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AMC 20-21

AMC 20-21 Programme to enhance aeroplane Electrical Wiring

Interconnection System (EWIS) maintenance
ED Decision 2008/007/R

1 PURPOSE
This AMC provides acceptable means of compliance for developing enhanced EWIS
maintenance for operators, holders of type certificates (TC), holders of supplemental type
certificates (STC) and maintenance organisations. The information in this AMC is derived from
the maintenance, inspection, and alteration best practices identified through extensive
research. This AMC provides an acceptable means of compliance with the appropriate
certification, maintenance and operating rules. This AMC promotes a housekeeping philosophy

aircraft EWIS.
2 OBJECTIVE
The objective of this AMC is to enhance the maintenance of aircraft EWIS through adoption by
the aviation industry of the following:
a.

currently have a structured Zonal Inspection Programme (ZIP), (see Appendix A.

Enhanced Zonal Analysis Logic Diagram and Steps and Appendix B. EZAP Worksheets).
Application of this procedure will ensure that appropriate attention is given to wiring
installations. Using EZAP it will be possible to select stand-alone inspections (either
general or detailed) and tasks to minimise the presence of combustible material. The
procedure and logic in this AMC complement existing zonal analysis procedures and will
also allow the identification of new wiring tasks for those aircraft that do not have a
structured ZIP.
b. Guidance for General Visual Inspection (GVI). This AMC provides clarification of the
definition for a GVI as well as guidance on what is expected from such an inspection,
whether performed as a stand-alone GVI or as part of a zonal inspection. It is assumed
this new inspection standard will be the standard applied by operators, or their
maintenance provider, when the new tasks are incorporated in to their maintenance
programme.
c. Protection and Caution. This AMC identifies protection and caution to be added to
maintenance instructions, thereby enhancing procedures that will lead to minimisation
of contamination and accidental damage while working on the aircraft.
The enhanced aircraft wiring maintenance information described in this AMC is intended to
improve maintenance and inspection programmes for all aircraft systems. This information,
when used appropriately, will improve the likelihood that wiring system degradation, including
age-related problems, will be identified and corrected. Therefore, the goal of enhanced wiring
maintenance information is to ensure that maintenance actions, such as inspection, repair,
overhaul, replacement of parts, and preservation, do not cause a loss of wiring system function,
do not cause an increase in the potential for smoke and fire in the aircraft, and do not inhibit
the safe operation of the aircraft.

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In order to fully realise the objectives of this AMC, operators, TC holders, STC holders and
maintenance providers, will need to rethink their current approach to maintaining and
modifying aircraft wiring and systems. This may require more than simply updating
maintenance manuals and work cards and enhancing training. Maintenance personnel need to
be aware that aircraft EWIS should be maintained with the same level of intensity as any other
system in the aircraft. They also need to recognise that visual inspection of wiring has inherent
limitations. Small defects such as breached or cracked insulations, especially in small gauge wire
may not always be apparent. Therefore effective wiring maintenance combines visual
inspection techniques with improved wiring maintenance practices and training.
Good wiring maintenance practices should contain a "protect, clean as you go" housekeeping
philosophy. In other words, care should be taken to protect wire bundles and connectors during
work, and to ensure that all shavings, debris and contamination are cleaned up after work is
completed. This philosophy is a proactive approach to wiring system health. Wiring needs to be
given special attention when maintenance is being performed on it, or around it. This is
especially true when performing structural repairs, work under STCs or field approvals, or other
modifications.
To fully achieve the objectives of this AMC it is imperative that all personnel performing
maintenance on or around EWIS receive appropriate training (see AMC 20-22: Aeroplane EWIS
training programme).
3 APPLICABILITY
a. The guidance provided in this document is directed to operators, TC applicants and
holders, STC applicants and maintenance organisations:
b. The guidance provided in this AMC can be applied to all aeroplane maintenance or
inspection programmes. The EZAP in Appendix A of this AMC is specifically directed
towards enhancing the maintenance programmes for aircraft whose current programme
does not include tasks derived from a process that specifically considers wiring in all zones
as the potential source of ignition of a fire.
c. This AMC, when followed in its entirety, outlines an acceptable means of compliance to
the requirement for the development of enhanced scheduled maintenance tasks for the
EWIS for the aircraft mentioned in 3a. above.
d. Similarly, it also provides an acceptable means of compliance for CS 25.1739 and 25.1529
Appendix H25.5 for new designs.
4 RELATED DOCUMENTS
Regulation (EC) No 216/20081
Regulation (EC) No 1702/20032

1
Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil
aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002
and Directive 2004/36/EC (OJ L 79, 19.3.2008, p.1).
2
Commission Regulation (EC) No 1702/2003 of 24 September 2003 laying down implementing rules for the airworthiness and
environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and
production organisations (OJ L 243, 27.9.2003, p. 6). Regulation as last amended by Regulation (EC) No 287/2008 (OJ L 87, 29.3.2008,
p.3).

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Regulation (EC) No 2042/20031

EASA Certification Specification CS-25 Large Aeroplanes2
EU-OPS Commercial Air Transportation (Aeroplanes)3
5 RELATED READING MATERIAL
a. EASA AMC 20
AMC 20-22 Aeroplane EWIS training
AMC 20-23 Development of electrical standard wiring practices documentation
b. FAA Advisory Circulars (AC).
AC 25-16 Electrical Fault and Fire Protection and Prevention
AC 25.981-1B Fuel Tank Ignition Source Prevention Guidelines
AC 43-12A Preventive Maintenance
AC 43.13-1B Acceptable Methods, Techniques and Practices for Repairs and
Alterations to Aircraft
AC 43-204 Visual Inspection For Aircraft
AC 43-206 Avionics Cleaning and Corrosion Prevention/Control
AC 65-15A Airframe and Powerplant Mechanics Airframe Handbook, Chapter 11,
Aircraft Electrical Systems
AC 120-YYY Training modules for wiring maintenance
c. Reports
Transport Aircraft Intrusive Inspection Project, (An Analysis of the Wire
Installations of Six Decommissioned Aircraft), Final Report, The Intrusive Inspection
Working Group, December 29, 2000.
http://www.mitrecaasd.org/atsrac/intrusive_inspection.html
FAA Aging Transport Non-Structural Systems Plan, July 1998.
National Transportation Safety Board, Safety Recommendation, September 19,
2000, A-00-105 through -108.
http://www.ntsb.gov/recs/letters/2000/A00_105_108.pdf
Wire System Safety Interagency Working Group, National Science and Technology
Council, Review of Federal Programmes for Wire System Safety 46 (2000).
Aging Transport Systems Rulemaking Advisory Committee, Task 1 and 2, Aging
Systems, Final Report.

1
Commission Regulation (EC) No 2042/2003 of 20 November 2003 on the continuing airworthiness of aircraft and aeronautical products,
parts and appliances, and on the approval of organisations and personnel involved in these tasks (OJ L 315, 28.11.2003, p. 1). Regulation
as last amended by Regulation (EC) No 376/2007 of (OJ L 94, 4.4.2007, p. 18).
2
Executive Director Decision No 2003/2/RM of 14 October 2003 on certification specifications, including airworthiness codes and
acceptable means of compliance, for large aeroplanes («CS-25»). Decision as last amended by Executive Director Decision No
2008/006/R of 29 August 2008 (CS-25 Amendment 5).
3
Council Regulation (EEC) No 3922/91 of 16 December 1991 on the harmonisation of technical requirements and administrative
procedures in the field of civil aviation (OJ L 373, 31.12.1991, p. 4). Regulation as last amended by Regulation (EC) No 8/2008 of 11
December 2007 (OJ L 10, 12.1.2008, p. 1).

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http://www.mitrecaasd.org/atsrac/final_reports/Task_1&2_Final%20_August_20
00.pdf
Aging Transport Systems Rulemaking Advisory Committee, Task 3, Final Report.
http://www.mitrecaasd.org/atsrac/final_reports/Task_3_Final.pdf
Aging Transport Systems Rulemaking Advisory Committee, Task 4, Final Report,
Standard Wiring Practices.
http://www.mitrecaasd.org/atsrac/final_reports/Task_4_Final_Report_Sept_200
0.pdf
Aging Transport Systems Rulemaking Advisory Committee, Task 5, Final Report,
Aircraft Wiring Systems Training Curriculum and Lesson Plans.
http://www.mitrecaasd.org/atsrac/final_reports/Task_5_Final_March_2001%20.
pdf
ATA Specification 117 (Wiring Maintenance Practices/Guidelines).
d. Other Documents
Operator/Manufacturer Scheduled Maintenance Development, ATA Maintenance
Steering Group (MSG-3). May be obtained from the Air Transport Association of
America; Suite 1100, 1301 Pennsylvania Ave, NW, Washington, DC 20004-1707.
6 DEFINITIONS
Arc tracking: A phenomenon in which a conductive carbon path is formed across an insulating
surface. This carbon path provides a short circuit path through which current can flow. Normally
a result of electrical arcing. Also referred to as "Carbon Arc Tracking," "Wet Arc Tracking," or
"Dry Arc Tracking."
Combustible: For the purposes of this AMC the term combustible refers to the ability of any
solid, liquid or gaseous material to cause a fire to be sustained after removal of the ignition
source. The term is used in place of inflammable/flammable. It should not be interpreted as
identifying material that will burn when subjected to a continuous source of heat as occurs
when a fire develops.
Contamination: For the purposes of this AMC, wiring contamination refers to either of the
following:
The presence of a foreign material that is likely to cause degradation of wiring;
The presence of a foreign material that is capable of sustaining combustion after removal
of ignition source.
Detailed Inspection (DET): An intensive examination of a specific item, installation or assembly
to detect damage, failure or irregularity. Available lighting is normally supplemented with a
direct source of good lighting at an intensity deemed appropriate. Inspection aids such as
mirrors, magnifying lenses or other means may be necessary. Surface cleaning and elaborate
access procedures may be required.
Electrical Wiring Interconnection System (EWIS): See CS 25.1701.
Functional Failure: Failure of an item to perform its intended function within specified limits.
General Visual Inspection (GVI): A visual examination of an interior or exterior area, installation
or assembly to detect obvious damage, failure or irregularity. This level of inspection is made
from within touching distance unless otherwise specified. A mirror may be necessary to
enhance visual access to all exposed surfaces in the inspection area. This level of inspection is

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made under normally available lighting conditions such as daylight, hangar lighting, flashlight or
droplight and may require removal or opening of access panels or doors. Stands, ladders or
platforms may be required to gain proximity to the area being checked.
Lightning/High Intensity Radiated Field (L/HIRF) protection: The protection of aeroplane
electrical systems and structure from induced voltages or currents by means of shielded wires,
raceways, bonding jumpers, connectors, composite fairings with conductive mesh, static
dischargers, and the inherent conductivity of the structure; may include aircraft specific devices,
e.g., RF Gaskets.
Maintenance: As defined
inspection, overhaul, repair, preservation, and the replacement of parts, but excludes

maintenance.
Maintenance Significant Item (MSI): Items identified by the manufacturer whose failure could
result in one or more of the following:
could affect safety (on ground or in flight);
is undetectable during operations;
could have significant operational impact;
could have significant economic impact.
Needling
continuity and presence of voltage in the wire segment.
Stand-alone GVI: A GVI which is not performed as part of a zonal inspection. Even in cases where
the interval coincides with the zonal inspection, the stand-alone GVI shall remain an
independent step within the work card.
Structural Significant Item (SSI): Any detail, element or assembly that contributes significantly
to carrying flight, ground, pressure or control loads and whose failure could affect the structural
integrity necessary for the safety of the aircraft.
Swarf: A term used to describe the metal particles, generated from drilling and machining
operations. Such particles may accumulate on and between wires within a wire bundle.
Zonal Inspection: A collective term comprising selected GVI and visual checks that are applied
to each zone, defined by access and area, to check system and powerplant installations and
structure for security and general condition.
7 BACKGROUND
Over the years there have been a number of in-flight smoke and fire events where
contamination sustained and caused the fire to spread. Regulators and Accident Investigators
have conducted aircraft inspections and found wiring contaminated with items such as dust,
dirt, metal shavings, lavatory waste water, coffee, soft drinks, and napkins. In some cases dust
has been found completely covering wire bundles and the surrounding area.
Research has also demonstrated that wiring can be harmed by collateral damage when
maintenance is being performed on other aircraft systems. For example a person performing
an inspection of an electrical power centre or avionics compartment may inadvertently cause
damage to wiring in an adjacent area.
In recent years regulator and industry groups have come to the realisation that current
maintenance practices may not be adequate to address aging non-structural systems. While age

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is not the sole cause of wire degradation, the probability that inadequate maintenance,
contamination, improper repair or mechanical damage has caused degradation to a particular
EWIS increases over time. Studies by industry and regulator working groups have found that
although EWIS management is an important safety issue, there has been a tendency to be
complacent about EWIS. These working groups have concluded that there is a need to better
manage EWIS so that they continue to function safely.
8 WIRE DEGRADATION
Normal maintenance actions, even using acceptable methods, techniques and practices, can
over time be a contributing factor to wire degradation. Zones that are subject to a high level of
maintenance activity display more deterioration of the wiring insulation than those areas not
subject to frequent maintenance. Degradation of wiring is further accelerated when
inappropriate maintenance practices are used. Examples include the practice of needling wires
to test the continuity or voltage, and using a metal wire or rod as a guide to feed new wires into
an existing bundle. These practices could cause a breach in the wiring insulation that can
contribute to arcing.
Over time, insulation can crack or breach, thereby exposing the conductor. This breakdown,
coupled with maintenance actions, can exacerbate EWIS malfunction. Wiring that is
undisturbed will have less degradation than wiring that is disturbed during maintenance.
For additional information on the principle causes of wire degradation see Appendix E.
9 INSPECTION OF EWIS
Typical analytical methods used for the development of maintenance programmes have not
provided a focus on wiring. As a result most operators have not adequately addressed
deterioration of EWIS in their programmes. EASA has reviewed the current inspection
philosophies with the objectives of identifying improvements that could lead to a more
consistent application of the inspection requirements, whether they are zonal, stand-alone GVI,
or DET inspections.
EASA believes that it would be beneficial to provide guidance on the type of deterioration that
a person performing a GVI, DET, or zonal inspection would be expected to discover. Though it
may be realistically assumed that all operators provide such guidance to their inspectors, it is
evident that significant variations exist and, in certain areas of the world, a significant
enhancement of the inspection could be obtained if internationally agreed guidance material
could be produced. The guidance provided by this AMC assumes each operator will adopt recent
improvements made to the definitions of GVI and DET inspections. This information should be

planning documentation.
This section is divided into three parts. The first part addresses the levels of inspection
applicable to EWIS, the second part provides guidance for performing zonal inspections, and
the third part provides lists of installations and areas of concern.
a. Levels of inspection applicable to EWIS
(1) Detailed Inspection (DET)
An intensive examination of a specific item, installation or assembly to detect
damage, failure or irregularity. Available lighting is normally supplemented with a
direct source of good lighting at an intensity deemed appropriate. Inspection aids
such as mirrors, magnifying lenses or other means may be necessary. Surface
cleaning and elaborate access procedures may be required.

