recommendations produced
by the Aging Transport Systems Advisory Committee and initiate appropriate
FAA regulatory action. If the group is unable to provide the FAA
with the products identified above within the specified times, the
FAA will take other action to assure the prompt completion of the
task.
Proposed Advisory Committee Work Assignment: The Air Transport
Association (ATA) has organized an Aging Systems Task Force to begin
industry efforts to evaluate the systems of the current air transport
fleet. We recommend this group be chartered as a working group under
the Aging Transport Systems Advisory Committee to accomplish this
task along with its aging airplane evaluation task. Augmentation
of the working group to address airplanes not in the ATA fleet and
to include other interested parties will be necessary.
Contacts for Task 2:
FAA: Stewart Miller (425) 227-2190
JAA: TBD
US Industry: TBD
European Industry: TBD
SPECIFIC TASK 3
IMPROVEMENT OF MAINTENANCE CRITERIA
Maintenance procedures currently in use in the air transport industry
may not adequately or proactively address aging nonstructural systems.
While it is not expected that this advisory committee will define
airplane model specific detailed maintenance activities, there is
a need to define general criteria for maintenance and inspection
activities which maintenance programs should exhibit to address
aging systems issues. This task is therefore to improve general
maintenance criteria for airplane systems to assure aging systems
related problems are identified and corrected. This should be done
by developing enhancements to the maintenance planning procedures,
maintenance procedures, inspection procedures, inspection criteria,
procedures for protection of systems during maintenance, and maintenance
training programs to ensure that aging systems issues are adequately
addressed. These enhancements, when applied to a specific airplane
type, should lead to development of an airplane model specific maintenance
program which adequately addresses aging systems issues. There are
five subtasks.
3.1) Review and Revise Maintenance Steering Group (MSG)-3 Processes:
Revise Maintenance Steering Group (MSG)-3 processes to address catastrophic
events associated with wire failures as MSG-3 review items. The
revised processes should result in identification of wire and system
failures which are catastrophic or reduce the ability of the crew
to cope with adverse operating conditions; or which can induce these
effects on other systems with which they are associated, either
physically or functionally; and identification of maintenance tasks,
inspection thresholds, and inspection intervals for failures with
catastrophic consequences. Failures of components which could negatively
affect HIRF, lightning protection, and electromagnetic compatibility
features should be addressed. The MSG-3 process is to be updated
by July, 2000, with maintenance programs updated as necessary by
October, 2000.
3.2) Define Improved Inspection Criteria:
Define improved inspection criteria for wiring, connectors, and
associated components using ATA best practices, i.e. ATA Specification
117, Wiring Maintenance Practice Guidelines, pertinent manufacturer's
service data, and DOD/NASA "lessons learned" pertaining
to airplane maintenance practice. Wire in conduits or the interior
of large wire bundles is not inspectable under the current "general
visual inspection" definition. Further there are many areas
in the airplane where it is difficult to see and fully inspect even
the surface of wire bundles. Evaluate the current definition of
"general visual inspection" and determine if it is still
appropriate to wire and wire systems. An expected result of this
review would be the incorporation of inspections, improved maintenance
practices, improved definitions, or other actions to detect potentially
catastrophic electrical faults. Include inspection criteria for
components whose failure might negatively affect HIRF, lightning
protection, and electromagnetic compatibility features. Give particular
consideration to the results of changes to MSG-3 activities identified
in subtask 3.1 above. The inspections, improved maintenance practices,
improved definitions, guidance or other actions to detect potentially
catastrophic electrical faults are to be developed and published
by January, 2000, and should be incorporated in the work of Task
5.
3.3) Define Practices to Eliminate Wire Bundle Contamination During
Maintenance:
Establish improved maintenance practices to prevent contamination
of wiring and connectors with metal shavings or other harmful solids
or fluids during maintenance of other components or modifications
and repairs of airplane structure. Include those practices in appropriate
maintenance instructions and training. The practices are to be prepared
in the form of guidance material by January, 2000, and should be
incorporated in the work of Task 5.
3.4) Define Acceptance Criteria for Corrosion of Systems Components:
Define acceptance criteria for corrosion on flight control actuators,
associated linkages, and hydraulic fittings, if they do not already
exist in maintenance documents. Define limits for corrosion on these
components based on manufacturer's service data, service history,
and DOD/NASA "lessons learned". Provide recommendations
to the FAA as to the acceptance criteria and on the means of incorporating
these criteria into maintenance programs. Consider revision of the
MSG 3 documents and process to reflect lessons learned. Recommendations
are to be provided by January, 2000, and should be incorporated
in the work of Task 5.
3.5) Present maintenance practices often do not relate the results
of maintenance activities on components removed and replaced during
line maintenance to the original service problem. Propose a process
to assure that components removed during maintenance are examined
for safety implications of the observed failures and the results
are tracked back to the original service problem.
Schedule for Task 3: This activity will be tasked for the times
specified. The FAA will consider the recommendations produced by
the Advisory Committee and incorporate them in appropriate guidance
material or reference them as appropriate. However, if the group
is unable to provide the FAA with the products identified above
within the specified times, the FAA will take other action to assure
the prompt completion of the tasks.
Proposed Advisory Committee Work Assignment: It is proposed that
this task be assigned to a working group under the Aging Transport
Systems Advisory Committee
Contacts for Task 3:
FAA: Fred Sobeck (202) 267-7355
JAA: TBD
US Industry: TBD
European Industry: TBD
SPECIFIC TASK 4
REVIEW AND UPDATE STANDARD PRACTICES FOR WIRING
The Air Transport Association (ATA) has developed a specification
for maintenance manuals for aircraft. In this document, Chapter
20 contains a section on "Standard Practices for Wiring".