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A DET can be more than just a visual inspection since it may include tactile
assessment in which a component or assembly is checked for tightness/security.
This is of particular significance when identifying applicable and effective tasks to
ensure the continued integrity of installations such as bonding jumpers, terminal
connectors, etc.
Though the term Detailed Visual Inspection remains valid for DET using only
eyesight, it should be recognised that this may represent only part of the inspection

Pro
since it excludes tactile examination from this level of inspection.
(2) General Visual Inspection (GVI).
A visual examination of an interior or exterior area, installation or assembly to
detect obvious damage, failure or irregularity. This level of inspection is made from
within touching distance unless otherwise specified. A mirror may be necessary to
enhance visual access to all exposed surfaces in the inspection area. This level of
inspection is made under normally available lighting conditions such as daylight,
hangar lighting, flashlight or droplight and may require removal or opening of
access panels or doors. Stands, ladders or platforms may be required to gain
proximity to the area being checked.
Recent changes to this definition have added proximity guidance (within touching
distance) and the allowance to use a mirror to enhance visual access to exposed
surfaces when performing a GVI. These changes should result in more consistent
application of GVI and support the expectations of what types of EWIS
discrepancies should be detected by a GVI.
Though flashlights and mirrors may be required to provide an adequate view of all
exposed surfaces, there is no requirement for equipment removal or displacement
unless this is specifically called for in the access instructions. Paint and/or sealant
removal is not necessary and should be avoided unless the observed condition is
suspect. Should unsatisfactory conditions be suspected, items may need to be
removed or displaced in order to permit proper assessment.
It is expected that the area to be inspected is clean enough to minimise the
possibility that accumulated dirt or grease might hide unsatisfactory conditions
that would otherwise be obvious. Any cleaning that is considered necessary should
be performed in accordance with accepted procedures in order to minimise the
possibility of the cleaning process itself introducing anomalies.
In general, the person performing a GVI is expected to identify degradation due to
wear, vibration, moisture, contamination, excessive heat, aging, etc., and make an
assessment as to what actions are appropriate to address the noted discrepancy.
In making this assessment, any potential effect on adjacent system installations
should be considered, particularly if these include wiring. Observations of
discrepancies, such as chafing, broken clamps, sagging, interference,
contamination, etc., need to be addressed.
(3) Zonal Inspection
A collective term comprising selected GVI and visual checks that are applied to each
zone, defined by access and area, to check system and powerplant installations and
structure for security and general condition.

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A zonal inspection is essentially a GVI of an area or zone to detect obvious

unsatisfactory conditions and discrepancies. Unlike a stand-alone GVI, it is not
directed to any specified component or assembly.
b. Guidance for zonal inspections
The following EWIS degradation items are typical of what should be detectable and
subsequently addressed as a result of a zonal inspection (as well as a result of a stand-
alone GVI). It is also recommended that these items be included in maintenance and
training documentation. This list is not intended to be exhaustive and may be expanded
as considered appropriate.
(1) Wire/Wire Harnesses
Wire bundle/wire bundle or wire bundle/structure contact/chafing
Wire bundle sagging or improperly secured
Wires damaged (obvious damage due to mechanical impact, overheat,
localised chafing, etc.)
Lacing tape and/or ties missing/incorrectly installed
Wiring protection sheath/conduit deformity or incorrectly installed
End of sheath rubbing on end attachment device
Grommet missing or damaged
Dust and lint accumulation
Surface contamination by metal shavings/swarf
Contamination by liquids
Deterioration of previous repairs (e.g., splices)
Deterioration of production splices
Inappropriate repairs (e.g., incorrect splice)
Inappropriate attachments to or separation from fluid lines
(2) Connectors
External corrosion on receptacles
Backshell tail broken
Rubber pad or packing on backshell missing
No backshell wire securing device
Foolproofing chain broken
Missing or broken safety wire
Discoloration/evidence of overheat on terminal lugs/blocks
Torque stripe misalignment
(3) Switches
Rear protection cap damaged
(4) Ground points

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Corrosion
(5) Bonding braid/bonding jumper
Braid broken or disconnected
Multiple strands corroded
Multiple strands broken
(6) Wiring clamps or brackets
Corroded
Broken/missing
Bent or twisted
Faulty attachment (bad attachment or fastener missing)
Unstuck/detached
Protection/cushion damaged
(7) Supports (rails or tubes/conduit)
Broken
Deformed
Fastener missing
Missing edge protection on rims of feed through holes
Racetrack cushion damaged
Obstructed drainage holes (in conduits)
(8) Circuit breakers, contactors or relays
Signs of overheating
Signs of arcing
c. Wiring installations and areas of concern
Research has shown that the following installations and areas need to be addressed in
existing maintenance material.
(1) Wiring installations
Clamping points Wire chafing is aggravated by damaged clamps, clamp cushion
migration, or improper clamp installations. Aircraft manufacturers specify clamp
type and part number for EWIS throughout the aircraft. When replacing clamps use
those specified by the aircraft manufacturer. Tie wraps provide a rapid method of
clamping especially during line maintenance operations. Improperly installed tie
wraps can have a detrimental effect on wire insulation. When new wiring is
installed as part of a STC or any other modification the drawings will provide wiring
routing, clamp type and size, and proper location. Examples of significant wiring
modifications are the installation of new avionics systems, new galley installations
and new instrumentation. Wire routing, type of clamp and clamping location
should conform to the approved drawings. Adding new wire to existing wire
bundles may overload the clamps causing wire bundle to sag and wires to chafe.

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Raceway clamp foam cushions may deteriorate with age, fall apart, and
consequently would not provide proper clamping.
Connectors Worn environmental seals, loose connectors, missing seal plugs,
missing dummy contacts, or lack of strain relief on connector grommets can
compromise connector integrity and allow contamination to enter the connector,
leading to corrosion or grommet degradation. Connector pin corrosion can cause
overheating, arcing and pin-to-pin shorting. Drip loops should be maintained when
connectors are below the level of the harness and tight bends at connectors should
be avoided or corrected.
Terminations Terminations, such as terminal lugs and terminal blocks, are
susceptible to mechanical damage, corrosion, heat damage and contamination
from chemicals, dust and dirt. High current-carrying feeder cable terminal lugs can
over time lose their original torque value due to vibration. One sign of this is heat
discoloration at the terminal end. Proper build-up and nut torque is especially
critical on high current carrying feeder cable lugs. Corrosion on terminal lugs and
blocks can cause high resistance and overheating. Dust, dirt and other debris are
combustible and therefore could sustain a fire if ignited from an overheated or
arcing terminal lug. Terminal blocks and terminal strips located in equipment
power centres (EPC), avionics compartments and throughout the aircraft need to
be kept clean and free of any combustibles.
Backshells Wires may break at backshells, due to excessive flexing, lack of strain
relief, or improper build-up. Loss of backshell bonding may also occur due to these
and other factors.
Sleeving and Conduits Damage to sleeving and conduits, if not corrected, may
lead to wire damage. Therefore, damage such as cuts, dents and creases on
conduits may require further investigation for condition of wiring within.
Grounding Points Grounding points should be checked for security (i.e., finger
tightness), condition of the termination, cleanliness, and corrosion. Any grounding
points that are corroded or have lost their protective coating should be repaired.
Splices Both sealed and non-sealed splices are susceptible to vibration,
mechanical damage, corrosion, heat damage, chemical contamination, and
environmental deterioration. Power feeder cables normally carry high current
levels and are very susceptible to installation error and splice degradation. All

the absence of published recommendations, environmental splices are

recommended to be used.
(2) Areas of concern
Wire Raceways and Bundles Adding wires to existing wire raceways may cause
undue wear and chafing of the wire installation and inability to maintain the wire
in the raceway. Adding wire to existing bundles may cause wire to sag against the
structure, which can cause chafing.
Wings The wing leading and trailing edges are areas that experience difficult
environments for wiring installations. The wing leading and trailing edge wiring is
exposed on some aircraft models whenever the flaps or slats are extended. Other
potential damage sources include slat torque shafts and bleed air ducts.

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Engine, Pylon, and Nacelle Area These areas experience high vibration, heat,
frequent maintenance, and are susceptible to chemical contamination.
Accessory compartment and equipment bays These areas typically contain items
such as electrical components, pneumatic components and ducting, hydraulic
components and plumbing, and may be susceptible to vibration, heat, and liquid
contamination.
Auxiliary Power Unit (APU) Like the engine/nacelle area, the APU is susceptible
to high vibration, heat, frequent maintenance, and chemical contamination.
Landing Gear and Wheel Wells This area is exposed to severe external
environmental conditions in addition to vibration and chemical contamination.
Electrical Panels and Line Replaceable Units (LRU) Panel wiring is particularly
prone to broken wires and damaged insulation when these high density areas are
disturbed during troubleshooting activities, major modifications, and
refurbishments. Wire damage may be minimised by tying wiring to wooden dowels
to reduce wire disturbance during modification. There may be some configurations
where connector support brackets would be more desirable and cause less
disturbance of the wiring than removal of individual connectors from the supports.
Batteries Wires in the vicinity of all aircraft batteries are susceptible to corrosion
and discoloration. These wires should be inspected for corrosion and discoloration.
Discoloured wires should be inspected for serviceability.
Power Feeders High current wiring and associated connections have the potential
to generate intense heat. Power feeder cables, terminals, and splices may be
subject to degradation or loosening due to vibration. If any signs of overheating
are seen, splices or termination should be replaced. Depending on design, service
experience may highlight a need to periodically check for proper torque of power
feeder cable terminal ends, especially in high vibration areas. This applies to galley
and engine/APU generator power feeders.
Under Galleys, Lavatories, and Cockpit Areas under the galleys, lavatories, and
cockpit, are particularly susceptible to contamination from coffee, food, water, soft
drinks, lavatory fluids, dust, lint, etc. This contamination can be minimised by
adherence to proper floor panel sealing procedures in these areas.
Fluid Drain plumbing Leaks from fluid drain plumbing may lead to liquid
contamination of wiring. In addition to routine visual inspections, service
experience may highlight a need for periodic leak checks or cleaning.
Fuselage Drain provisions Some installations include features designed to catch
leakage that is plumbed to an appropriate exit. Blockage of the drain path can
result in liquid contamination of wiring. In addition to routine visual inspections,
service experience may highlight that these installations and associated plumbing
should be periodically checked to ensure the drain path is free of obstructions.
Cargo Bay/Underfloor Damage to wiring in the cargo bay underfloor can occur
due to maintenance activities in the area.
Wiring subject to movement Wiring that is subject to movement or bending
during normal operation or maintenance access should be inspected at locations
such as doors, actuators, landing gear mechanisms, and electrical access panels.

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Access Panels Wiring near access panels may receive accidental damage as a
result of repetitive maintenance access and thus may warrant special attention.
Under Doors Areas under cargo, passenger and service entry doors are
susceptible to fluid ingress from rain, snow and liquid spills. Fluid drain provisions
and floor panel sealing should be periodically inspected and repaired as necessary.
Under Cockpit Sliding Windows Areas under cockpit sliding windows are
susceptible to water ingress from rain and snow. Fluid drain provisions should be
periodically inspected and repaired as necessary.
Areas where wiring is difficult to access Areas where wiring is difficult to access
(e.g., flight deck instrument panels, cockpit pedestal area) may accumulate
excessive dust and other contaminants as a result of infrequent cleaning. In these
areas it may be necessary to remove components and disassemble other systems
to facilitate access to the area.
10 ENHANCED ZONAL ANALYSIS PROCEDURE (EZAP)
The EZAP identified in Appendix A of this AMC is designed to permit appropriate attention to
be given to electrical wiring installations. This is achieved by providing a means to identify
applicable and effective tasks to minimise accumulation of combustible materials and address
wiring installation discrepancies that may not otherwise be reliably detected by inspections
contained in existing maintenance programmes.
For aircraft models operating on maintenance programmes that already include a dedicated
ZIP, the logic described in this AMC will result in enhancements to those programmes, and the
zonal inspection requirements may not differ greatly from the existing ZIP.
In analysis conducted under the EZAP, items such as plumbing, ducting, systems installations,
etc., should be evaluated for possible contribution to wiring failures. In cases where a GVI is
required to assess degradation of these items, a zonal GVI within a ZIP may be considered
appropriate.
For those operators that do not have a dedicated ZIP, application of the logic is likely to result
in identification of a large number of wiring-related tasks that will need to be consolidated
within the existing Systems/Powerplant Programme.
In either case, any new tasks identified by the logic may be compared with existing tasks and
credit given for equivalent tasks already contained in the maintenance programme. For
operators with ZIP that already contain zonal GVI, the number of new tasks that must be added
to the programme may be significantly fewer than for an operator without a dedicated ZIP.
Therefore, operators without a ZIP may find it beneficial to develop a ZIP in accordance with an
industry-accepted methodology in conjunction with application of the EZAP.
The logic and procedures identified in this AMC apply to TC, STC and other modifications. It is
expected that the TC and STC holders would use the logic and procedures to identify any need
for additional instructions for continued airworthiness. However, the operator may be required
to ensure the logic is used to identify such instructions for modifications or STC where they are
no longer supported by the design organisation or STC holder.
11 MAINTENANCE PRACTICES: PROTECTION AND CAUTION RECOMMENDATIONS
EASA has identified some specific maintenance and servicing tasks for which more robust
practices are recommended to be adopted by operators, and/or maintenance providers. These
recommendations apply to all tasks, including those performed on an unscheduled basis
without an accompanying routine job instruction card. Performance of these maintenance

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practices will help prevent contamination of EWIS that result from contact with harmful solids
(such as metal shavings) or fluids during maintenance, modifications, and repairs of aeroplane
structures, and components. In addition, the training of maintenance and servicing personnel
should address the potential consequences of their actions on the wiring in the work vicinity.
a. Item 1: Installation, repair, or modification to wiring.
Wiring and its associated components (protective coverings, connectors, clamping
provisions, conduits, etc.) often comprise the most delicate and maintenance-sensitive
portions of an installation or system. Extreme care should be exercised and proper
procedures used during installation, repair, or modification of wiring to ensure safe and
reliable performance of the function supplied by the wiring.
Proper wire selection, routing/separation, clamping configurations, use of splices, repair
or replacement of protective coverings, pinning/de-pinning of connections, etc., should
be performed in accordance with the applicable sections of the Aircraft Maintenance
Manual (AMM), Wiring Practices Manual (WPM), or other documents authorised for
maintenance use. In addition, special care should be taken to minimise disturbance of
existing adjacent wiring during all maintenance activities. When wiring is displaced during
a maintenance activity, special attention should be given to returning it to its normal
configuration in accordance with the applicable maintenance instructions.
b. Item 2: Structural repairs, STC, modifications.
Structural repair, STC or modification activity inherently introduces tooling and residual
debris that is harmful to aircraft wiring. Structural repairs or modifications often require
displacement (or removal) of wiring to provide access to the work area. Even minor
displacement of wiring, especially while clamped, can damage wire insulation, which can
result in degraded performance, arcing, or circuit failure.
Extreme care should be exercised to protect wiring from mechanical damage by tools or
other equipment used during structural repairs, STC or modifications. Drilling blindly into
the aircraft structure should be avoided. Damage to wire installation could cause wire
arcing, fire and smoke. Wiring located adjacent to drilling or riveting operations should
be carefully displaced or covered to reduce the possibility of mechanical damage.
Debris such as drill shavings, liberated fastener pieces, broken drill bits, etc., should not
be allowed to contaminate or penetrate wiring or electrical components. This can cause
severe damage to insulation and potential arcing by providing a conductive path to
ground or between two or more wires of different loads. Once contaminated, removal of
this type of debris from wire bundles is extremely difficult. Therefore, precautions should
be taken to prevent contamination of any kind from entering the wire bundle.
Before initiating structural repair, STC or modification activity, the work area should be
carefully surveyed to identify all wiring and electrical components that may be subject to
contamination. All wiring and electrical components in the debris field should be covered
or removed to prevent contamination or damage. Consideration should be given to using
drills equipped with vacuum aspiration to further minimise risk of metallic debris
contaminating wire bundles. Clean electrical components and wiring after completion of
work per applicable maintenance instructions.
c. Item 3: Aircraft De-Icing or Anti-Icing.
In order to prevent damage to exposed electrical components and wiring in areas such as
wing leading and trailing edges, wheelwells, and landing gear, care should be exercised