In support of the ATA specification the manufacturers of aircraft
develop a version of Chapter 20 which identifies data and procedures
regarding each type of wiring component throughout the aircraft
which has been approved for installation. Data from each product
vendor is included. At any individual airline or repair station
only part of this information is needed. The remainder of the manufacturer's
Chapter 20 material has the potential for confusing the maintenance
personnel, so the material should be tailored to the specific requirement
of each airline or repair station. There are two subtasks.
4.1) Define Standards:
Define standards for a simplified Chapter 20 to be created by the
user organization and based on the manufacturer's omnibus Chapter
20, Standard Practices for Wiring. Propose a standard method of
developing such simplified documents through a working group involving
the manufacturer and the airline, basing the document on the ATA
specification. Define operator specific information which should
be developed, such as "standard repairs" developed by
the airline because of operator specific problems. Consider appending
this material to ATA Specification 100.
4.2) Define a Process of Training Development:
Define a process for training development based on the airline's
customized Chapter 20. This training process should be in a format
that is easily assimilated into training for repair station, air
carrier and non-air carrier operations. This work should be integrated
with the work of Task 5.
Schedule for Task 4: This activity is to be tasked for completion
in two phases. By December, 1999, establish the preliminary set
of requirements. By March, 2000 complete publication of the first
update to guidance material. The FAA will consider the recommendations
produced by the Advisory Committee and incorporate them in appropriate
guidance material or reference them as appropriate. However, if
the group is unable to provide the FAA with the products identified
above within the specified times, the FAA will take other action
to assure the prompt completion of the tasks.
Proposed Advisory Committee Work Assignment: It is proposed that
this task be assigned to a working group under the Aging Transport
Systems Advisory Committee
Contacts for Task 4:
FAA: Fred Sobeck (202) 267-7355
JAA: TBD
US Industry: TBD
European Industry: TBD
SPECIFIC TASK 5
REVIEW AIR CARRIER AND REPAIR STATION INSPECTION AND REPAIR TRAINING
PROGRAMS AND RECOMMEND ACTIONS TO ADDRESS AGING SYSTEMS:
Review air carrier and repair station training programs for nonstructural
systems inspection and repair to ensure that they adequately address
aging wiring system components (wire, connectors, brackets, shielding,
clamps, ground) and other nonstructural systems. Incorporate the
work of Tasks 1 through 4 as it applies to training.
5.1) Define Desired Attributes of Training Programs:
Define desirable attributes of training programs for nonstructural
systems inspection and repair based on experience; wiring "best
practices" guides; aircraft and component manufacturers', DOD,
NASA, or other government agency recommended practices; and other
pertinent data.
5.2) Define Model Inspection and Repair Training Programs:
Define model inspection and repair training programs which reflect
the desirable attributes defined in 5.1 and which incorporate the
improvements in maintenance and inspection processes developed by
the advisory committee in Tasks 1 through 4. These model programs
should be easily adapted to specific airplane types. Specific areas
to be considered include improved wire and component inspection
criteria including corrosion criteria, MSG-3 changes, maintenance
practices to reduce wire bundle contamination, and improved maintenance
and inspection criteria for system components aimed at lightning,
HIRF, and electromagnetic compatibility protection.
Schedule for Task 5: Develop a plan for definition of desirable
attributes and definition of model programs within 6 months of tasking.
The FAA will consider the plan and may make changes as necessary
to satisfy agency goals. Complete the definition of model maintenance
and inspection programs and submit findings and recommendations
to the FAA by November, 1999. The FAA will consider the recommendations
produced by the Aging Transport Systems Advisory Committee and initiate
future FAA regulatory action. However, if the group is unable to
provide the FAA with the products identified above within the specified
times, the FAA will take other action to assure the prompt completion
of the tasks.
Proposed Advisory Committee Work Assignment: It is proposed that
this task be assigned to a training working group under the advisory
committee.
Contacts For Task 5:
FAA: Fred Sobeck (202) 267-7355
JAA: TBD
US Industry: TBD
European Industry: TBD
TASK
6
WIRE SYSTEM CERTIFICATION REQUIREMENTS
TASK 6.1: Establish a Harmonization Working Group (HWG)
ATSRAC is tasked to establish a Wire System Harmonization Working
Group (HWG) to provide a report to the FAA that will include response
and recommendations to the following tasking statements. The FAA
will use this report as the basis to develop a new part 25 regulation
addressing the certification requirements for wire systems and any
associated guidance. The Wire System HWG, should be established
as a part 25 / JAR-25 Harmonization Working Group, and be comprised
of, as a minimum, representatives from:
- type certificate and supplemental type certificate holders,
- operators, and
- regulatory authorities.
TASK 6.2: Develop a Coordination Process with ARAC
The Wire System HWG should establish working methods to ensure
proper coordination with the ARAC Electrical Systems HWG and the
Systems Design & Analysis HWG, who are addressing related subjects.
Methods of coordination may include:
- cross-membership
- joint meetings
- systematic exchange of documents
- ARAC review of recommendations
TASK 6.3: Develop a Coordination Process with other ATSRAC Working
Groups
In developing the report for wire system certification requirements,
the Wire System HWG must coordinate with:
- Standard Wire Practices Manual HWG (addressing TASK 7)
- Enhanced Maintenance Practices for Systems HWG (addressing TASK
9)
Therefore, ATSRAC is tasked to develop a process for coordination
between these working groups.
TASK 6.4: Combine Current Wire System Regulations into One Section
Current requirements for the certification of wire systems from
connector to connector (including other terminating devices, such
as terminal blocks, terminal lugs, modules, etc.) are contained
in various paragraphs throughout part 25. (Circuit Protection Devices
will not be addressed) This reduces the visibility of the requirements
and does not facilitate a comprehensive process for the design and
certification of wire systems. Therefore, to raise the awareness
of wire system certification, ATSRAC is tasked to review all 14
CFR part 25 and JAR-25 paragraphs related to wiring systems, as
well as all ATSRAC and ARAC recommendations related to wiring systems.