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when spraying de/anti-icing fluids. Direct pressure spray onto electrical components and
wiring can lead to contamination or degradation and thus should be avoided.
d. Item 4: Inclement weather.
EWIS in areas below doorways, floors, access panels, and servicing bays are prone to
corrosion or contamination due to their exposure to the elements. Snow, slush, or
excessive moisture should be removed from these areas before closing doors or panels.
Remove deposits of snow/slush from any items (e.g. cargo containers) before loading in
the aircraft. During inclement weather, keep doors/panels closed as much as possible to
prevent ingress of snow, slush, or excessive moisture that could increase potential for
EWIS degradation.
e. Item 5: Component removal/installation (relating to attached wiring).
Excessive handling and movement during removal and installation of components may
be harmful to aircraft wiring. Use appropriate connector pliers (e.g. soft jawed) to loosen
coupling rings that are too tight to be loosened by hand. Alternately, pull on the plug
body and unscrew the coupling ring until the connector is separated. Do not use excessive
force, and do not pull on attached wires. When reconnecting, special care should be taken
to ensure the connector body is fully seated, the jam nut is fully secured, and no tension
is on the wires.
When equipment is disconnected, use protective caps on all connectors (plug or
receptacle) to prevent contamination or damage of the contacts. Sleeves or plastic bags
may be used if protective caps are not available. Use of sleeves or plastic bags should be
temporary because of the risk of condensation. It is recommended to use a humidity
absorber with sleeves or plastic bags.
f. Item 6: Pressure Washing.
In order to prevent damage to exposed electrical components and wiring in areas such as
wing leading and trailing edges, wheelwells, and landing gear, care should be exercised
when spraying water or cleaning fluids. Direct high-pressure spraying onto electrical
components and wiring can lead to contamination or degradation and should be avoided.
When practical, wiring and connectors should be protected before pressure washing.
Water rinse should be used to remove cleaning solution residue after washing.
Breakdown of wire insulation may occur with long term exposure of wiring to cleaning
solutions. Although these recommendations are good practice and technique, the

additional detailed instructions regarding pressure washing.

g. Item 7: Cleaning of EWIS (in situ).
Extreme care should be exercised and proper procedures used during cleaning to ensure
safe and reliable performance of the function supplied by the wiring.
Care should be taken to avoid displacement or disturbance of wiring during cleaning of
non-aggressive contamination. However, in the event of contamination by aggressive
contaminants (e.g. livestock waste, salt water, battery electrolyte, etc.) such
displacement may be necessary. In these cases wiring should be released from its
installation so as to avoid undue stress being induced in wiring or connectors. Similarly,
if liquid contamination enters the bundle, then ties should be removed before separating
the wires. Although these recommendations for cleaning of EWIS are considered good

should be consulted for additional detailed instructions.

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Clean only the area and items that have contamination. Before cleaning, make sure that
the cleaning materials and methods will not cause more contamination. If a cloth is used,
make sure that it is clean, dry, and lint-free. A connector should be completely dry before
mating. Any fluids remaining on a connector can have a deteriorating affect on the
connector or the system or both.
h. Item 8: Servicing, modifying, or repairing waste/water systems.
EWIS in areas adjacent to waste/water systems are prone to contamination from those
systems. Care should be exercised to prevent any fluids from reaching electrical
components and wiring while servicing, modifying, or repairing waste/water systems.
Cover exposed electrical components and wiring during waste/water system
modification or repair. Operator practice may call for a weak acid solution to be
periodically flushed through lavatory systems to enhance reliability and efficiency of
operation. In view of the effect of acid contamination on systems and structure, the
system should be confirmed to be free of leaks before using such solutions.
i. Item 9: Servicing, modifying, or repairing oil systems.
Electrical wiring interconnections in areas adjacent to oil systems are prone to
contamination from those systems. To minimise the attraction and adhesion of foreign
material, care should be exercised to avoid any fluids from reaching electrical
components and wiring while servicing, modifying, or repairing oil systems. Oil and debris
in combination with damaged wiring can present a fire hazard.
j. Item 10: Servicing, modifying, or repairing hydraulic systems.
EWIS in areas adjacent to hydraulic systems are prone to contamination from those
systems. To minimise the attraction and adhesion of foreign material, care should be
exercised to avoid any fluids from reaching electrical components and wiring while
servicing, modifying, or repairing hydraulic systems.
k. Item 11: Gaining access (entering zones).
When entering or working on the aircraft, care should be exercised to prevent damage
to adjacent or hidden electrical components and wiring, including wiring that may be
hidden from view (e.g., covered by insulation blankets). Use protective boards or
platforms for adequate support and protection. Avoid using wire bundles as handholds,
steps and supports. Work lights should not be hung or supported by wiring. If wiring must
be displaced (or removed) for work area access, it should be adequately released from
its clamping (or other restraining provisions) to allow movement without damage and
returned after work is completed.
l. Item 12: Application of Corrosion Preventions Compounds (CPC).
When applying CPC in aeroplane zones containing wire and associated components (i.e.
clamps, connectors and ties), care should be taken to prevent CPC from coming in contact
with the wire and components. Dust and lint is more likely to collect on wire that has CPC

recommendations.
12 CHANGES
The programme to enhance EWIS maintenance also applies to EWIS installed, modified, or
affected by changes or STC. Changes that could affect EWIS include, but are not limited to, those
that install new equipment in close proximity to wiring, introduce a heat source in the zone, or
introduce potential sources of combustible material or harmful contamination into the zone.

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The owner/operator is responsible for determining if the EWIS has been changed (or affected
by a change) and ensuring that their maintenance programme is enhanced as appropriate.
[Amdt 20/4]

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Appendix A to AMC 20-21 Enhanced Zonal Analysis Logic Diagram

and Steps
ED Decision 2008/007/R

Figure 1. Enhanced Zonal Analysis Procedure

1. Identify aircraft zones, including boundaries

2. List details of Zone, e.g.

- Access
- Installed equipment
- L/HIRF protection features
- Wire bundle installation
- Possible combustible materials

3.
Yes No
Zone contains
wiring?

4. 7.

Combustible No
No
materials in Is wiring close to both
zone? primary and back-up
hydraulic, mechanical, or
Yes electrical flight controls?

5. Yes

8.
Is there an effective No further action
task to significantly No Selection of wiring
reduce the likelihood inspection level and
of accumulation of interval
combustible materials?
See Figure 2.

Yes
6.
Inspection Task(s)
Define task and interval
9.
Continue the analysis
Consider consolidation with
GVI existing inspection tasks in
GVI consolidated
stand-alone GVI Systems & Powerplant and/or
in zonal inspection
DET Zonal Programmes

Maintenance Programme Maintenance Programme

Systems and Powerplant Zonal Section
Section Aircraft with ZIP
Recommend inclusion in
ATA 20

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Figure 2. Step 8 - Wiring Inspection Level and Interval Selection

Using rating tables, assess zone attributes to

determine appropriate level of inspection
(examples provided in Appendix B)

Programmes with Zonal Inspection Programme Programmes without Zonal Inspection programme

List zone
Yes List zone
description
description and
and Yes boundaries for
boundaries Is GVI of all
Is zonal GVI GVI of all wiring
for zonal GVI wiring in the
alone in the zone
zone at same
effective for
Define interval effective
all wiring in
specific for all wiring in
the zone?
wiring in the the zone? Define specific
zone for wiring in the
which stand- zone for which
No
alone GVI is GVI at more
justified No
Zonal GVI must be frequent
augmented with Some wiring interval is
Define requires GVI at justified
stand-alone GVI
specific more frequent
and/or DET wiring in the interval and/or Define specific
inspection zone for DET inspection wiring in the
which DET is zone for which
justified DET is justified

Using rating tables, assess likelihood of damage to wiring in the zone

to determine an appropriate interval for each inspection task
identified
(examples provided in Appendix B)

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Explanation for Steps in Enhanced Zonal Analyses Procedure Logic Diagram

The following paragraphs provide further explanation of each step in the Enhanced Zonal Analyses
Procedure logic, (Figures 1 and 2). It is recommended that, where possible, the analysts utilise the
availability of actual aircraft to ensure they fully understand the zones being analysed. This will aid in
determination of density, size, environmental issues, and accidental damage issues.
Step 1
The system consists of Major Zones, Major Sub Zones and Zones.
The zones, wherever possible, shall be defined by actual physical boundaries such as wing
spars, major bulkheads, cabin floor, control surface boundaries, skin, etc. and include
access provisions for each zone.
If the type design holder or operator has not yet established aircraft zones, it is
recommended that it does so. Whenever possible, zones should be defined using a
consistent method such as ATA iSpec 2200 (formerly ATA Spec 100), varied only to
accommodate particular design constructional differences.
Step 2
An evaluation will be carried out to identify system installations, significant components,
L/HIRF protection features, typical power levels in any installed wiring bundles,
combustible materials (present or possible accumulation), etc.
With respect to power levels the analyst should be aware whether the bundle consists
primarily of main generator feeder cables, low voltage instrumentation wiring or
standard bus wiring. This information will later be used in determining the potential
effects of deterioration.
The reference to combustible materials highlights the need to assess whether the zone
might contain material/vapour that could cause a fire to be sustained in the event of an
ignition source arising in adjacent wiring. Examples include the possible presence of fuel
vapours, dust/lint accumulation and contaminated insulation blankets. See also under
Step 4 for further information.
For aircraft types whose design directives may not have excluded the possibility of
inadequate segregation between systems, the analyst should identify locations where
both primary and back-up flight controls are routed within 2 inches/50 mm of a wiring
harness. This information is required to answer the question in Step 7.
Step 3
This question serves as a means to eliminate from the EZAP those zones that do not
contain any wiring.
Step 4
This question requires an evaluation of whether the zone might contain combustible
material that could cause a fire to be sustained in the event of an ignition source arising
in adjacent wiring. Examples include the possible presence of fuel vapours, dust/lint
accumulation, and contaminated insulation blankets.
With respect to commonly used liquids (e.g., oils, hydraulic fluids, corrosion prevention
compounds) the analyst should refer to the product specification in order to assess the
potential for combustibility. The product may be readily combustible only in vapour/mist

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form and thus an assessment is required to determine if conditions might exist in the
zone for the product to be in this state.
Although liquid contamination of wiring by most synthetic oil and hydraulic fluids (e.g.
skydrol) may not be considered combustible, it is a cause for concern if it occurs in a zone
where it causes significant adherence of dust and lint.
The analyst should assess what sources of combustible products may contaminate the
zone following any single failure considered likely from in-service experience.
Unshrouded pipes having connections within the zone should be considered as potential
contamination sources. Inherent ventilation in the zone should be taken into account
when determining the potential for subsequent combustion. This influences the response
to the question of how near to the harness the source should be for there to be a concern.
Avionics and instruments located in the flight compartment and equipment bays tend to
attract dust, etc. In view of the heat generated by these components and the relatively
tightly packed installations, the analyst should consider these zones as having potential
for combustible material. Thus, the enhanced logic should always be used for these
zones.
Note: Although moisture (whether clean water or otherwise) is not combustible, its
presence on wiring is a cause for concern because it may increase the probability of arcing
from small breaches in the insulation, which could cause a localised fire in the wire
bundle. The risk of a sustained fire caused by moisture induced arcing is mitigated in Step
5 by identification of a task to reduce the likelihood of accumulation of combustible
material on or adjacent to the wiring.
Step 5

Most operator maintenance programmes have not included tasks directed towards
removal or prevention of significant accumulations of combustible materials on or
adjacent to wiring.
This question requires an evaluation of whether the accumulation on or adjacent to
wiring can be significantly reduced. Task effectiveness criteria should include
consideration of the potential for damaging the wiring.
Though restoration tasks (e.g., cleaning) are the most likely applicable tasks, the
possibility to identify other tasks is not eliminated. A detailed inspection of a hydraulic
pipe might be assessed as appropriate if high-pressure mist from pinhole corrosion could
impinge a wire bundle and the inherent zone ventilation is low.
Step 6
This step will define an applicable task and an effective interval. It should be included as
a dedicated task in the Systems and Powerplant section. Within Maintenance Review
Board (MRB) Reports, this may be introduced under ATA 20 with no Failure Effect
Category quoted.
It is not the intent that restoration tasks should be so aggressive as to damage the wiring,
but should be applied to a level that significantly reduces the likelihood of combustion.
Step 7 -up hydraulic, mechanical, or electrical flight

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Where wiring is close (i.e. within 5 cm (2 inches)) to both primary and back-up hydraulic,
mechanical, or electrical flight controls, this question is asked to ensure that Step 8 logic
is applied even in the absence of combustible materials in the zone.
For zones where combustible materials are present (as determined in Step 4), proximity
is addressed in the inspection level definition portion of Step 8 and this question need
not be asked.
It addresses the concern that segregation between primary and back-up flight controls
may not have been consistently achieved. Even in the absence of combustible material,
a localised wire arcing could impact continued safe flight and landing if hydraulic pipes,
mechanical cables, or wiring for fly-by-wire controls are routed in close proximity (i.e.
within 5 cm (2 inches)) to a wiring harness. In consideration of the redundancy in flight

back-up system might be affected by wire arcing. Note that in zones where a fire might
be sustained by combustible material the enhanced logic will automatically be followed.
On all aircraft type designs, irrespective of TC date, modifications may not have taken
teria. It is thus recommended that
STC holders assess their design changes with this question included in the logic unless
they can demonstrate that they followed equivalent installation criteria. Similarly, air
carriers and air operators will have to assess modifications that have been accomplished
on their aircraft.
Step 8
a. Inspection Level.
At this point in the analysis, it is already confirmed that wiring is installed in a zone
where the presence of combustible materials is possible and/or the wiring is in
close proximity to primary and back-up hydraulic or mechanical flight controls.
Therefore, some level of inspection of the wiring in the zone is required, and this
step details how the proper level of inspection and interval can be selected.
One method of selecting the proper inspection level and interval is through the use
of ratings tables which rate attributes of the zone and how the wiring is affected
by, or can affect those attributes. The precise format of this will be determined by
the analyst, but example rating tables appear in Appendix B and may be referred
to for clarity.
The inspection level characteristics that may be included in the rating system are:
Zone size (volume);
Density of installed equipment within the zone;
Potential effects of fire on adjacent wiring and systems.
Zone size will be assessed relative to the size of the aircraft, typically identified as
small, medium or large. The smaller the zone and the less congested it is, the more
likely it is that wiring degradation will be identified by GVI.
Density of installed equipment, including wiring, within the zone will be assessed
relative to the size of the zone. The density of the zone is typically identified as low,
medium or high.
Potential effects of fire on adjacent wiring and systems requires the analyst to
assess the potential effect of a localised fire on adjacent wiring and systems by