Following this review, ATSRAC is tasked to submit recommendations
for combining the existing paragraphs and creating a new section
dedicated specifically to wire systems.
TASK 6.5: Identify Design Requirements to Mitigate Problems of
Aging in Wire Systems
ATSRAC recommendations have identified aging characteristics of
wire systems and methods to mitigate the effects of aging. Certain
design practices have been recognized as a means to mitigate potential
problems due to "aging." Consideration should be given
to enhance certification by requiring that new wire system designs
include these means of mitigation. Therefore, ATSRAC is tasked to
identify requirements for a new wire systems rule on how to account
for aging effects in the certification of wire systems. These new
requirements must consider the conclusions and recommendations contained
in the ATSRAC recommendations of Chapter 7 of the Intrusive Inspection
Report, as well as other ATSRAC recommendations.
TASK 6.6: Identify Requirements for Wire System Safety Assessments
Historically, the wiring associated with a certain system has been
included in the safety assessment of that system. Failures of the
wiring and components were typically considered solely on the end
effect to that system. However, the failure of the wire system at
an airplane level has not been given consistent consideration.
Service history and the recommendations from ATSRAC have shown
that wire systems failures often affect multiple systems within
a particular zone. Current safety assessment practices, as identified
in Advisory Circular (AC) 25.1309-1A, "System Design Analysis,"
provide methods to address these types of failures. Performing these
safety assessments to show compliance with § 25.1309 ("Equipment,
systems, and installations") may be necessary to adequately
certify wire systems.
Therefore, ATSRAC is tasked to review § 25.1309, AC 25.1309-1A
(or latest revision), corresponding JAR-25 material, and related
ARAC recommendations. ATSRAC is then to submit a recommendation
on whether particular methods of compliance with § 25.1309
should be mandated in the new wire systems rule. Particular methods
include, but are not limited to:
- common mode analysis
- safety zonal analysis, and
- particular risk analysis
The recommendation should consider how to address potential wiring
failures and in-service conditions as contained in the ATSRAC recommendations
from the Intrusive Inspection Report, as well as aging effects,
as part of system safety assessments performed in compliance with
§ 25.1309.
TASK 6.7: Identify Requirements for Wire Separation
ATSRAC recommendations, as defined in the Intrusive Inspection
Report, identified the enhancement of wire separation requirements
as a mitigating factor against certain failure modes and conditions.
Current FAA/JAA requirements for wire separation are contained in
§ 25.1353 ("Electrical equipment and installations"),
and implied in § 25.1309. Therefore, ATSRAC is tasked to determine
if a comprehensive wire separation regulation, in addition to §
25.1353, should be included in the new wire system rule. If so,
the recommendations obtained from this task should include general
requirements for all wire systems regarding wire separation. In
responding to this task, ATSRAC should review:
- existing FAA/JAA guidance
- ATSRAC and ARAC recommendations
- industry documentation for wire separation requirements and
associated guidance
TASK 6.8: Identify Requirements for Wire Identification
Maintaining proper wire separation requires the need to adequately
define the airplane-level effect of failure of the functions contained
in any given wire bundle. In addition, it may be prudent to allow
more detailed inspections of wire bundles that
- contain wires associated with those systems required for continued
safe flight and landing
- contain wires, the failure of which would affect the ability
of the flightcrew to cope with adverse operating conditions
Therefore, ATSRAC is tasked to provide recommendations on the need
for the special identification of wire and/or wire bundles based
on the airplane-level effect of failures of systems contained in
a given wire bundle.
TASK 6.9: Recommend Advisory Material for the New Wire Systems
Rule
Providing acceptable guidance with the new wire systems rule will
facilitate compliance with the rule. Therefore, ATSRAC is tasked
to provide recommended methods of compliance with the requirements
established from TASKS 6.4 through 6.8, described above. Existing
advisory material may already provide acceptable means of compliance.
If so, ATSRAC is tasked to identify where this guidance exists.
In preparation for fulfilling this task, ATSRAC is also tasked
to review the existing advisory material, guidelines, and policies
regarding the design and installation of wiring systems, as well
as related ARAC recommendations. ATSRAC will then recommend necessary
changes, considering the aging effects on wiring as noted in the
previous recommendations submitted by ATSRAC and, in particular,
in the Intrusive Inspection Report.
TASK 7
STANDARD WIRE PRACTICE MANUAL (SWPM)
The FAA's Aging Transport Non-Structural Systems Plan states that
the current presentation and arrangement of standard wire practices
make it difficult for an aircraft maintenance technician to locate
and extract the pertinent and applicable data necessary to effect
satisfactory repairs. The ATSRAC recommendations on the SWPM provided
methods to facilitate using the SWPM.
This TASK 7 is intended to implement the previous ATSRAC recommendations
on the SWPM.
TASK 7.1: Establish a Harmonization Working Group (HWG)
Through this tasking, the FAA intends to implement the ATSRAC Task
Group 4 recommendations for a revised SWPM. The result of this tasking
will be a recommendation from ATSRAC for a standardized SWPM. The
FAA will use this recommendation to develop an AC that identifies
the standardized structure of major sections for standard practices
dealing with wire, cable, and other wiring components. Therefore,
ATSRAC is tasked to establish a Standard Wire Practice Manual HWG.
This HWG should consist of, as a minimum, representatives from:
- the Air Transport Association (ATA)
- operators
- aircraft and component manufacturers
- regulatory authorities
TASK 7.2: Coordination with other ATSRAC HWGs
In developing the report for SWPM format, the SWPM HWG must coordinate
with:
- the Wire System Certification HWG (addressing TASK 6)
- the Enhanced Maintenance Practices for Systems HWG (addressing
TASK 9)
Therefore, ATSRAC is tasked to develop a process for coordination
between these working groups.
TASK 7.3: Define a Standard Format
ATSRAC is tasked with defining a standard format for the SWPM that
meets the following characteristics:
- The SWPM format and organization must provide operators of different
aircraft types from different manufacturers the ability to retrieve
standard wiring repair and maintenance information from the maintenance
manual or wiring diagram manual.
- The information and data format must be useable and readily
retrievable by field level technicians who are performing the
maintenance and repairs.
- Human factor considerations must be taken into account when
defining the structure of the manual, so that the potential for
human error will been minimized in interpreting wiring practices
information.
- The structure of the manual also must allow inclusion of wiring
repair and maintenance information supplied by component manufacturers
[e.g., line replaceable units (LRU) and other types of system
equipment], such that wiring repair and maintenance information
for entire wiring systems (including both aircraft wiring and
system/subsystem wiring) can be readily retrievable.
- The structure and organization method must be developed to facilitate
classification of wiring systems-related corrective action for
reliability reporting.
TASK 7.4: Define Standard Content
ATSRAC is tasked with defining the minimum content for the SWPM.
The minimum content will define standard categories to be included
in the SWPM. It will not define the actual procedures associated
with the standard content that is pertinent to each manufacturer.
The standard content will include the characteristics described
below. The technical content is to use source data from ATA Spec
117 and applicable FAA Advisory Circulars, and must address the
following subjects, as a minimum:
Cleaning Requirements and Methods:
- · "Protect, clean as you go" philosophy.
- Non-destructive methods for cleaning dust, dirt, foreign object
debris (FOD), lavatory fluid, and other contaminants produced
by an aircraft environment from wiring systems.
- Wire replacement guidelines when an accumulation of contaminants,
either on the surface and/or imbedded in the wire bundle, cannot
be safely removed.
Wire and Cable Identification.
- Specify requirements for wire and cable identification and marking
to provide safety of operation, safety to maintenance personnel,
and ease of maintenance. (Refer to TASK 6, above.)
- Specify methods of direct wire marking. Also, identify specific
requirements and cautions associated with certain types of wire
marking.
Wire and Cable Damage Limits.
- Specify limits to positively identify the thresholds where damaged
wire/cable replacement may be necessary and where repairs can
be safely accomplished. Establish limits for each applicable wire/cable
type, if necessary.
- Include damage limits for terminals, studs, connectors, and
other wiring system components, as necessary.
Installation Clamping and Routing Requirements.
- Specify the requirements for the installation of wiring systems
with respect to physical attachment to the aircraft structure.
These requirements must be compatible with the different environments
applicable to aircraft and aircraft systems.
- Specify applicable methods of clamping, support, termination,
and routing to facilitate installation, repair, and maintenance
of wires, wire bundles, and cabling.
- Establish minimum bend radii for different types of wire and
cable.
- Specify minimum clearance between wiring and other aircraft
systems and aircraft structure.
- Include the requirements for the installation of wiring conduit
with respect to physical attachment, routing, bend radii, drain
holes, and conduit end coverings.
- Emphasize special wiring protective features, such as spatial
separation, segregation, or shielding, that are required to be
maintained throughout the life of the aircraft.
Repair and Replacement Procedures.
- Describe methods to safely repair and/or replace wiring and
wiring system components.
- Include types and maximum numbers of splice repairs for wiring.
When splicing wire, environmental splices are highly recommended
over non-environmental splices. Guidance should be provided on
how long a temporary splice may be left in the wire.
- Specify procedures for the repair, replacement, and maintenance
of connectors, terminals, modular terminal blocks, and other wiring
components.
Inspection Methods.
- In wiring inspection methods, include a general visual inspection
(GVI), or a detailed inspection, as determined by the enhanced
zonal analysis procedure. Typical damage includes heat damage,
chafing, cracked insulation, arcing, insulation delamination,
corrosion, broken wire or terminal, loose terminals, incorrect
bend radii, contamination, and deteriorated repairs
- Identify detailed inspections and, where applicable, established
and emerging new technology non-destructive test methods to complement
the visual inspection process.
- Whenever possible, ensure that inspection methods can detect
wiring problems without compromising the integrity of the installation.
TASK 7.5: Recommend Updates of Existing SWPMs.
ATSRAC is tasked to consider and make recommendations to the FAA
on whether to update SWPMs already in use under existing airline
and repair station programs. ATSRAC must provide adequate justification
for their recommendations. If ATSRAC determines that existing manuals
should be updated, the FAA requests that a proposed method and compliance
schedule be included in the recommendation.
TASK 8
ENHANCED TRAINING PROGRAM FOR WIRE SYSTEMS
Previous tasking to ATSRAC (TASK 5) resulted in recommendations
regarding the need for the development of enhanced training programs
regarding wire systems. The enhancements to the training programs
will ensure that aging systems issues are adequately addressed.
TASK 8.1: Establish Harmonization Working Group (HWG)
To assist the FAA in formulating appropriate rulemaking and guidance
pertaining to aircraft wiring training, ATSRAC is tasked to identify
and appoint an Enhanced Training Program Harmonization Working Group
(HWG). This HWG will assist the FAA in the development of a draft
advisory circular (AC) and possible rulemaking actions concerning
wire system training. Selected participants should have expertise
in training program development, wiring, and avionics maintenance.
TASK 8.2: Coordination with Other ATSRAC HWGs
Because the training must reflect the enhanced maintenance requirements,
ATSRAC is tasked to develop a process for coordination between:
- the Enhanced Training Program HWG (addressing TASK 8)
- the Enhanced Maintenance Practices HWG (addressing TASK 9)
- the Standard Wire Practice Manual HWG (addressing TASK 7)
- TASK 8.3: Develop Guidance for Wire System Training Program
ATSRAC is tasked to provide a recommended "Wire System Training
Program" that could be incorporated into an FAA Advisory Circular
and JAA Advisory Material. The Wire System Training Program should
be applicable to:
- air carrier operations
- repair station programs
- other operators of transport aircraft
Using the recommendations from the previous ATSRAC working group
reports -- in particular, TASK 5, Training, and the Intrusive Inspection
Report -- provide a Wire System Training Program that can be incorporated
into advisory material. This program must consider training requirements
that address all specific issues of an enhanced maintenance program
identified under TASK 9, Enhanced Maintenance Criteria for Systems.