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considering the potential for loss of multiple functions to the extent that continued
safe operation may not be possible.
Consideration of potential effect must also include whether wiring is in close
proximity (i.e. within 5 cm (2 inches)) to both primary and back-up flight controls.
A GVI alone may not be adequate if a fire caused by failure of the wiring poses a
risk to aircraft controllability.
At minimum, all wiring in the zone will require a GVI at a common interval. For
operators with a ZIP, this may be defined as a zonal GVI. For operators without ZIP,
it shall be defined as a GVI of all wiring in the zone.
The question is asked, "Is a GVI (or zonal GVI) of all wiring in the zone at the same
interval effective for all wiring in the zone?" This is to consider if there are specific
items/areas in the zone that are more vulnerable to damage or contamination and
thus may warrant a closer or more frequent inspection.
This determination could result in the selection of a more frequent GVI, a stand-
alone GVI (for operators with a ZIP), or even a DET inspection. The intention is to
select a DET of wiring only when justified by consideration of all three
characteristics of the zone (size, density, and potential effect of fire). The analyst
should be cautious to avoid unnecessary selection of DET where GVI is adequate.
Over-use of DET dilutes the effectiveness of the inspection.
Note: The level of inspection required may be influenced by tasks identified in
Steps 5 and 6. For example, if a cleaning task was selected in Step 5 and 6 that will
minimise the accumulation of combustible materials in the zone, this may justify
selection of a GVI in lieu of a DET for the wiring in the zone.
b. Inspection Interval.
The selection of an effective interval can also be accomplished using a rating
system. The characteristics for wiring to be rated should include the following:
Possibility of Accidental Damage;
Environmental factors.
The rating tables should be designed to define increasing inspection frequency
with increasing risk of accidental damage and increasing severity of the local
environment within the zone. Examples are provided in Appendix E.
The selection of inspection tasks possible in this step is specific to whether the
maintenance programme includes a dedicated ZIP or not.
For ZIP programmes, the possible inspection tasks are:
Zonal GVI;
Stand-alone GVI;
DET.
For non-ZIP programmes, the possible inspection tasks are:
GVI;
DET.
Note: At this point the analyst will have determined the required inspection level
and interval for wiring in the zone. Task consolidation in Step 9 allows

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consideration as to whether an inspection selected as a result of this analysis can

be considered accomplished as part of the existing maintenance programme.
Step 9
This step in the procedure examines the potential for consolidation between the tasks
derived from the EZAP and inspections that already exist in the Maintenance Programme.
Consolidation requires that the inspections in the existing maintenance programme are
performed in accordance with the inspection definitions provided in this AMC.
For programmes that include a ZIP:
Some GVI identified by application of the EZAP may be adequately covered by existing
zonal GVI in the zone and no change or addition to the existing zonal GVI is required. This
should reduce the number of new GVI that must be introduced into a programme that
already includes a ZIP.
The consolidation of GVI tasks has to take into account the access requirements and the
interval of each task. The Working Group may conclude that a stand-alone GVI of the
wiring may be justified if the zonal GVI of the other systems within the same zone does
not need to have such a frequent inspection.
Stand-alone GVI and DET identified by application of EZAP cannot be consolidated into
the ZIP and must be introduced and retained as dedicated tasks in the scheduled
maintenance programme under ATA 20. These tasks, along with tasks identified to reduce
the accumulation of combustible materials, shall be uniquely identified to ensure they
are not consolidated in the zonal programme nor deleted during future programme
development. Within MSG-3 based MRB Reports, these may be introduced under ATA 20
with no Failure Effect Category quoted.
For programmes without a ZIP:
Although non-ZIP programmes may already include some dedicated inspections of wiring
that may be reviewed for equivalency to new tasks identified by application of the EZAP,
it is expected that a significant number of new wiring inspections will be identified for
introduction as dedicated tasks in the System and Powerplant programme. All new tasks
identified by application of EZAP shall be uniquely identified to ensure they are not
deleted during future programme development.
The following guide can be used to determine proper consolidation between EZAP
derived inspections and existing inspections that have not been specifically identified as
stand-alone tasks, of the same item or area:
a. Where the EZAP inspection interval and existing inspection interval are equal, but
the inspection levels are different, the more intense inspection will take precedent
(i.e. a 1C DET takes precedent over a 1C GVI).
b. Where the EZAP inspection interval and existing inspection interval are different,
but the inspection levels are equal, the more frequent inspection will take
precedent (i.e. a 1C GVI takes precedent over a 2C GVI).
c. Where the EZAP inspection interval and level are different from the existing
inspection interval and level, these tasks may be consolidated only when the more
frequent inspection is also the more intense (i.e. a 1C DET takes precedent over a
2C GVI). When the more frequent inspection is less intense, the tasks should not
be consolidated.

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For all programmes, these tasks shall be uniquely identified in the programme for future
development consideration.
For EZAP-derived STC tasks, it may not be possible for the STC holder to determine
whether a ZIP exists on specific aircraft that will utilise the STC. Therefore, where a ZIP
exists, consolidation of EZAP-
responsibility of the operator and subject to approval by the competent authority.
In cases where the STC holder determines a requirement for a GVI that should not be
consolidated into a ZIP, this stand-alone GVI should be specifically identified as such in
the EZAP derived ICAW for the STC.
[Amdt 20/4]

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Appendix B to AMC 20-21 Examples of Typical EZAP Worksheets

ED Decision 2008/007/R

The following worksheets are provided as an example to assist implementation of the EZAP logic explained
in this AMC. These may be adjusted by the analyst to suit specific applications.
1. Details of Zone.
2. Assessment of Zone Attributes.
3A. Inspection Level Determination based on Rating Tables (for use where a dedicated ZIP exists).
3B. Inspection Level Determination based on Rating Tables (for use where no dedicated ZIP exists).
4. Interval Determination based on Rating Tables.
5. Task Summary.
In particular, the interval ranges quoted in the rating table on Sheet 4 are solely to explain a typical
arrangement of values. For a particular application, these must be compatible with the interval framework
used in the existing maintenance or inspection programme. They may be expressed in terms of usage
parameter (e.g. flight hours or calendar time) or in terms of letter check (as in the example).

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Appendix C to AMC 20-21 Determination if a major change to an

aircraft should be specifically subjected to an EZAP
ED Decision 2008/007/R

The EZAP provides a means for TC and STC holders to develop improvements to EWIS maintenance
programs. These improvements will be in the form of new inspections and other tasks designed to
prevent significant accumulation of combustible materials on or adjacent to EWIS components that
would be added to the Instructions for Continued Airworthiness or Service Bulletins (SB) for the
aircraft and STC.
While TC holders are required to conduct the EZAP for all zones in an aircraft, it may be determined
that EZAP for an SB or STC is not necessary where the modification does not appreciably affect the

was developed to identify modifications that sufficiently affect zone attributes to warrant re-
application of EZAP to the entire zone.
This logic assumes that the aircraft TC holder has accomplished the EZAP on each zone of the aircraft
without consideration of the SB modification or STC installation. The objective of this analysis is to
assess whether the modification itself has affected wiring or certain zone attributes that could change
the outcome of the EZAP performed by the aircraft TC holder.
The determination if the SB or STC requires EZAP, and re-application of the EZAP to SB or STC affected
zones, is the responsibility of the respective holder of the SB or STC. It is expected that the TC and STC
holders will collaborate with each other and operators as necessary to obtain information required to
conduct the analysis. The TC or STC holder should communicate the results of the procedure, including
the cases when no new tasks are identified. The method of communication may be via SB, Service
Letter, ICAW Revision, or other means acceptable to EASA.
In situations where a previously installed STC is no longer supported by a viable STC holder (e.g. STC
holder defunct), the responsibility for determining if the STC requires EZAP, and re-application of EZAP
to any affected zones, is assigned to the individual operators who utilise the STC on their aircraft. In
cases where the operator does not have experience in application of analytical logic processes, it will
be necessary for the operator to gain competence in, or seek external assistance in conducting the
analysis.
A record of the outcome of operator accomplished analysis for STC (even if no tasks are identified)
should be permanently retained by the operator. A copy of the record should be included in the
aircraft records normally transferred upon change of aircraft operator.
The attached logic chart provides a means to assess whether an SB modification or STC has sufficiently
affected wiring or certain other zone attributes as to require reapplication of the EZAP to the entire
zone with consideration of the modification present. The section following the chart provides detailed

appropriate examples.
It is recommended that, where possible, the analyst should utilise the availability of actual aircraft to
ensure they fully understand the zones being analysed. Specifically, it must be determined how
installation of the modification could affect zone attributes such as density, environment, proximity
of wiring to primary and back-up flight controls, presence of combustible materials, and potential for
accidental damage to wiring.

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Appendix C. Figure 1. Determination if SB modification or STC requires EZAP

Explanation of Steps
Step 1: Does the SB or STC affect or modify wiring or
The question asks whether the STC affects or modifies wiring. Modifications to wiring or
other EWIS components include, but are not limited to removal, addition, relocation, etc.
Does the SB or STC install or result in wiring being located within 5 cm (2 inches) of
primary and back-up hydraulic, mechanical or electric flight controls, change the density
of the zone or change the potential effects of fire in the zone?
Does the SB or STC affect zone density? If the STC includes the addition or deletion of
numerous components in a small area, the density of the zone could be changed even if
wire bundles are untouched. A significant change in the zone density should warrant re-
analysis of the zone.
Potential effects of fire on adjacent wiring and systems require the analyst to assess the
potential effect of a localised fire on adjacent wiring and systems by considering the
potential for loss of multiple functions to the extent that a hazard could be introduced.

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Consideration of potential effect must also include whether wiring is in close proximity
(i.e. within 5 cm (2 inches)) to both primary and back-up flight controls.
Additionally, this question requires an evaluation of whether the zone might contain
combustible material that could cause a fire to be sustained in the event of an ignition
source arising in adjacent wiring. Examples include the possible presence of fuel vapours,
dust/lint accumulation, and contaminated insulation blankets.
With respect to commonly used liquids (e.g. oils, hydraulic fluids, and corrosion
prevention compounds), the analyst should refer to the product specification in order to
assess the potential for combustibility. The product may be readily combustible only in
vapour/mist form and thus an assessment is required to determine if conditions might
exist in the zone for the product to be in this state.
Although liquid contamination of wiring by most synthetic oil and hydraulic fluids (e.g.
skydrol) may not be considered combustible, it is a cause for concern if it occurs in a zone
where contamination causes significant adherence of dust and lint.

density of the zone or the potential effects of fire in the zone has not changed.
Step 2: No further action is required.
Step 3: Perform an EZAP analysis.

maintenance tasks are sufficient is to perform the EZAP for the SB or STC and compare
the results with the existing EWIS maintenance tasks (see Step 4).
Step 4: Is there an existing MRBR EZAP task(s) that is applicable and effective?
Once the SB or STC EZAP has been accomplished, a comparison of the derived
maintenance tasks can be made with the existing EWIS maintenance tasks. If the existing
tasks are adequate, then no further action regarding EWIS maintenance actions for the
STC is necessary.
Step 5: No further action is required since the existing EZAP-derived maintenance task is
adequate.
Step 6: Develop an appropriate task and incorporate it into the existing maintenance
programme.

[Amdt 20/4]

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Appendix D to AMC 20-21

ED Decision 2008/007/R

(RESERVED)

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Appendix E to AMC 20-21 Causes of Wire Degradation

ED Decision 2008/007/R

The following items are considered principal causes of wiring degradation and should be used to help
focus maintenance programmes:
Vibration - High vibration areas tend to accelerate
contacts and intermittent symptoms. High vibration of tie-wraps or string-ties can cause damage to
insulation. In addition, high vibration will exacerbate any existing problem with wire insulation
cracking.
Moisture - High moisture areas generally accelerate corrosion of terminals, pins, sockets, and
conductors. It should be noted that wiring installed in clean, dry areas with moderate temperatures
appears to hold up well.
Maintenance - Scheduled and unscheduled maintenance activities, if done improperly, may contribute
to long-term problems and wiring degradation. Certain repairs may have limited durability and should
be evaluated to ascertain if rework is necessary. Repairs that conform to manufacturers
recommended maintenance practices are generally considered permanent and should not require
rework. Furthermore, care should be taken to prevent undue collateral damage to EWIS while
performing maintenance on other systems.
Metal shavings and debris have been discovered on wire bundles after maintenance, repairs,
modifications, or STC have been performed. Care should be taken to protect wire bundles and
connectors during modification work. The work areas should be cleaned while the work progresses to
ensure that all shavings and debris are removed; the work area should be thoroughly cleaned after
the work is complete; and the work area should be inspected after the final cleaning.
Repairs should be performed using the most effective methods available. Since wire splices are more
susceptible to degradation, arcing, and overheating, the recommended method of repairing a wire is
with an environmental splice.
Indirect Damage - Events such as pneumatic duct ruptures or duct clamp leakage can cause damage
that, while not initially evident, can cause wiring problems at a later stage. When events such as these
occur, surrounding EWIS should be carefully inspected to ensure that there is no damage or no
potential for damage is evident. The indirect damage caused by these types of events may be broken
clamps or ties, broken wire insulation, or even broken conductor strands. In some cases the pressure
of the duct rupture may cause wire separation from the connector or terminal strip.
Contamination - Wire contamination refers to either of the following situations:
a. The presence of a foreign material that is likely to cause degradation of wiring.
b. The presence of a foreign material that is capable of sustaining combustion after removal of
ignition source.
The contaminant may be in solid or liquid form. Solid contaminants such as metal shavings, swarf,
debris, livestock waste, lint and dust can accumulate on wiring and may degrade or penetrate wiring
or electrical components.
Chemicals in fluids such as hydraulic fluid, battery electrolytes, fuel, corrosion inhibiting compounds,
waste system chemicals, cleaning agents, de-icing fluids, paint, soft drinks and coffee can contribute
to degradation of wiring.
Hydraulic fluids, de-icing fluids and battery electrolyte require special consideration. These fluids,
although essential for aircraft operation, can damage connector grommets, wire bundle clamps, wire
ties and wire lacing, causing chafing and arcing. Wiring exposed to these fluids should be given special

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attention during inspection. Contaminated wire insulation that has visible cracking or breaches to the
core conductor can eventually arc and cause a fire. Wiring exposed to, or in close proximity to, any of
these chemicals may need to be inspected more frequently for damage or degradation.
When cleaning areas or zones of the aircraft that contain both wiring and chemical contaminants,
special cleaning procedures and precautions may be needed. Such procedures may include wrapping
wire and connectors with a protective covering prior to cleaning. This would be especially true if
pressure-washing equipment is utilised. In all cases the aircraft manufacturer recommended
procedures should be followed.
Waste system spills also require special attention. Service history has shown that these spills can have
detrimental effects on aircraft EWIS and have resulted in smoke and fire events. When this type of
contamination is found all affected components in the EWIS should be thoroughly cleaned, inspected
and repaired or replaced if necessary. The source of the spill or leakage should be located and
corrected.
Heat - Exposure to high heat can accelerate degradation of wiring by causing insulation dryness and
cracking. Direct contact with a high heat source can quickly damage insulation. Burned, charred or
even melted insulation are the most likely indicators of this type of damage. Low levels of heat can
also degrade wiring over a longer period of time. This type of degradation is sometimes seen on
engines, in galley wiring such as coffee makers and ovens, and behind fluorescent lights, especially the
ballasts.
[Amdt 20/4]