TASK 8.4: Identify SWPM Recurrent Training
To improve the usage of the SWPM/ESPM by maintenance technicians,
ATSRAC previously recommended recurrent training on the SWPM. Therefore,
ATSRAC is tasked to recommend minimum requirements for recurrent
training of maintenance technicians for the SWPM, with particular
focus on aging and degradation of wiring systems. Human factors
considerations must be taken into account when developing recurrent
training requirements, so that the potential for human error will
be minimized in interpreting wiring practices training materials.
The recurrent training requirements must use source data from ATA
Spec 117 and applicable FAA Advisory Circulars, and include, as
a minimum, the following subjects:
- Safety - Stress the importance of proper installation, repair,
and maintenance of wiring systems by describing the various consequences
of wiring systems faults such as overheat, arcing damage, smoke,
fire, and loss of systems. Consider the inclusion of actual service
history events, incidents, and accidents.
- Degradation of Wire Installations - Review the major factors
influencing wire systems degradation, including improper installation,
vibration, moisture, heat, contamination, and indirect damage
from proximate systems.
- Lightning/High Intensity Radiated Fields (HIRF) Protection -
Describe the different types of bonding degradation as applicable
to the lightning/HIRF protection schemes.
- Corrosion of Components - Describe the causes and effects of
wiring system corrosion including electrolysis, oxidation, and
other forms of corrosion. List inspection methods and limits associated
with visual or electrical corrosion detection.
- Contamination - Describe types and effects of chemical and other
contamination such as hydraulic fluids, fuels, solvents, cleaning
fluids, and other caustic materials/fluids on wiring system components.
- Accumulation of Dust, Lint, and Debris - Review the effects
of dust, lint, and other debris material on wiring systems. Stress
the importance of the effects on wiring insulation flammability
characteristics that dust, lint, and other contaminants may pose.
Emphasize the destructive effects that can occur on wire bundles
that have been contaminated with aluminum shavings.
- Damage Prevention and Cleaning - Highlight prevention as number
one and "protect; clean as you go" philosophies to reduce
potential for damage to wiring systems due to contamination. Review
non-destructive methods of safely cleaning wiring systems from
dust, dirt, FOD, lavatory fluids, and other contaminants typical
of an aircraft environment. Discuss any established limits where
heavy accumulation of contaminants cannot be safely removed, such
that wire replacement is necessary. Emphasize the importance of
periodic cleaning identified in post-EZAP maintenance program
TASK 9
ENHANCED MAINTENANCE CRITERIA FOR SYSTEMS
As identified in the FAA's Aging Transport Non-Structural Systems
Plan, maintenance procedures currently in use in the air transport
industry may not adequately or proactively address aging non-structural
systems. There is a need to define general criteria for maintenance
and inspection activities that maintenance programs should exhibit
to address aging systems issues. To ensure that aging systems issues
are adequately addressed, enhancements are needed to:
- the maintenance planning procedures
- maintenance procedures
- inspection procedures
- inspection criteria
- procedures for protection of systems during maintenance
- maintenance training programs
These enhancements, when applied to a specific airplane type, should
lead to the development of an airplane model-specific maintenance
program that adequately addresses aging systems issues.
TASK 9.1: Establish a Harmonization Working Group (HWG)
To assist the FAA in formulating appropriate rulemaking and guidance
pertaining to the enhancement of transport airplane maintenance
program for systems, ATSRAC is tasked to identify and appoint an
Enhanced Maintenance Practices HWG. This HWG will assist the FAA
in the development of a draft advisory circular (AC) and possible
rulemaking actions. Selected participants should have expertise
in wiring/avionics maintenance and maintenance program development,
and should have an understanding of how Instructions for Continued
Airworthiness are used.
TASK 9.2: Coordination with Other ATSRAC HWGs
ATSRAC is tasked to develop a process for coordination between
the Enhanced Maintenance Practices HWG (addressing this TASK 9)
and the HWGs addressing TASKS 6, 7, and 8.
TASK 9.3: Develop Guidance for Enhanced Maintenance Criteria for
Systems
As a result of the initial ATSRAC tasking, the Maintenance Criteria
working group identified an enhancement to existing maintenance
practices and logic methods that could be applied to in-service
aircraft and new designs to ensure that adequate consideration is
given to potential deterioration of system installations. The target
was to develop a common process for old and new designs. The outcome
was improved practices and an enhanced zonal analysis procedure.
These improvements include changes to maintenance practices such
as:
- Definitions of "general visual inspection (GVI)" and
"detailed inspection (DET)"
- expectations of a Zonal Inspection
- handling of single element dual load path (SEDLP)
- housekeeping culture issues
Application of the enhanced zonal analysis procedure (EZAP) permits
appropriate attention to be given to wiring installations. Using
this procedure, it is possible to select stand-alone visual inspections
(either General or Detailed) and tasks to minimize the presence
of combustible material. The outcome of the EZAP logic will be a
model-specific Enhanced System Program. In addition, for those type
designs that today do not have a MSG-3-derived zonal inspection
program, the outcome will include a new or enhanced zonal inspection
program.
To assist the FAA in formulating appropriate guidance for defining
an acceptable maintenance program for systems, ATSRAC is tasked
to provide recommendations for enhancing maintenance programs for
systems. The recommended program must consider all the elements
of the previous recommendations in the ATSRAC TASK 3 Report, including
the EZAP. The recommended program must also consider the conclusions
and recommendations of the other previously submitted ATSRAC recommendations,
with a focus on those provided by the Intrusive Inspection Report.
The outcome of the recommendations will be included in an FAA AC
and JAA Advisory Circular Joint (ACJ).