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AMC 20-22

AMC 20-22 Aeroplane Electrical Wiring Interconnection System

Training Programme
ED Decision 2008/007/R

1 PURPOSE
This AMC provides acceptable means of compliance for developing an enhanced Electrical
Wiring Interconnection System (EWIS) training programme. The information in this AMC is
derived from the best practices training developed through extensive research. This AMC is an
effort by the Agency to officially endorse these best practices and to dispense this information
industry-wide so that the benefits of this information can be effectively realised. Following this
AMC will result in a training programme that will improve the awareness and skill level of the
aviation personnel in EWIS production, modification, maintenance, inspection, alterations and
repair. This AMC promotes a philosophy of training for all personnel who come into contact
with aeroplane EWIS as part of their job and tailors the training for each workgroup to their
particular needs.
2 OBJECTIVE
This AMC has been published in order to provide the approved organisations with acceptable
means of compliance to comply with their training obligations as required in paragraphs
21.A.145 and 21.A.245 of Part-21, 145.A.30 and 145.A.35 of Part-145 and M.A.706 of Part-M
with respect to EWIS.
To fully realise the objectives of this AMC, operators, holders of type certificates (TC), holders
of supplemental type certificates (STC), maintenance organisations and persons performing
modifications or repairs, will need to rethink their current approach to maintaining and
modifying aeroplane wiring and systems. This may require more than simply updating
maintenance manuals and work cards and enhancing training. Maintenance personnel need to
be aware that aeroplane EWIS should be maintained with the same level of intensity as any
other system in the aeroplane. They also need to recognise that visual inspection of wiring has
inherent limitations. Small defects such as breached or cracked insulation, especially in small
gage wire may not always be apparent. Therefore, effective wiring maintenance combines
visual inspection techniques with improved wiring maintenance practices and training.
The objective of this EWIS training programme is to give operators, holders of TC, holders of
STC, maintenance organisations and persons performing field approval modifications or repairs
a model for the development of their own EWIS training programme. This will ensure that
proper procedures, methods techniques, and practices are used when performing
maintenance, preventive maintenance, inspection, alteration, and cleaning of EWIS.
The training syllabus and curriculum for those personnel directly involved in the maintenance
and inspection of EWIS, identified as Target Group 1 and 2, are in Appendix A and C to this AMC.
This AMC also provides guidance on the development of EWIS training programmes for
personnel who are not directly involved in the maintenance and inspection of EWIS. Although
there is no direct regulatory requirement for EWIS training of these personnel, operators may
choose to provide EWIS training. The training syllabus and curriculum for these personnel,
identified as Target Groups 3 through 8, are in Appendix B and C to this AMC.
It is believed that training personnel in these groups would greatly enhance awareness of the
importance of EWIS safety in the overall safe operation of aeroplanes. Although these groups

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are not directly involved in the maintenance of EWIS, they have the potential to have an adverse
impact on EWIS. This can occur through inadvertent contact with EWIS during aeroplane
cleaning or when individuals perform unrelated maintenance that could impact the integrity of
EWIS. Mechanics leaving drill shavings on wire bundles is one example of how this could occur.
Some people prepare paperwork that guides mechanics, training this target group in EWIS
should help to ensure that proper attention is paid to EWIS issues.
This programme was developed for eight different target groups and may be used for the
minimum requirements for initial and recurrent training (see training matrix). Depending on the
duties, some may fall into more than one target group and, therefore, must fulfil all objectives
of the associated target groups. The target groups are:
a. Qualified staff performing EWIS maintenance.
These staff members are personnel who perform wiring systems maintenance and their
training is based on their job description and the work being done by them (e.g. avionics
skilled workers or technicians cat B2).
b. Qualified staff performing maintenance inspections on wiring systems.
These staff members are personnel who perform EWIS inspections (but not
maintenance), and their training is based on their job description and the work being
done by them (e.g. inspectors/technicians cat B2).
c. Qualified staff performing electrical/avionic engineering on in-service aeroplane.
These staff members are personnel who are authorised to design EWIS installations,
modifications and repairs (e.g. electric/avionic engineers).
d. Qualified staff performing general maintenance/inspections not involving wire
maintenance (LRU change is not considered wire maintenance).
These staff members are personnel who perform maintenance on aeroplane that may
require removal/reconnection of electrical connective devices (e.g.
inspectors/technicians cat A or B1).
e. Qualified staff performing other engineering or planning work on in-service aeroplane.
These staff members are personnel who are authorised to design mechanical/structure
systems installations, modifications and repairs, or personnel who are authorised to plan
maintenance tasks.
f. Other service staff with duties in proximity to EEWIS.
These staff members are personnel whose duties would bring them into contact/view of
aeroplane wiring systems. This would include, but not be limited to: Aeroplane cleaners,
cargo loaders, fuelers, lavatory servicing personnel, de-icing personnel, push back
personnel.
g. Flight Deck Crew.
(E.g. Pilots, Flight Engineers)
h. Cabin Crew.
3 APPLICABILITY
This AMC describes acceptable means, but not the only means, of compliance with the
appropriate certification, maintenance and operating regulations.

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The information in this AMC is based on lessons learned by Aging Transport Systems Rulemaking
Advisory Committee (ATSRAC) Harmonised Working Groups, regulatory authorities,
manufacturers, airlines and repair stations. This AMC can be applied to any aeroplane training
programme.
4 RELATED DOCUMENTS
Regulation (EC) No 216/20081
Regulation (EC) No 1702/20032
Regulation (EC) No 2042/20033
EASA Certification Specification CS-25 Large Aeroplanes4
EU-OPS Commercial Air Transportation (Aeroplanes)5
5 RELATED READING MATERIAL
a. EASA AMC-20
AMC 20-21 Programme to Enhance Aeroplane Electrical Wiring Interconnection
System Maintenance
AMC 20-23 Development of Electrical Standard Wiring Practices Documentation
b. FAA 14 CFR Parts
Part 21, Certification Procedures for Products and Parts
Part 25, Airworthiness Standards, Transport Category Aeroplanes
Part 43, Maintenance, Preventive Maintenance, Rebuilding, and Alteration
Part 91, General Operating and Flight Rules
Part 119, Certification: Air Carriers and Commercial Operators
Part 121, Operating Requirements: Domestic, Flag, and Supplemental Operations
Part 125, Certification and Operations: Aeroplanes Having a Seating Capacity of 20
or More Passengers or a Maximum Payload Capacity of 6,000 pounds or More
Part 129, Operations: Foreign Air Carriers and Foreign Operators of U.S.-Registered
Aircraft Engaged in Common Carriage

1
Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil
aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002
and Directive 2004/36/EC (OJ L 79, 19.3.2008, p. 1).
2
Commission Regulation (EC) No 1702/2003 of 24 September 2003 laying down implementing rules for the airworthiness and
environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and
production organisations (OJ L 243, 27.9.2003, p. 6). Regulation as last amended by Regulation (EC) No 287/2008 (OJ L 87, 29.3.2008,
p. 3).
3
Commission Regulation (EC) No 2042/2003 of 20 November 2003 on the continuing airworthiness of aircraft and aeronautical products,
parts and appliances, and on the approval of organisations and personnel involved in these tasks (OJ L 315, 28.11.2003, p. 1). Regulation
as last amended by Regulation (EC) No 376/2007 of (OJ L 94, 4.4.2007, p. 18).
4
Executive Director Decision No 2003/2/RM of 14 October 2003 on certification specifications, including airworthiness codes and
acceptable means of compliance, for large aeroplanes («CS-25»). Decision as last amended by Executive Director Decision No
2008/006/R of 29 August 2008 (CS-25 Amendment 5).
5
Council Regulation (EEC) No 3922/91 of 16 December 1991 on the harmonisation of technical requirements and administrative
procedures in the field of civil aviation (OJ L 373, 31.12.1991, p. 4). Regulation as last amended by Regulation (EC) No 8/2008 of 11
December 2007 (OJ L 10, 12.1.2008, p. 1).

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Part 135, Operating Requirements: Commuter and On-demand Operations

Part 145, Repair Stations
c. FAA Advisory Circulars (AC)
AC 20-13, Protection of Aircraft Electrical/Electronic Systems against the Indirect
Effects of Lightning
AC 20-53A, Protection of Aeroplane Fuel Systems against Fuel Vapour Ignition due
to Lightning AC 25-16, Electrical Fault and Fire Protection and Prevention
AC 25.981-1B, Fuel Tank Ignition Source Prevention Guidelines
AC 25.17YY Development of Standard Wiring Practices Documentation
AC 43-3, Non-destructive Testing in Aircraft
AC 43-4A, Corrosion Control for Aircraft
AC 43-7, Ultrasonic Testing for Aircraft
AC 43-12A, Preventive Maintenance
AC 43.13-1A, Acceptable Methods, Techniques and Practices - Aircraft Inspection
and Repair
AC 43.13-1B, Acceptable Methods, Techniques and Practices for Repairs and
Alterations to Aircraft
AC 43-204, Visual Inspection for Aircraft
AC 43-206, Avionics Cleaning and Corrosion Prevention/Control
AC 65-15A, Airframe and Powerplant Mechanics Airframe Handbook, Chapter 11.
Aircraft Electrical Systems
AC 120-XX, Programme to enhance aircraft Electrical Wiring Interconnection
System maintenance
AC 120-YY Aircraft Electrical Wiring Interconnection System training programme
d. Reports
Transport Aircraft Intrusive Inspection Project, (An Analysis of the Wire
Installations of Six Decommissioned Aircraft), Final Report, The Intrusive Inspection
Working Group, December 29, 2000.
http://www.mitrecaasd.org/atsrac/intrusive_inspection.html
FAA Aging Transport Non-Structural Systems Plan, July 1998.
National Transportation Safety Board, Safety Recommendation, September 19,
2000, A-00-105 through -108.
http://www.ntsb.gov/recs/letters/2000/A00_105_108.pdf
Wire System Safety Interagency Working Group, National Science and Technology
Council, Review of Federal Programmes for Wire System Safety 46 (2000).
Aging Transport Systems Rulemaking Advisory Committee, Task 1 and 2, Aging
Systems, Final Report.
http://www.mitrecaasd.org/atsrac/final_reports/Task_1&2_Final%20_August_20
00.pdf

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Aging Transport Systems Rulemaking Advisory Committee, Task 3, Final Report.

http://www.mitrecaasd.org/atsrac/final_reports/Task_3_Final.pdf
Aging Transport Systems Rulemaking Advisory Committee, Task 4, Final Report,
Standard Wiring Practices.
http://www.mitrecaasd.org/atsrac/final_reports/Task_4_Final_Report_Sept_200
0.pdf
Aging Transport Systems Rulemaking Advisory Committee, Task 5, Final Report,
Aircraft Wiring Systems Training Curriculum and Lesson Plans.
http://www.mitrecaasd.org/atsrac/final_reports/Task_5_Final_March_2001%20.
pdf
ATA Specification 117 (Wiring Maintenance Practices/Guidelines).
Aging Transport Systems Rulemaking Advisory Committee, Task 6, Task 7 and Task
9 Working Group Final Reports
http://www.mitrecaasd.org/atsrac/final_reports.html
e. Other Documents
ATA Operator/Manufacturer Scheduled Maintenance Development as revised, ATA
Maintenance Steering Group (MSG-3), may be obtained from the Air Transport
Association of America; Suite 1100: 1301 Pennsylvania Ave, NW, Washington, DC 20004-
1707.
FAA Handbook Bulletin 91-15 "Origin and propagation of inaccessible aircraft fire under
in-flight airflow conditions".
6 DEFINITIONS
Arc tracking: A phenomenon in which a conductive carbon path is formed across an insulating
surface. This carbon path provides a short circuit path through which current can flow.
Normally, a result of electrical arcing. Also referred to as "Carbon Arc Tracking", "Wet Arc
Tracking", or "Dry Arc Tracking".
Combustible: For the purposes of this AMC, the term combustible refers to the ability of any
solid, liquid or gaseous material to cause a fire to be sustained after removal of the ignition
source. The term is used in place of inflammable/flammable. It should not be interpreted as
identifying material that will burn when subjected to a continuous source of heat as occurs
when a fire develops.
Contamination: For the purposes of this AMC, wiring contamination refers to either of the
following:
The presence of a foreign material that is likely to cause degradation of wiring.
The presence of a foreign material that is capable of sustaining combustion after removal
of ignition source.
Detailed Inspection (DET): An intensive examination of a specific item, installation, or assembly
to detect damage, failure or irregularity. Available lighting is normally supplemented with a
direct source of good lighting at an intensity deemed appropriate. Inspection aids such as
mirrors, magnifying lenses or other means may be necessary. Surface cleaning and elaborate
access procedures may be required.
Electrical Wiring Interconnection System (EWIS): See CS 25.1701.
Functional Failure: Failure of an item to perform its intended function within specified limits.

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General Visual Inspection (GVI): A visual examination of an interior or exterior area, installation,
or assembly to detect obvious damage, failure or irregularity. This level of inspection is made
from within touching distance unless otherwise specified. A mirror may be necessary to
enhance visual access to all exposed surfaces in the inspection area. This level of inspection is
made under normally available lighting conditions such as daylight, hangar lighting, flashlight or
droplight and may require removal or opening of access panels or doors. Stands, ladders or
platforms may be required to gain proximity to the area being checked.
Lightning/High Intensity Radiated Field (L/HIRF) protection: The protection of aeroplane
electrical systems and structure from induced voltages or currents by means of shielded wires,
raceways, bonding jumpers, connectors, composite fairings with conductive mesh, static
dischargers, and the inherent conductivity of the structure; may include aeroplane specific
devices, e.g., RF Gaskets.
Maintenance
inspection, overhaul, repair, preservation, and the replacement of parts, but excludes
advisory material, it also includes preventive
maintenance.
Maintenance Significant Item (MSI): Items identified by the manufacturer whose failure:
could affect safety (on ground or in flight).
is undetectable during operations.
could have significant operational impact.
could have significant economic impact.
Needling
continuity and presence of voltage in the wire segment.
Stand-alone General Visual Inspection (GVI): A GVI which is not performed as part of a zonal
inspection. Even in cases where the interval coincides with the zonal inspection, the stand-alone
GVI shall remain an independent step within the work card.
Structural Significant Item (SSI): Any detail, element or assembly that contributes significantly
to carrying flight, ground, pressure, or control loads and whose failure could affect the structural
integrity necessary for the safety of the aeroplane.
Swarf: A term used to describe the metal particles, generated from drilling and machining
operations. Such particles may accumulate on and between wires within a wire bundle.
Zonal Inspection: A collective term comprising selected GVI and visual checks that are applied
to each zone, defined by access and area, to check system and powerplant installations and
structure for security and general condition.
7 BACKGROUND
Over the years there have been a number of in-flight smoke and fire events where
contamination sustained and caused the fire to spread. Regulators and Accident Investigators
have conducted aircraft inspections and found wiring contaminated with items such as dust,
dirt, metal shavings, lavatory waste water, coffee, soft drinks, and napkins. In some cases, dust
has been found completely covering wire bundles and the surrounding area.
Research has also demonstrated that wiring can be harmed by collateral damage when
maintenance is being performed on other aircraft systems. For example, a person performing

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an inspection of an electrical power centre or avionics compartment may inadvertently cause

damage to wiring in an adjacent area.
Aviation Accident Investigators have specifically cited the need for improved training of
personnel to ensure adequate recognition and repair of potentially unsafe wiring conditions.
This AMC addresses only the training programme. It does not attempt to deal with the condition
of the fleet's wiring, or develop performance tests for wiring.
This AMC captures, in EASA guidance form, the aeroplane EWIS training programme developed
by ATSRAC. This includes a training syllabus, curriculum, training target groups and a matrix
outlining training for each training group.
8 ESSENTIAL ELEMENTS FOR A TRAINING PROGRAMME
a. Initial Training.
Initial training should be conducted for each designated work group. The initial training
for each designated work group is outlined in EWIS Minimum Initial Training Programme
- Appendix A and B. Curriculum and Lesson Plans for each dedicated module are included
in Appendix C.
The most important criteria are to meet the objectives of the Lesson Plans Appendix C
(using classroom discussion, computer-based training or hands-on practical training).
Assessment or achieving the objectives should be at the discretion of the training
organisation (such as written test, oral test or demonstration of skills).
Supporting documentation such as AMC is an integral part of training and should be used
to support development of the Curriculum and Lesson Plans.
b. Refresher Training.
Refresher training should be conducted in a period not exceeding two years. It could
consist of a review of previously covered material plus any new material or revisions to
publications. Refresher training will follow the EWIS Minimum Initial Training Programme
- Appendix A or B for that particular target group.
[Amdt 20/4]

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Appendix A to AMC 20-22 EWIS Minimum Initial Training

Programme for Group 1 and 2
ED Decision 2008/007/R

Target Group 1: Qualified staff performing EWIS maintenance.

Target Group 2: Qualified staff performing maintenance inspections on EWIS.
TARGET GROUP 1 2
A GENERAL ELECTRICAL WIRING INTERCONNECTION SYSTEM PRACTICES
Know or demonstrate safe handling of aeroplane electrical systems, line replaceable
units (LRU), tooling, troubleshooting procedures, and electrical measurement.
1. Safety practices X X
2. Electrostatic discharge sensitive (ESDS) device handling and protection X X
3. Tools, special tools, and equipment X
4. Verifying calibration/certification of instruments, tools, and equipment X
5. Required wiring checks using the troubleshooting procedures and charts X
6. Measurement and troubleshooting using meters X
7. LRU replacement general practices X X
B WIRING PRACTICES DOCUMENTATION
Know or demonstrate the construction and navigation of the applicable aeroplane wiring
system overhaul or practices manual.
8. Standard wiring practices manual structure/overview X X
9. Chapter cross-reference index X X
10. Important data and tables X X
11. Wiring diagram manuals X X
12. Other documentation as applicable X X
C INSPECTION
Know the different types of inspections, human factors in inspections, zonal areas and
typical damages.
13. General visual inspection (GVI), detailed inspection (DET), special detailed inspection X X
(SDI), and zonal inspection, and their criteria and standards
14. Human factors in inspection X
15. Zonal areas of inspection X
16. Wiring system damage X X
D HOUSEKEEPING
Know the contamination sources, materials, cleaning and protection procedures.
17. Aeroplane external contamination sources X X
18. Aeroplane internal contamination sources X X
19. Other contamination sources X X
20. Contamination protection planning X
21. Protection during aeroplane maintenance and repair X
22. Cleaning processes X
E WIRE
Know or demonstrate the correct identification of different wire types, their inspection
criteria and damage tolerance, repair and preventative maintenance procedures.
23. Wire identification, type and construction X X
24. Insulation qualities and damage limits X X

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25. Inspection criteria and standards for wire and wire bundles X
26. Wire bundle installation practices X X
27. Typical damage and areas found (aeroplane specific) X X
28. Maintenance and repair procedures X X
29. Sleeving X X
30. Unused wires - termination and storage X X
31. Electrical bonding and grounds X X
F CONNECTIVE DEVICES
Know or demonstrate the procedures to identify, inspect, and find the correct repair for
typical types of connective devices found on the applicable aeroplane.
32. General connector types and identification X X
33. Cautions and protections X X
34. Visual inspection procedures X X
35. Typical damage found X X
36. Repair procedures X X
G CONNECTIVE DEVICE REPAIR
Demonstrate the procedures for replacement of all parts of typical types of connectors
found on the applicable aeroplane.
37. Circular connectors X
38. Rectangular connectors X
39. Terminal blocks - modular X
40. Terminal blocks - non-modular X
41. Grounding modules X
42. Pressure seals X

[Amdt 20/4]

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Appendix B to AMC 20-22 EWIS Minimum Initial Training

Programme for Group 3 through 8
ED Decision 2008/007/R

Target Group 3: Qualified staff performing electrical/avionic engineering on in-service aeroplane.

Target Group 4: Qualified staff performing general maintenance/inspections not involving wire
maintenance (LRU change is not considered wire maintenance)
Target Group 5: Qualified staff performing other engineering or planning work on in-service
aeroplane
Target Group 6: Other service staff with duties in proximity to electrical wiring interconnection
systems
Target Group 7: Flight Deck Crew
Target Group 8: Cabin Crew
TARGET GROUPS 3 4 5 6 7 8

A GENERAL ELECTRICAL WIRING INTERCONNECTION

SYSTEM PRACTICES
Know or demonstrate the safe handling of aeroplane
electrical systems, line replaceable units (LRU), tooling,
troubleshooting procedures, and electrical measurement.
1. Safety practices X X X X
2. Electrostatic discharge sensitive (ESDS) device X
handling and protection
7. LRU replacement general practices X

B WIRING PRACTICES DOCUMENTATION

Know or demonstrate the construction and navigation of
the applicable aeroplane wiring system overhaul or
practices manual.
8. Standard wiring practices manual structure/overview X
9. Chapter cross-reference index X
10. Important data and tables X
11. Wiring diagram manuals X
12. Other documentation as applicable X

C INSPECTION
Know the different types of inspections, human factors in
inspections, zonal areas and typical damages.
13. General visual inspection (GVI), detailed inspection X X
(DET), special detailed inspection (SDI), and zonal
inspection, and their criteria and standards
14. Human factors in inspection X
15. Zonal areas of inspection X
16. Wiring system damage X X Low Low Low
level level level

D HOUSEKEEPING
Know the contamination sources, materials, cleaning and
protection procedures.

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17. Aeroplane external contamination sources X X X X

18. Aeroplane internal contamination sources X X X X
19. Other contamination sources X X X X
20. Contamination protection planning X X X
21. Protection during aeroplane maintenance and repair X X X
22. Cleaning processes X X X X

E WIRE
Know or demonstrate the correct identification of different
wire types, their inspection criteria and damage tolerance,
repair and preventative maintenance procedures.
23. Wire identification, type and construction X
24. Insulation qualities and damage limits X
25. Inspection criteria and standards of wire and wire X
bundles
26. Wire bundle installation practices X
27. Typical damage and areas found (aeroplane specific) X X X Low Low Low
level level level
28. Maintenance and repair procedures X
29. Sleeving X
30. Unused wires - termination and storage X
31. Electrical bonding and grounds X X X
Bond

F CONNECTIVE DEVICES
Know or demonstrate the procedures to identify, inspect,
and find the correct repair for typical types of connective
devices found on the applicable aeroplane.
32. General connector types and identification X
33. Cautions and protections X
34. Visual inspection procedures X
35. Typical damage found X
36. Repair procedures X

[Amdt 20/4]

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Appendix C to AMC 20-22 Curriculum and Lessons Plan

ED Decision 2008/007/R

Electrical Wiring Interconnection System Curriculum

1 OVERVIEW
This training is targeted at each person who performs aeroplane maintenance, inspections,
alterations or repairs on EWIS and/or structure. After training, the person is able to properly
evaluate the EWIS and effectively use the manufacturers Chapter 20 Wiring System overhaul
manual for that aeroplane. The training programme must include: wiring system condition,
applicable repair schemes, wiring modifications and ancillary repairs to wiring systems and
components. All of the training components are integrated to maintain wiring system quality
and airworthiness of the aeroplane.
2 OBJECTIVES
Depending on the modules taught, the person shows competency in the following skills:
a. Know or demonstrate the safe handling of aeroplane electrical systems, Line Replaceable
Units (LRU), tooling, troubleshooting procedures, and electrical measurement.
b. Know or demonstrate the construction and navigation of the applicable aeroplane wiring
system overhaul or wiring practices manual.
c. Know the different types of inspections, human factors in inspections, zonal areas and
typical damages.
d. Know the contamination sources, materials, cleaning and protection procedures.
e. Know or demonstrate the correct identification of different wire types, their inspection
criteria, and damage tolerance, repair and preventative maintenance procedures.
f. Know or demonstrate the procedures to identify, inspect and find the correct repair for
typical types of connective devices found on the applicable aeroplane.
g. Demonstrate the procedures for replacement of all parts of typical types of connective
devices found on the applicable aeroplane.
3 SCOPE
The course is to be used by training providers for all maintenance persons at any stage in their
careers. The person can be trained to the appropriate level using the applicable modules,

MODULE A GENERAL ELECTRICAL WIRING INTERCONNECTION SYSTEM PRACTICES:

(1) Safety practices
(2) ESDS device handling and protection
(3) Tools, special tools and equipment
(4) Verify calibration/certification of instruments, tools, and equipment
(5) Required wiring checks using the Troubleshooting Procedures and charts
(6) Measurement and troubleshooting using meters
(7) LRU replacement general practices

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MODULE B WIRING PRACTICES DOCUMENTATION:

(1) Chapter 20 structure/overview
(2) Chapter 20 cross-reference index
(3) Chapter 20 important data and tables
(4) Wiring Diagram Manual
(5) Other documentation (as applicable)
MODULE C INSPECTION:
(1) Special inspections
(2) Criteria and standards
(3) Human factors in inspection
(4) Zonal areas of inspection
(5) Wiring system damage
MODULE D HOUSEKEEPING:
(1) Aeroplane external contamination sources
(2) Aeroplane internal contamination sources
(3) Other contamination sources
(4) Contamination protection planning
(5) Protection during aeroplane maintenance and repair
(6) Cleaning processes
MODULE E WIRE:
(1) Identification, type and construction
(2) Insulation qualities
(3) Inspection criteria and standards of wire and wire bundles
(4) Wire bundle installation practices
(5) Typical damage and areas found (aeroplane specific)
(6) Maintenance and repair procedures
(7) Sleeving
(8) Unused wires - termination and storage
(9) Electrical bonding and grounds
MODULE F CONNECTIVE DEVICES:
(1) General types and identification
(2) Cautions and protections
(3) Visual inspection procedures
(4) Typical damage found
(5) Repair procedures

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MODULE G CONNECTIVE DEVICE REPAIR:

(1) Circular connectors
(2) Rectangular connectors
(3) Terminal blocks - modular
(4) Terminal blocks - non-modular
(5) Grounding modules
(6) Pressure seals

MODULE A: GENERAL ELECTRICAL WIRING INTERCONNECTION SYSTEM PRACTICE

1 OVERVIEW
Through Module A, the instructor lays the groundwork of safe, effective maintenance and repair
of the aeroplane EWIS and LRU removal and replacement, including BITE test, without damage
to the aeroplane or injury to the student.
The instructor may vary the depth and scope of the topics to be covered, depending on the type
of aeroplane to be maintained and skills of the persons.
2 OBJECTIVES
After this module is complete, the student is able to demonstrate the following skills:
a. Know the safety procedures of normal and non-normal maintenance procedures so that
the person can protect himself/herself and the aeroplane.
b. Recognise ESDS equipment and demonstrate standard anti-static procedures so that no
damage occurs to that equipment.
c. Demonstrate the correct use of hand tools including specialised and automated tools and
equipment.
d. Verify the calibration of electrical measuring instruments, tools and equipment so that
correct maintenance procedures may be carried out.
e. Demonstrate the process and procedures to successfully use the troubleshooting
procedures and charts of current aeroplane faults and know re-occurring problems

f. Demonstrate the correct use of electrical meters for measuring voltage, current,
resistance, continuity, insulation and short to ground.
g. Know the removal and replacement techniques so that no damage will occur to the LRU
or aeroplane connector.
3 STRATEGIES
Normal classroom lecture can be used for the majority of the training. The following strategies
can be used to expedite learning and are recommended to the instructor:
ESDS handling and protection Multimedia/training aids
Calibration/certification of instruments, tools, and equipment Company policy
Wiring checks using the Troubleshooting Procedures and charts Aeroplane manuals
Measurement and troubleshooting using meters Meters and circuits
LRU removal and replacement Aeroplane manuals

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MODULE A GENERAL ELECTRICAL WIRING INTERCONNECTION SYSTEM PRACTICES:

1 Safety Practices
a. Current is lethal - First aid
b. Applying power to the aeroplane
c. Isolating the circuit
d. Aeroplane warnings
e. Human factors
2 ESDS Device Handling and Protection
a. Sources of electrostatic discharge
b. Soft and hard failures
c. ESDS safety procedures
d. ESDS handling/packing procedures
3 Tools, Special Tools and Equipment
a. General hand tools
b. Specialised tools
c. Automated tools and equipment
4 Verify Calibration/Certification of Instruments, Tools and Equipment
a. Tools requiring certification
b. Determining certification requirements
c. Typical problems
5 Required Wiring Checks Using the Troubleshooting Procedures and charts
a. Troubleshooting procedures manual (all chapters)
b. Aeroplane Maintenance Manual/Illustrated Parts Catalogue
c. Wiring schematics/troubleshooting graphics
d. Wiring diagrams
e. The process of troubleshooting
f. Testing of LRU connectors
g. Troubleshooting exercises
h. and data
6 Measurement and Troubleshooting Using Meters
a. Voltage, current and resistance
b. Continuity
c. Insulation
d. Short to ground

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e. Loop impedance
7 LRU Replacement - General Practices
a. Different retention devices
b. Certification considerations (e.g. CAT 2/CAT3 Landing)
c. LRU re-racking procedures
d.
e. Built-in test equipment (BITE)

MODULE B: WIRING PRACTICES DOCUMENTATION

1 OVERVIEW
Through Module B, the instructor lays the groundwork for safe, effective maintenance and
repair of aeroplane EWIS. The intent of this module is to teach the person how to locate desired
information in the Chapter 20 Wiring System overhaul manual, Wiring Diagram Manual and
other applicable documentation. The instructor may vary the depth and scope of the topics to
be covered, depending on the type of aeroplane to be maintained and skills of the persons.
2 OBJECTIVES
After this module is complete, the person is able to demonstrate the following skills:
a. Know the applicable Sub-Chapters and Section to follow during normal and non-normal
electrical maintenance procedures.
b. Demonstrate the use of the Cross-Reference Index, Chapter Table of Contents, and
Subject Tables of Contents so as to find specific material within each Sub-Chapter and
Section.
c. Demonstrate the use of the associated tables for replacement of wire, connective devices
and contacts, and associated components, including approved replacements.
d. Demonstrate the use of the Wiring Diagram Manual.
e. Demonstrate the use of other documentation (as applicable).
3 STRATEGIES
Normal classroom lecture can be used for the majority of the training. The Chapter 20 Wiring
Practices Manual, Wiring Diagram Manual, and other applicable documentation should be
made available to the class so that hands-on exploration of the material can be achieved.

MODULE B WIRING PRACTICES DOCUMENTATION:

1 Chapter 20 Structure/Overview
a. Table of contents
b. Sub-chapter titles
c. Section structure
d. General procedures
2 Chapter 20 Cross-Reference Index

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a. Cross-reference index Alphanumeric

b. Cross-reference index Standard Part number
c. Cross-reference index Suppliers
e. Equivalence tables Std Part Numbers EN-ASN-NSA
3 Chapter 20 Important Data and Tables
a. Contact crimp tools, insertion/extraction tools
b. Wire Insulation removal tools
c. Electrical cable binding
d. Wire type codes and part numbers identification
e. Connective devices types and contacts
f. Terminal blocks and terminations
g. Terminal blocks modules, grounding modules and contacts
h. Cleaning procedures
i. Repair procedures
4 Wiring Diagram Manual (WDM)
a. Front matter
b. Diagrams
c. Charts
d. Lists
5 Other documentation (as applicable)

MODULE C: INSPECTION
1 OVERVIEW
Through Module C, the instructor lays the groundwork for safe, effective maintenance and
repair of aeroplane wiring systems, by teaching the skills of inspection so as to identify wiring
system damage. The instructor may vary the depth and scope of the topics to be covered,
depending on the type of aeroplane to be maintained and skills of the persons.
2 OBJECTIVES
After this module is complete, the person is able to demonstrate the following skills:
a. Know the different types of inspections: General Visual Inspection (GVI), Detailed
Inspection (DET), Zonal Inspection and Enhanced Zonal Analysis Procedure (EZAP).
b. Know the criteria and standards of inspection so that the person knows which tools are
used to ensure inspection procedures and standards are achieved, which leads to all
defects being found.
c. Know the effects of fatigue and complacency during inspection and how to combat these
effects (Human Factors).