The AC/ACJ should provide a basis for establishing an enhanced
maintenance program that addresses aging systems issues. The AC
must be directed toward those part 25 transport category aircraft
currently being used in part(s) 91, 121, 125, and 129 operations.
It should be understood that all potential users of the AC do not
have maintenance or inspection programs developed under the auspices
of a Maintenance Review Board (MRB) using the ATA MSG-3 process.
Some users will be operating aircraft that have maintenance or inspection
programs developed using earlier methodologies.
TASK 9.4: Assist in Development of a Special Federal Aviation Regulation
(SFAR) for Performance of the Enhanced Zonal Analysis Procedure
(EZAP)
Performing the EZAP requires a thorough understanding of the wire
system design and philosophy. The holders of type certificates (TC)
and supplemental type certificates (STC) who install wiring are
the technical experts that obtain this understanding. Their assistance
in performing the EZAP is crucial.
In order to obtain this assistance, the FAA plans to issue an SFAR.
The proposed SFAR will likely apply to TC holders, and STC holders
who install wire bundles or significantly affect the installation
of existing wiring. Under the proposed SFAR, these TC and STC holders
will be required to develop an enhanced maintenance and inspection
program based on the EZAP logic. The TC and STC holders will likely
be required to augment the Instructions for Continued Airworthiness
or maintenance instructions based on the EZAP logic.
Therefore, ATSRAC is tasked first to review pertinent recommendations
of the ATSRAC Maintenance Practices (TASK 3) working group, particularly
the "zonal analysis procedure" methodology contained in
the final report. After this review, ATSRAC is to recommend the
proposed contents of an SFAR to require the enhancement of existing
maintenance and inspection programs based on the EZAP logic. The
recommendation should contain appropriate SFAR timelines for aircraft
type design holders to complete their application for the EZAP logic
for each aircraft.
NOTE: The EZAP logic can be used by type design holders or airplane
operators to enhance the maintenance programs of in-service type
designs. This includes type designs currently being produced and
type designs that are no longer in production.
The EZAP logic can also:
- be used during the development of maintenance programs for new
aircraft type designs
- be applied to previously installed STCs, either by the STC holder
or the airplane owner or operator
The holder of a design approval, including either the TC or sSTC
for an airplane for which the application was made after January
28, 1981, should supplement the Instructions for Continued Airworthiness
(ICA) based on the EZAP logic, and provide the current airplane
owner or operator with those ICA's
The holder of a design approval, including either the TC or STC
for an airplane for which the application was made prior to January
28, 1981, should supplement any maintenance instructions provided
with the issuance of the original TC or STC based on the EZAP logic,
and provide the current airplane owner or operator with those maintenance
instructions.
TASK 9.5: Recommend Wire System Instructions for Continued Airworthiness
Previous recommendations from ATSRAC have shown that improper maintenance,
repair, and modifications often accelerate the "aging"
of wire systems. To properly maintain, repair, and modify airplane
wiring, certain data must be available to the designer, engineer,
and installer. This data should be part of the Instructions for
Continued Airworthiness as required by § 25.1529 ("Instructions
for Continued Airworthiness"). Therefore, ATSRAC is tasked
to provide comment and recommendation for inclusion of the following
items in Appendix H to part 25, Instructions for Continued Airworthiness:
- Standard Wire Practices data, as improved under ATSRAC TASK
7
- Wire Separation Design Guidelines
- Special Identification Requirements
- Electrical Load Analysis
- Enhanced Zonal Analysis Procedure (EZAP
TASK 10
Small Transport Airplane Harmonization Working Group
This notice informs the public of the formation of one additional
ATSRAC harmonization working group, the Small Transport Airplane
Harmonization Working Group. The ATSRAC has chosen to establish
a new harmonization working group to provide technical support in
developing its recommendations to the FAA. This group will establish
working methods to ensure coordination among the four existing groups
and coordination with working groups established by the Aviation
Rulemaking Advisory Committee. This coordination is required to
ensure efficient use of resources, continuity in related decisions,
and the reduction of duplication of effort.
New Harmonization Working Group and Assigned Tasks
The Small Transport Airplane Harmonization Working Group should
be comprised of persons who have expertise in small aircraft (i.e.,
aircraft with 6-30 passenger seats and a maximum payload capacity
of 7,500 pounds or less) design, maintenance, or operations. The
group will—
- Investigate the applicability of previous ATSRAC recommendations
to small transport airplane electrical wire systems
- Identify issues unique to these systems and recommend appropriate
actions based on results from
- Performing a sample inspection of in-service and retired
small transport airplanes that correlate to the inspection
previously performed under the original task 1 and task 2
of the ATSRAC;
- Reviewing fleet-service history to identify trends or areas
for action; and
- Coordinating with other ATSRAC Harmonization Working Groups
to ensure that the ATSRAC reports to the FAA consider the
needs of small transport airplanes.
The working group will serve as staff to the ATSRAC to assist the
Committee in writing technical reports that will allow the FAA to
complete its development of associated rulemaking language and advisory
material. Working group documents will be reviewed, deliberated,
and approved by the ATSRAC. If the ATSRAC accepts the working group’s
documents, the Committee will forward them to the FAA as ATSRAC
recommendations.
In addition to coordinating with other working groups, the Small
Transport Airplane Harmonization Working Group should coordinate
with various organizations and specialists, as appropriate. And,
if the group identifies a need for new working groups, when existing
groups do not have the appropriate expertise to address certain
tasks, it should inform the Committee.
Working Group Activity
The working group is expected to comply with the procedures adopted
by ATSRAC. As part of the procedures, the working group is expected
to:
- Recommend a work plan for completion of the task, including
the rationale supporting such a plan, for consideration by the
ATSRAC, following the establishment and selection of the working
group.
- Give a detailed conceptual presentation of proposed recommendations
prior to proceeding with the work stated in item 3 below.
- Draft a report and/or any other collateral documents the working
group determines to be appropriate and submit them to the ATSRAC
for review and approval by January 2003.
- Provide a status report at each meeting of the ATSRAC.
Participation in the Working Group
The working group will be composed of experts having an interest
in the assigned tasks. Participants in the working group should
be prepared to devote a significant portion of their time to the
ATSRAC task through January 2003. A working group member need not
be a representative or a member of the ATSRAC.
The Secretary of Transportation has determined that the formation
and use of ATSRAC are necessary and in the public interest in connection
with the performance of duties imposed on the FAA by law.
Meetings of the ATSRAC will be open to the public. Meetings of
the individual working groups will not be open to the public, except
to the extent those individuals with an interest and expertise are
selected to participate. No public announcement of working group
meetings will be made.
Background
In response to the White House Commission on Aviation Safety and
Security, the FAA formed the Aging Non-Structural Systems Study
Team, to develop the FAA’s approach to improving management
of aging wire systems. To help fulfill the actions specified in
the Aging Non-Structural Systems Plan, the FAA set up an Aging Transport
Systems Rulemaking Advisory Committee (ATSRAC) to give recommendations
on airplane system safety issues.
In 1998, the FAA assigned five tasks to the ATSRAC. These tasks
included collecting data on aging wiring systems through airplane
inspections, reviewing airplane manufacturers’ service information,
reviewing operators’ maintenance programs, and providing the
FAA with recommendations to enhance the safety of those systems.
The FAA held a public meeting on January 20, 1999, to discuss the
Committee’s operations and their assigned tasks. The ATSRAC
found that problems associated with systems on aging airplanes are
not entirely related to the degradation overtime of wire systems.
The review of these systems also found inadequate installation and
maintenance practices could lead to what is commonly referred to
as an ‘‘aging system’’ problem. Therefore,
the scope of the ATSRAC’s work includes, not only age-related
issues, but also involves improving the continued airworthiness
of airplane systems (i.e., wire systems).
The FAA accepted the ATSRAC recommendations from the first five
tasks and subsequently assigned five additional tasks to get the
Committee’s help in implementing the safety enhancements from
their earlier recommendations. The FAA is now considering the ATSRAC
recommendations on the second set of tasks. These recommendations
include rulemaking and other actions. Implementation of the ATSRAC
recommendations is a major part of the FAA’s Enhanced Airworthiness
Program for Airplane Systems (EAPAS), a program that addresses the
safety of wiring systems.
The FAA recognizes the knowledge and experience the ATSRAC provides.
Because ATSRAC members represent a large cross-section of industry,
they will supply the FAA with an invaluable resource of technical
expertise in a variety of areas. Therefore, the FAA has assigned
three new tasks to the ATSRAC to help carry out the EAPAS objectives.
This notice announces the new tasks, which the ATSRAC has accepted.
These tasks will allow the FAA to get the Committee’s continuing
help to carry out their recommendations. ATSRAC has chosen to form
harmonization working groups (HWG) to provide technical support
to develop their recommendations on these tasks. A discussion of
the new tasks and harmonization working groups (HWG) follows.
SPECIFIC TASK 11
EAPAS Rulemaking Advisory HWG
To promote efficient rulemaking and compliance with this rulemaking,
the FAA tasks ATSRAC to provide, when specifically sought by the
FAA, recommendations about the issues discussed in items I–1
through I–3 of this section. The ATSRAC Executive Director
will send each FAA task to the ATSRAC Chair to obtain the ATSRAC
members’ decision on whether to accept the FAA’s assigned
task.
I–1. Alternatives to Rulemaking The rulemaking process requires
agencies to explore alternatives to rulemaking. Such alternatives
may include taking voluntary (or nonmandated) action or taking no
action. Under Task I–1, the FAA may request recommendations
from the ATSRAC on how to carry out alternatives, which the FAA
considers reasonable, to rulemaking. This would include providing
an estimate of the resulting improvement to safety. The FAA may
also request recommendations on how to measure implementation of
the alternative actions and how the FAA can best support these actions.
I–2. Technical and Economic Data Questions may arise during
rulemaking where added technical and economic data are needed. This
may include the need for such information to prepare responses to
public comments on a proposed rule.
I–3. Disposition of Comments from an EAPAS Notice of Proposed
Rulemaking (NPRM) Under Task I–3, the FAA may request the
ATSRAC’s help in dispositioning any comments the FAA might
receive in response to an NPRM. Such support may include the ATSRAC’s
review of the FAA’s prepared disposition of comments.
On May 28, 2003 tasking to ATSRAC by the FAA was formally provided
in accordance with previous acceptance of these tasks. Included
in this tasking, ATSRAC was requested to provide recommendations
to the FAA to extend their advise during the FAA rulemaking process.
Such recommendations would only be provided when specifically asked
for by the FAA.
As part of a complete rulemaking program, alternatives to rulemaking
should be explored. Alternatives to rulemaking that an agency might
take could be, for example, advocating voluntary accomplishment
of the recommended actions, without mandate, or taking no action
at all. When an alternative seems reasonable, the FAA may request
recommendations from ATSRAC on how to implement that alternative
and an estimate of the resulting improvement to safety. The FAA
would also request recommendations on how to measure implementation
of the actions and how the FAA could best support the alternative
actions.
During the development of the EAPAS NPRM the FAA has concluded
that implementation of the full suite of ATSRAC recommendations
was not the most cost/beneficial action. Certain components of the
ATSRAC recommendations determined not to be mandated were the recommendation
associated with EWIS training and extension of the EZAP applicability
to STC applicants. Even though the FAA is not currently planning
to mandate these aspects of the recommendations it does not diminish
the significant safety enhancements that they could provide.