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d. Know the specific zonal inspection requirements related to system affiliation and
environmental conditions.
e. Recognise typical wiring system damage, such as hot gas, fluid contamination, external
mechanically induced damage, chafing, corrosion, signs of overheating of wire, wire
bundles, connective and control device assemblies.
3 STRATEGIES
Normal classroom lecture can be used for the majority of the training. ATA 117 video and colour
photos of actual wiring system damage could be used to show typical problems found on the
aeroplane. Examples of discrepancies should be made available to the student. AMC 20-21,
Programme to Enhance Aeroplane EWIS Maintenance is recommended as a source of typical
aeroplane wiring installations and areas of concern.

MODULE C INSPECTION
1. Special Inspections
a. General Visual Inspection (GVI)
b. Detailed Inspection (DET)
c. Zonal Inspection
d. Enhanced Zonal Analysis Procedure (EZAP)
2. Criteria and Standards
a. Tools
b. Criteria/standards
c. Procedures of inspection
3. Human Factors in Inspection
a. Fatigue
b. Complacency
4. Zonal Areas of Inspection
a. Zonal areas of inspection
b. Zonal inspection procedures and standards
5. Wiring System Damage
a. Swarf/FOD/metal shavings
b. External mechanically induced damage
c. Hot gas
d. Fluid contamination
e. Vibration/chafing
f. Corrosion
g. Signs of overheating

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MODULE D: HOUSEKEEPING
1 OVERVIEW
Through Module D, the instructor lays the groundwork for safe, effective maintenance and
repair of aeroplane EWIS, by teaching housekeeping strategies, so as to keep the EWIS free of
contamination. The Instructor may vary the depth and scope of the topics to be covered,
depending on the type of aeroplane to be maintained and skills of the persons.
2 OBJECTIVES
After this module is complete, the person is able to demonstrate the following skills:
a. Recognise external contamination and other damage due to external environmental
conditions.
b. Know the aeroplane internal contamination sources so that inspection processes can be
effectively carried out and contamination damage easily recognised.
c. Recognise other possible contamination sources.
d. Know the planning procedures to be followed, on EWIS areas in different parts of the
aeroplane.
e. Know the protection procedures and processes to protect the EWIS during maintenance
and repair.
f. Know the process of cleaning wiring systems during maintenance and repair.
3 STRATEGIES
Normal classroom lecture can be used for the majority of the training. ATA 117 video and colour
photos of actual EWIS contamination could be used to show typical problems found on the
aeroplane. Relevant Aeroplane Maintenance Manual and/or Chapter 20 Wiring Practices
procedures should be used. The ATSRAC Task Group 1, Non-Intrusive Inspection Final Report
could be used to identify typical housekeeping issues. AMC 20-21, Programme to Enhance
Aeroplane EWIS Maintenance is recommended as a source of typical aeroplane wiring
installations and areas of concern.

MODULE D HOUSEKEEPING
1 Aeroplane External Contamination Sources
a. De-ice fluids
b. Water and rain
c. Snow and ice
d. Miscellaneous (e.g. cargo/beverage spillage)
e. Air erosion
2 Aeroplane Internal Contamination Sources
a. Hydraulic oils
b. Engine and APU oils
c. Fuel
d. Greases

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e. Galleys and toilets

f. Lint/Dust
g. Bleed air and hot areas
h. Hazardous materials
3 Other Contamination Sources
a. Paint
b. Corrosion inhibitor
c. Drill shavings/Swarf
d. Foreign objects (screws, washers, rivets, tools, etc.)
e. Animal waste
4 Contamination Protection Planning
a. Have a plan/types of plan/area mapping
b. Protection and Caution Recommendations
c. Procedures
d. Keep cleaning
5 Protection during Aeroplane Maintenance and Repair
a. Recommended general maintenance protection procedures
b. Recommended airframe repair protection procedures
c. Recommended powerplant repair protection procedures
6 Cleaning Processes
a. Fluid contamination
(1) Snow and ice
(2) De-ice fluid
(3) Cargo spillage
(4) Water and rain
(5) Galleys
(6) Toilets water waste
(7) Oils and greases
(8) Pressure washing
b. Solid contamination
(1) Drill shavings/Swarf
(2) Foreign objects (screws, washers, rivets, tools, etc.)
c. Environmental contamination
(1) Lint and dust
(2) Paint

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(3) Corrosion inhibitor

(4) Animal waste

MODULE E: WIRE
1 OVERVIEW
Through Module E, the instructor lays the groundwork for safe, effective maintenance,
alteration and repair of aeroplane EWIS by teaching wire selection and inspection strategies.
The Instructor may vary the depth and scope of the topics to be covered, depending on the type
of aeroplane to be maintained and skills of the persons.
2 OBJECTIVES
After this module is complete, the person is able to demonstrate the following skills:
a. Demonstrate the procedure used to identify specific wire types using the aeroplane
manuals.
b. Know from approved data different insulation types and their relative qualities.
c. Know the inspection criteria for wire and wire bundles.
d. Know the standard installation practices for wire and wire bundles (aeroplane specific).
e. Know typical damage that can be found (aeroplane specific).
f.
aeroplane.
g. Demonstrate the procedures to fitting differing types of sleeving (aeroplane specific).
h. Know the procedures for termination and storage of unused wires.
i. Know the correct installation practices for electrical bonds and grounds (aeroplane
specific).
3 STRATEGIES
Normal classroom lecture can be used for the majority of the training with hands-on practice
for Section 6. Chapter 20 Wiring Practices, Wiring Diagram Manual and WDM Lists should be
made available to the class to ensure hands-on use of the manual so that wire identification,
inspection, installation and repair procedures can be fully explored. Examples of wire
discrepancies should be made available to the student. The ATSRAC Task Group 1, Intrusive
Inspection Final Report could be used to identify typical wire issues. AMC 20-21, Programme to
Enhance Aeroplane EWIS Maintenance is recommended as a source of typical aeroplane wiring
installations and areas of concern.

MODULE E WIRE
1 Identification, Type and Construction
a. Wire type codes alphanumeric
b. Wire type codes specification and standard part number
c. Wire type codes specified wire and alternate
d. Manufacturer identification

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2 Insulation Qualities
a. Types of insulation
b. Typical insulation damage and limitations
c. Carbon arcing
3 Inspection Criteria and Standards of Wire and Wire Bundles
a. Inspection of individual wiring
b. Inspection of wire bundles
4 Wire Bundle Installation Practices
a. Routing
b. Segregation rules
c. Clearance
d. Clamp inspection
e. Clamp removal and fitting
f. Conduit types and fitting
g. Raceways
h. Heat shields and drip shields
5 Typical Damage and Areas Found (aeroplane specific)
a. Vibration
b. Heat
c. Corrosion
d. Contamination
e. Personnel traffic passage
6 Maintenance and Repair Procedures
a. Wire damage assessment and classification
b. Approved repairs - improper repairs
c. Shielded wire repair
d. Repair techniques
e. Terminals and splices
f. Preventative maintenance procedures
7 Sleeving
a. Identification sleeves
b. Shrink sleeves
c. Screen braid grounding crimp sleeves
d. Screen braid grounding solder sleeves
8 Unused Wires - Termination and Storage

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a. Termination end caps

b. Storage and attachment
9 Electrical Bonding and Grounds
a. Inspection standards
b. Primary Bonding (HIRF protection)
c. Secondary Bonding (System grounding)
d. Lightning strikes

MODULE F: CONNECTIVE DEVICES

1 OVERVIEW
Through Module F, the instructor lays the groundwork for safe, effective maintenance,
alteration and repair of aeroplane EWIS by teaching the identification, inspection and repair of
connective devices found on the aeroplane. The instructor may vary the depth and scope of the
topics to be covered, depending on the type of aeroplane to be maintained and skills of the
persons.
2 OBJECTIVES
After this module is complete, the person is able to demonstrate the following skills:
a. Know the general types and positive identification of connective devices (aeroplane
specific).
b. Know the various safety procedures, cautions and warnings prior to inspection.
c. Know the relevant visual inspection procedures for each type of connector so that any
internal or external damage can be found.
d. Recognise typical external and internal damage to the connector.
e. Demonstrate where to find the relevant repair schemes from Chapter 20 for connector
repair.
3 STRATEGIES
Normal classroom lecture can be used for the majority of the training. The Chapter 20 Wiring
Practices manual should be made available to the class so that hands-on use of the manual can
be ensured. Connector identification, inspection and repair procedures should be fully explored.
Colour photographs of typical external damage and internal damage could be used to show
problems on the aeroplane. The ATSRAC Task Group 1, Non-Intrusive Inspection and Intrusive
Inspection Final Report, Chapter 7, could be used to identify typical connector issues. AMC 20-
21, Programme to Enhance Aeroplane EWIS Maintenance is recommended as a source of typical
aeroplane wiring installations and areas of concern.

MODULE F CONNECTIVE DEVICES

1 General Types and Identification
a. Part number identification
b. Reference tables

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c. Specific connective devices chapters

2 Cautions and Protections
a. Safety precautions
b. Maintenance precautions
3 Visual Inspection Procedures
a. Installed inspection criteria
b. Removed inspection criteria
4 Typical Damage Found
a. Exterior damage
b. Internal damage
5 Repair Procedures
a. Finding the correct section
b. Finding the correct part
c. Finding the correct tooling
d. Confirming the correct repair

MODULE G: CONNECTIVE DEVICES REPAIR

1 OVERVIEW
Through Module G, the instructor lays the groundwork for safe, effective maintenance,
alteration and repair of aeroplane EWIS. This module is primarily a hands-on class, emphasising
the repair and replacement of connective devices found on the aeroplane. This list can be used
to cover typical connectors for aeroplanes and can be adjusted to suit training requirements.
The instructor may vary the depth and scope of the topics to be covered, depending on the type
of aeroplane to be maintained and skills of the persons.
2 OBJECTIVE
After this module is complete, the person will have the following skills:
a. Demonstrate the replacement of components for circular connectors.
b. Demonstrate the replacement of components for rectangular connectors.
c. Demonstrate the replacement of components for terminal blocks - modular.
d. Demonstrate the replacement of components for terminal blocks - non-modular.
e. Demonstrate the replacement of components for grounding modules.
f. Demonstrate the replacement of pressure seals.
3 STRATEGIES
This class is primarily a hands-on class to give the student motor skills in the repair of connective
devices from their aeroplane. The Chapter 20 Wiring Practices Manual and the appropriate
connective devices should be made available to the class so that repair procedures can be fully
explored. Photographs of typical internal conditions and external damage could be made
available. It is recommended that MODULE F: CONNECTORS should precede this module.

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AMC 20-21, Programme to Enhance Aeroplane EWIS Maintenance is recommended as a source

of typical aeroplane wiring installations and areas of concern.

MODULE G CONNECTIVE DEVICES REPAIR

1 Circular Connectors
a. Disassembly
b. Back-shell maintenance
c. Contact extraction and insertion
d. Contact crimping
e. Assembly and strain relief
2 Rectangular Connectors
a. Disassembly
b. Back-shell maintenance
c. Contact extraction and insertion
d. Contact Crimping
e. Assembly and strain relief
3 Terminal Blocks - Modular
a. Disassembly
b. Contact extraction and insertion
c. Contact Crimping
d. Assembly and strain relief
4 Terminal Block Non-modular
a. Disassembly
b. Terminal Lug Crimping
c. Terminal Lug Stacking
d. Assembly, torque and strain relief
5 Grounding Modules
a. Disassembly
b. Contact extraction and insertion
c. Contact Crimping
d. Assembly and strain relief
6 Pressure Seals
a. Disassembly
b. Maintenance
c. Assembly and strain relief
[Amdt 20/4]

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AMC 20-23

AMC 20-23 Development of Electrical Standard Wiring Practices

documentation
ED Decision 2008/007/R

1 PURPOSE
This AMC provides acceptable means of compliance for developing an electrical standard wiring
practices document for operators, holders of and applicants for type certificates (TC), applicants
for supplemental type certificates (STC) and maintenance organisations. The information in this
AMC is based on recommendations submitted to the FAA from the Aging Transport Systems
Rulemaking Advisory Committee (ATSRAC). JAA and latterly EASA are participating members of
ATSRAC. The information in this AMC is derived from the maintenance, inspection, and
alteration best practices identified through extensive research by ATSRAC working groups and
Federal government working groups. This AMC provides a means, but not the only means of
creating a document that meets the expectations of CS 25.1529 and Appendix H.
2 OBJECTIVE
The objective of this AMC is to promote a common format for documents containing standard
practices for electrical wiring, and to provide a summary of the minimum content expected to
be contained within that document. Although the title of the document or manual is left to the
discretion of the organisation, such a document will be referred to in this AMC as the Electrical
Standard Wiring Practices Manual (ESWPM).
Titles in other organisations for such document may be Standard Wiring Practices Manual
(SWPM) or Electrical Standard Practices Manual (ESPM).
3 APPLICABILITY
The guidance provided in this AMC is applicable to all operators, holders of and applicants for
TC, applicants for STC and maintenance organisations.
4 RELATED DOCUMENTS
Regulation (EC) No. 216/20081
Regulation No. 1702/20032
Regulation No. 2042/20033

1
Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil
aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002
and Directive 2004/36/EC (OJ L 79, 19.3.2008, p.1).
2 Commission Regulation (EC) No 1702/2003 of 24 September 2003 laying down implementing rules for the airworthiness and
environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and
production organisations (OJ L 243, 27.9.2003, p. 6). Regulation as last amended by Regulation (EC) No 287/2008 (OJ L 87, 29.3.2008,
p.3).
3
Commission Regulation (EC) No 2042/2003 of 20 November 2003 on the continuing airworthiness of aircraft and aeronautical products,
parts and appliances, and on the approval of organisations and personnel involved in these tasks (OJ L 315, 28.11.2003, p. 1). Regulation
as last amended by Regulation (EC) No 376/2007 of (OJ L 94, 4.4.2007, p. 18).

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EASA Certification Specification CS-25 Large Aeroplanes1

EU-OPS Commercial Air Transportation (Aeroplanes)2
5 RELATED READING MATERIAL
a. EASA AMC-20
AMC 20-21, Programme to Enhance Aircraft Electrical Wiring Interconnection
System Maintenance
AMC 20-22, Aircraft Electrical Wiring Interconnection System Training Programme
b. FAA 14 CFR Parts
Part 21, Certification Procedures for Products and Parts
Part 25, Airworthiness Standards, Transport Category Airplanes
Part 43, Maintenance, Preventive Maintenance, Rebuilding, and Alteration
Part 91, General Operating and Flight Rules
Part 119, Certification: Air Carriers and Commercial Operators
Part 121, Operating Requirements: Domestic, Flag, and Supplemental Operations
Part 125, Certification and Operations: Airplanes Having a Seating Capacity of 20
or More Passengers or a Maximum Payload Capacity of 6,000 pounds or More
Part 129, Operations: Foreign Air Carriers and Foreign Operators of U.S.-Registered
Aircraft Engaged in Common Carriage
Part 135, Operating Requirements: Commuter and On-demand Operations and
Rules Governing Persons on Board such Aircraft
Part 145, Repair Stations
c. FAA Advisory Circulars (AC)
AC 25-16, Electrical Fault and Fire Protection and Prevention
AC 25.981-1B, Fuel Tank Ignition Source Prevention Guidelines
AC 43-12A, Preventive Maintenance
AC 43.13-1B, Acceptable Methods, Techniques and Practices for Repairs and
Alterations to Aircraft
AC 43-204, Visual Inspection for Aircraft
AC 43-206, Avionics Cleaning and Corrosion Prevention/Control
AC 65-15A, Airframe and Powerplant Mechanics Airframe Handbook, Chapter 11.
Aircraft Electrical Systems
AC 25.17XX Certification of EWIS on Transport Category Airplanes

1 Executive Director Decision No 2003/2/RM of 14 October 2003 on certification specifications, including airworthiness codes and
acceptable means of compliance, for large aeroplanes («CS-25»). Decision as last amended by Executive Director Decision No
2008/006/R of 29 August 2008 (CS-25 Amendment 5).
2
Council Regulation (EEC) No 3922/91 of 16 December 1991 on the harmonisation of technical requirements and administrative
procedures in the field of civil aviation (OJ L 373, 31.12.1991, p. 4). Regulation as last amended by Regulation (EC) No 8/2008 of 11
December 2007 (OJ L 10, 12.1.2008, p. 1).

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d. Reports
Aging Transport Systems Rulemaking Advisory Committee, Task 1 and 2, Aging
Systems, Final Report
http://www.mitrecaasd.org/atsrac/final_reports/Task_1&2_Final%20_August_20
00.pdf
Aging Transport Systems Rulemaking Advisory Committee, Task 3, Final Report
http://www.mitrecaasd.org/atsrac/final_reports/Task_3_Final.pdf
Aging Transport Systems Rulemaking Advisory Committee, Task 4, Final Report,
Standard Wiring Practices
http://www.mitrecaasd.org/atsrac/final_reports/Task_4_Final_Report_Sept_200
0.pdf
Transport Aircraft Intrusive Inspection Project, (An Analysis of the Wire
Installations of Six Decommissioned Aircraft), Final Report, The Intrusive Inspection
Working Group, December 29, 2000
http://www.mitrecaasd.org/atsrac/intrusive_inspection.html
Aging Transport Systems Rulemaking Advisory Committee Task 7, Final Report,
Electrical Standard Wire Practices Manual (ESWPM)
http://www.mitrecaasd.org/atsrac/final_reports/Task_7_Final_Report-10-31-
2002.pdf
e. Other Documents
ATA Specification 117 (Wiring Maintenance Practices/Guidelines)
FAA Policy Statement Number ANM-01-04: System Wiring Policy for Certification
of Part 25 Airplanes, June 25, 2001
6 DEFINITIONS
Consumable materials: Materials consumed during the maintenance or repair of EWIS which
are not an eventual component of the EWIS.
Drip loop: The practice of looping a wire or wire bundle to provide a point lower than the
adjacent connector for moisture to collect.
Electrical Wiring Interconnection System (EWIS): See CS 25.1701.
Legacy document
of H25.5(a)(2) of Appendix H to CS-25.
Master Breakdown Index (MBI): An index developed to supplement a legacy document. An MBI
provides a means of finding information without the need for reformatting the legacy SWPM.
An example of an MBI is presented at the end of paragraph 9 of this AMC.
Separation: Defined as either spatial distance, or physical barrier, between wiring from adjacent
structure, systems or wiring; or the practice of installing wiring supporting redundant or multi-
channel systems.
Standard practices: Industry-wide methods for repair and maintenance of electrical wire, cable
bundles and coaxial cables. Procedures and practices for the inspection, installation and
removal of electrical systems components including, but not limited to: wire splices, bundle
attachment methods, connectors and electrical terminal connections, bonding/grounding, etc.

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7 STANDARDISED ESWPM FORMAT

A representative example of the standard format and sequence of major topics included within
an ESWPM is contained within Appendix A of this AMC.
8 MINIMUM ESWPM CONTENT
A definition and description of ESWPM minimum content is necessary to ensure that operators
and repair stations have at their disposal the information necessary to properly maintain their
airplanes. Although the original airframe man
philosophy concerning components, installation procedures, segregation rules, etc. need not be
included within the ESWPM, sufficient minimum information should be provided to enable the
end-user to maintain the aircraft in a condition that conforms to the electrical installation design
philosophy of the original manufacturer.
The content of any ESWPM should include, at a minimum, the following:
a. Front Matter
Provide information regarding the content and use of the ESWPM. Describe changes to
the document in a record of revisions. Ensure the document contains a table of contents
or index to allow the user to readily retrieve necessary information.
b. Safety Practices
Provide general instruction, cautions and warnings which describe safe practices
implemented prior to the start of any or all of the specific standard electrical practices
contained within the core of the ESWPM. Safety cautions, warnings or notes specific to
the procedure shall be placed within the body of the procedure.
c. Cleaning Requirements and Methods

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.
d. Wire and Cable Identification
(1) Specify requirements for wire and cable identification and marking to provide
safety of operation, safety to maintenance personnel, and ease of maintenance.
(2) Specify methods of direct wire marking. Also, identify specific requirements and
cautions associated with certain types of wire marking.
e. 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.
(1) Include damage limits for terminals, studs, connectors, and other wiring system
components, as necessary.
f. Installation Clamping and Routing Requirements
(1) Specify the requirements for the installation of wiring systems with respect to
physical attachment to the aircraft structure. These requirements must be

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compatible with the different environments applicable to aircraft and aircraft

systems.
(2) Specify applicable methods of clamping, support, termination, and routing to
facilitate installation, repair, and maintenance of wires, wire bundles, and cabling.
(3) Specify minimum bend radii for different types of wire and cable.
(4) Specify minimum clearance between wiring and other aircraft systems and aircraft
structure.
(5) Include the requirements for the installation of wiring conduit with respect to
physical attachment, routing, bend radii, drain holes, and conduit end coverings.
(6) Emphasise special wiring protective features, such as spatial separation,
segregation, heat shielding, and moisture protection that are required to be
maintained throughout the life of the aircraft.
(7) Ensure necessary information for the maintenance of bonding, grounding and
lightning, high-intensity radio frequency (L/HIRF) provisions is included.
(8) Include information on the use and maintenance of wire protective devices,
conduits, shields, sleeving etc. (this bullet is deleted in the FAA AC).
g. Repair and Replacement Procedures
Describe methods to safely repair and/or replace wiring and wiring system components.
(1) Include types and maximum numbers of splice repairs for wiring and any
limitations on the use of splices. 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.
(2) Specify procedures for the repair, replacement, and maintenance of connectors,
terminals, modular terminal blocks, and other wiring components.
h. Inspection Methods
In wiring inspection methods, include a general visual inspection (GVI), or a detailed
inspection (DET), as determined by the Enhanced Zonal Analysis Procedure (EZAP).
Typical damage includes heat damage, chafing, cracked insulation, arcing, insulation
delaminating, corrosion, broken wire or terminal, loose terminals, incorrect bend radii,
contamination, and deteriorated repairs.
(1) Identify detailed inspections and, where applicable, established and emerging new
technologies 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.
i. Customised data
Provide a location and procedures that allow users to include customised or unique data
such as that relating to STC, operator-unique maintenance procedures, etc.
A comprehensive listing of the typical content included within an ESWPM, including the
minimum required content described above, is contained within Appendix A of this AMC.

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9 ALTERNATIVE PROCEDURE FOR LEGACY DOCUMENTS

The definition of a new layout and chapter format may require each organisation with an
existing ESWPM to reformat and to republish using the standardised format. Whether the
organisation produces a stand-alone manual or provides the electrical standard practices as
Chapter 20 of a wiring diagram manual, the resultant reorganisation would cause a significant
economical impact for both the authoring organisation and their end-users.
To address this concern, a conversion tool, identified in the last paragraph of this chapter, was
devised which takes the following variables into account:

current legacy documents.

Costs resulting from an immediate major manual overhaul.
Inconvenience to end-users who are accustomed to the format they are currently using.
When using a traditional paper format ESWPM, the most efficient method of retrieving
standard procedures and maintenance information has traditionally been to search in:
the table of contents (TOC) and/or
the indexes (i.e., alphanumerical index and/or numerical index, as available).
The ease and speed with which information may be found with these methods relies heavily on
the quality of the TOC and/or the indexes. For aircraft maintenance technicians needing to
locate and extract the pertinent and applicable data necessary to perform a satisfactory design
modification or maintenance action, finding relevant data may be time-consuming.
When using an electronic format, a search engine can often be used. This allows the user to
bypass the TOC or indexes in finding the needed procedure or data. By searching with such
alternative methods, a user can find information without needing to know the rules, such as
ATA references, governing assignment of the subject matter to its place in the TOC.
The use of a conversion tool, identified as a Master Breakdown Index (MBI) is one method of
achieving a common format until existing legacy documents can be physically altered or
digitised to an electronic format. The intent of the MBI is to supplement the TOC and existing
indexes by providing to users a method of searching existing documents using topical
information rather than by part number, alphabetic subject, or Chapter-Section-Subject
reference. The arrangement of the MBI duplicates the standardised format described in
Paragraph 7 of this AMC, but does not require complete rearrangement of legacy documents
to achieve a common format. The MBI acts as a conversion key used to effectively convert an
existing document arrangement into the proposed arrangement. In essence the MBI duplicates
in paper form for legacy documents the electronic search engine for HTML-based documents.
This is an example of an MBI which could be used to mitigate the need for legacy documents to
be reformatted to achieve the standardised format described above:
APPEARS IN THIS
GROUP MAJOR TOPIC
DOCUMENT AS SUBJECT
GENERAL DATA SAFETY PRACTICES 20-10-10
AIRPLANE ENVIRONMENTAL AREAS 20-20-12
CONSUMABLE MATERIALS 20-00-11
WIRING MATERIALS 20-10-13
COMMON TOOLS 20-00-13
EWIS PROTECTION DURING MAINTENANCE 20-10-20

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ELECTRICAL WIRING EWIS CLEANING 20-10-20

INTERCONNECT EWIS INSPECTION 20-10-20
SYSTEM (EWIS) EWIS TESTING 20-10-13
MAINTENANCE
EWIS DISASSEMBLY 20-10-19
EWIS REPAIR AND REPLACEMENT 20-20-00
WIRING INSTALLATION WIRE SEPARATION / SEGREGATION 20-10-11
20-10-12
ELECTRICAL BONDS AND GROUNDS 20-30-60
WIRE HARNESS INSTALLATION 20-10-17
20-10-18 Installation of
Sleeves on Wiring
WIRING ASSEMBLY WIRE AND CABLE TYPES 20-00-15
WIRE MARKING 20-60-01
WIRE HARNESS ASSEMBLY 20-50-01
WIRE INSULATION AND CABLE JACKET 20-90-12
REMOVAL
TERMINATION TYPE (SPECIFICS OF 20-61-44
TERMINATIONS)
ELECTRICAL DEVICES DEVICE TYPE (SPECIFICS OF ELECTRICAL 20-80-09 Assembly of
DEVICE) Leach Relay Sockets
SPECIFIC SYSTEM UNIQUE WIRING 20-73-00 Fuel Quantity
WIRING ASSEMBLIES/INSTALLATIONS Indicating System
AIRLINE CUSTOMISED AIRLINE SPECIFIED 20-91-00
DATA

[Amdt 20/4]

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Appendix A: Groups, Major Topics, Standardised Sequence and

Description of Minimum Content
ED Decision 2008/007/R

GROUP MAJOR TOPIC DESCRIPTION

Safety regulations and general safety precautions to
SAFETY PRACTICES
prevent injury to personnel and damage to the airplane
Definition of types of areas upon which wiring
AIRPLANE ENVIRONMENTAL
configuration and wiring component selection is
AREAS
constrained
GENERAL DATA Wiring maintenance processing materials (solvents,
CONSUMABLE MATERIALS
aqueous cleaners, lubricants, etc.)
Materials that become an integral part of the wiring
WIRING MATERIALS configuration excluding wire and cable, e.g., sleeves,
shield material, tie material, sealants, etc.
COMMON TOOLS Description and operation of common tools
EWIS PROTECTION DURING Procedures to protect EWIS during airplane
MAINTENANCE maintenance and modification
In support of inspection as well as prevention of
degradation and preparation for repair; recommended
EWIS CLEANING
cleaning materials and procedures based on type of
contamination
Criteria for correct installation, correct wiring assembly
configuration; damage conditions and limits for wiring
EWIS EWIS INSPECTION components (wire and cable, termination types,
MAINTENANCE electrical devices); factors that warrant disassembly for
inspection; determination of cause of damage
EWIS TESTING Wiring integrity testing
Data and procedures in support of inspection, cleaning
EWIS DISASSEMBLY
when applicable; also supports new wiring installation
Repair of wiring installation, wiring assembly
EWIS REPAIR AND configuration, wiring components (wire and cable,
REPLACEMENT wiring terminations, electrical devices); wire and cable
replacement; wiring functional identification
Explanation of separation/segregation categories,
WIRE SEPARATION/
separation/segregation identification, and necessary
SEGREGATION
conditions for maintaining separation/segregation
WIRING ELECTRICAL BONDS AND Bond surface preparation, ground hardware
INSTALLATION GROUNDS configurations, bond integrity testing
Routing, supports; wiring protection, factors affecting
WIRE HARNESS
wiring assembly configuration; connection to
INSTALLATION
equipment, new wiring, removal from service
The principal material component of airplane wiring;
WIRE AND CABLE TYPES includes type identification and basic description;
alternative wire types (replacements, substitutions)
WIRING
WIRE MARKING Marking; applicable conditions
ASSEMBLY
Wiring assembly configuration: Assembly materials,
WIRE HARNESS ASSEMBLY layout, overall protection; factors affecting wiring
installation

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GROUP MAJOR TOPIC DESCRIPTION

Wire and cable: Insulation removal, jacket removal;
WIRE INSULATION AND
associated damage limits, tool description and
CABLE JACKET REMOVAL
operation
Wiring terminations and accessories (connectors,
terminal lugs, splices, backshells, etc.) grouped by
termination type from simple to complex:
a. Common data or procedures by group (if any), e.g.,
<<TERMINATION TYPE>> tool description and operation, definition of
e.g., SOURIAU 8950 SERIES internal damage and limits, internal cleaning,
CONNECTORS accessories
b. By individual type - part numbers and description,
definition of internal damage and limits (if not
specified by common data), disassembly,
assembly, installation
Electrical devices (circuit breakers, relays, switches,
filters, lamps, etc.) grouped by device type:
a. Common data or procedures by group (if any), e.g.,
tool description and operation, definition of
<<DEVICE TYPE>>
ELECTRICAL internal damage and limits, internal cleaning,
e.g., KLIXON 7274 SERIES
DEVICES accessories
CIRCUIT BREAKER
b. By individual type - part numbers and description,
definition of internal damage and limits (if not
specified by common data), disassembly,
assembly, installation
For wiring that has a necessarily specific configuration
(e.g. Primary Flight Control, Fuel Quantity Indicator
SPECIFIC SYSTEM System, etc.):
SPECIFIC WIRING ASSEMBLY
WIRING Applicable conditions for repair and replacement
Disassembly, assembly, installation, assembly integrity
testing
AIRLINE
CUSTOMISED AIRLINE SPECIFIED Reserved for airline use
DATA

[Amdt 20/4]

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