Training
To that end the FAA is requesting that ATSRAC provide recommendations
on how best to implement the training recommendations provided by
ATSRAC. The EAPAS rulemaking is currently proposing to require changes
to an air carriers maintenance program. The operating rules indirectly
will require certain portions of the training recommendations associated
with the changes to the maintenance program to be implemented.
Given the above, ATSRAC is requested to provide recommendations
consistent with the following tasks:
Task 11.1.1
In accordance with the changes to an air carriers maintenance program
as defined in the ATSRAC Task 9 Final Report, dated July 15, 2002,
please identify the minimum set of training requirements to support
these changes. The minimum set of training requirements should be
based on the recommendations as identified in the ATSRAC Task 8
Final Report, dated August 2, 2002. The recommendation is intended
to assist in the implementation of proposed rulemaking as defined
at the ATSRAC July 10, 2003 meeting. This task is to be completed
by October 31, 2004.
Task 11.1.2
Under this tasking ATSRAC is requested to provide recommendations
that will facilitate voluntary implementation of the remaining training
recommendations of the ATSRAC Task 8 Final Report not implicitly
mandated as described under Task 11.1. To accomplish this task ATSRAC
is requested to consider the following items:
- Method for documentation and implementation into an air carriers
training program
- Method for documentation and implementation into a repair station
training program
- Regulatory Authority support needed
- Other programs where implementation can be concurrent
- Identification of metrics and process to measure success
- Schedule for implementation
- Other items that ATSRAC determines necessary
In accordance with the July 10, 2003 EAPAS rulemaking program presentation
given to ATSRAC, the FAA identified the intent of proposing that
holders of type certificates (TC) make changes to existing Instructions
for Continued Airworthiness (ICA) based on an enhanced zonal inspection
process for wiring systems. ATSRAC has developed the Enhanced Zonal
Analysis Procedure (EZAP) that is intended to assist TC holders
in developing the changes to the ICAs.
The FAA has determined that requiring Supplemental Type Certificate
(STC) holders to update their ICAs based on an enhanced zonal inspection
process for wiring systems would result in a rulemaking package
that exceeds the cost/benefit goal. The majority of STCs will not
likely cause a revision to the inspections and intervals developed
by the TC holders for their type designs. STCs installations do
not typically add wiring in a zone where wiring did not already
exist on the type design, nor do their installations significantly
increase the density in a zone.
However, for those cases where this is not true, maintenance tasks
identified through application of EZAP on a type design may no longer
be adequate to assess the health of the wiring systems in a zone.
Therefore, an air carrier may need to make adjustments to their
maintenance program beyond those identified by the TC holder. This
task is to be completed by January 31, 2005.
Supplemental Type Certificates
Given the above, ATSRAC is requested to provide recommendations
consistent with the following task:
Task 11.2
Development of adequate maintenance tasks for an air carrier may
necessitate analysis of the wiring systems installed by the way
of an STC. STC holders may not be required to provide the results
of an EZAP analysis, or similar, on their STCs. Therefore, ATSRAC
is requested to provide a recommendation that would facilitate development
of appropriate maintenance tasks associated with STC installations
and how an air carrier might implement them into its maintenance
program. This task is to be completed by July 31, 2004.
To complete this task please consider the following items:
- Identification of types or categories of STCs that would require
additional or revised inspections or intervals as compared to
those developed by the type design holder
- Method to integrate STC related maintenance and inspection tasks
with the TC holder developed tasks
- Most appropriate means to include Passenger to Freighter Conversion
STCs in accordance with the intent of the ATSRAC recommendations
- Other items that ATSRAC determines necessary
SPECIFIC TASK 12
Electrical Wiring Interconnection Systems (EWIS) Research and
Development (R&D) Technology Transfer HWG
In the past, the FAA has provided quarterly reviews of their research
and development program to the ATSRAC. These reviews have resulted
in a useful exchange of information and in the formation of research
partnerships and other cooperative research. As the EAPAS program
continues, it would be helpful to have the ATSRAC explore FAA and
other R&D products and results that may be valuable to the aviation
industry. As appropriate, the FAA will seek the ATSRAC’s help
in—
- Developing strategies for technology transfer to the aviation
community in a manner that optimizes their transfer and optimizes
the benefits resulting from their transfer; and
- Achieving optimal compliance with existing and anticipated
FAA electrical systems rules. To achieve the two R&D objectives,
the HWG would complete the following tasks:
II–1. Develop effective strategies to transfer and set up,
in the aviation community, R&D products. This includes providing
recommendations for the best way to carry out these goals (e.g.,
through rulemaking, advisory circulars, or other means).
II–2. Review and screen FAA and other R&D products (e.g.,
R&D prototypes), as appropriate, and devise strategies to further
develop these products into commercially viable tools that support
the two R&D objectives referenced in this section. Such strategies
may include recommendations for added FAA research and development;
however, the strategies should mainly address industry activity
to achieve a desired end product.
II–3. Explore opportunities to promote cooperative efforts
and partnerships valuable to achieving the two R&D objectives.
SPECIFIC TASK 13
Small Transport Airplane Enhanced Wiring Inspection HWG
Small Transport Airplane Enhanced Wiring Inspection HWG Criteria
for upgrading and developing enhanced wiring inspection procedures
should be developed for use by manufacturers of small transport
airplanes. These criteria should be based on the results of previously
conducted inspections and tests and recommendations from ATSRAC.
The tasks for this HWG are as follows:
III–1. Review existing small transport airplane manufacturers’
wiring inspection procedures.
III–2. Identify and prepare, as necessary, criteria for
upgrading and developing enhanced procedures for inspection, cleaning,
reduction of combustible material (e.g., lint and chemical contamination),
reduction of potential ignition sources (e.g., cracked wiring),
and maintenance of the electrical wiring interconnection systems
(EWIS) on small transport airplanes.
III–3. Develop and recommend compliance means to adopt the
criteria referenced in III–2 and incorporate the enhanced
wiring inspection procedures in operators’ maintenance programs.
