FUEL TANK SAFETY / EWIS CONTINUATION TRAINING

Transcription

1 FUEL TANK SAFETY / EWIS CONTINUATION TRAINING Q3 & Q Page 1 of 10

2 CONTENTS: 1 INTRODUCTION 2 EASA SAFETY INFORMATION BULLETIN (SIB) 3 LOCATION OF CDCCL OPERATOR DOCUMENTS 4 EWIS MOR 5 FIRE SAFETY INITIATIVE 6 MOE CHANGES TO CDCCL COMPLIANCE Page 2 of 10

3 1. Introduction The purpose of this module is to highlight industry issues related to SFAR 88 & EWIS. 2. EASA SIB B737-2/3/4/500 Series See the attached useful file for more information and a full copy of this document Page 3 of 10

4 3. Location of Operators CDCCL Documents Page 4 of 10

5 4. EWIS related MOR The following are maintenance related extracts from the UK CAA MOR data base related to the EWIS on various aircraft types. The information is protected by the UK CAA and the monthly digest are now strictly controlled by them. It is respectfully requested that with this in mind, the content of the following is not copied or distributed in any way. British Airways B767 Control column interphone switch wiring found cut and insulation tape applied. No Tech Log entry made concerning the condition. Only one wire needed to be cut in order to de-activate the switch, however all wiring cut. British Airways B777 EICAS alert 'Brake source' at 120kts on take-off. Take-off continued. Engineering reported that aircraft had a 'long history' of 'brake source' EICAS messages and had ADD's to this effect. CAA Closure: The aircraft had been experiencing intermittent false brake source warnings since mid April Wiring had been checked and a pressure switch changed. Further extensive wiring checks found a wire trapped with degraded insulation in the P105 (left integration panel). This would have provided the earth for the indication circuit. The wire was repaired. It could not be determined when the wire became trapped. It is possible that is had occurred when the aircraft was manufactured in Jet 2 B757 Electrical wires found cut and protected with heat shrink. No Tech Log entry/add for inoperative panel lights. On inspection of wiring on panel area the four wires from the a/c to the panel were found cut and protected with heat shrink. Reporter suspects cables severed at hinge point of door and were cut to prevent refuel C/B popping. CAA Closure: Review of the maintenance history noted that no entry for capping of these wires can be found. It is not known how long or why these wires were terminated incorrectly. Engineers have been reminded to remain vigilant for wiring issues and a wiring defects review will be carried out to work towards additional training for all Engineers related to the operators aging fleets wiring issues. Page 5 of 10

6 British Airways B747 Flap drive caution on departure. PAN declared aircraft returned. EICAS caution on selection of flap 5. Outboard flaps affected, jammed in position. PAN declared, fuel dumped to landing weight, aircraft returned. Airport fire services in attendance. Aircraft had made an airborne return the previous day as a result of the same defect which had been investigated by engineering before departure. CAA Closure: The wiring inside the conduit adjacent to the left outboard TE flap RVDT was inspected and found that the insulation and screen was damaged on wire nos W R/ B/303-20Y (ref WDM ). In addition the left Outboard TE flap RVDT connector DM7891 was also found in poor condition and replaced. ThomsonFly B757 Fuel tank wiring harness damaged. Aircraft currently undergoing Winglet modification and additional work. During installation of L/H Wing Main Tank FQIS Wiring Harness found wire damaged. The wire insulation was damaged exposing the wire conductor. The area of damage is approximately 5mm between L/H wing stations and Wiring harness replaced. Engineering report. An examination of the removed harness confirms that the wire insulation is damaged, although it is extremely difficult to tell if the conductor is exposed. As the harness had been removed and the damage only noticed during reinstallation, it is not clear whether the damage to the harness occurred whilst on or off the aircraft. An inspection of the left wing in-tank harness, is included in the maintenance program, but has not so far been carried out on this aircraft. This task has been carried out on twelve aircraft so far, with no findings. All records were also checked for damaged tank harnesses, but nothing was found. The cause of the damage to the cable could not be determined. Aer Lingus A320 Electrical harness shortage making LH main landing gear inoperative for landing. The autobrake was disarmed for the approach. Fault was found on post flight inspection. The electrical harness has been returned to the manufacturers for investigation. The ongoing investigation has so far found that the harness wires leading to the brake fan motors had shorted due to fretting wear of the wire insulation. The wiring in the harness appears to have been replaced because it is currently fitted with Kapton aromatic polyimid insulated ASNE 026 specification wiring. However, on original manufacture it was fitted with XEFTE insulated Type 55 ABS082* specification wiring. The main landing gear electrical harness is certified with ABS082* specification wiring only. British Airways B747 Generator feeder cables found damaged during scheduled maintenance. Detailed visual inspection of nr1 generator feeder cables and clamps found insulation chaffed at engine pylon resulting in a short circuit. Page 6 of 10

7 CAA Closure: The EPGS (Electrical Power Generation System) on this aircraft has, by design, control and protection systems to isolate any generator system that develops a feeder cable chafe to ground (differential protection). It was considered possible that the initial chafe and arc that caused the damage to the edge of the saddle clamp mounting bracket subsequently produced enough clearance to prevent further arcing. However it cannot be determined when this initial chafe event happened. It was observed that the wire bundle routing out of the saddle clamp had a tight bend radius, such that it was in contact with the edge of the saddle clamp bracket. This could have happened during a pylon refit at some point in the past but the contracted maintenance organisation actions inspections of this area post pylon refit, as it is known issue due limited slack in the bundle. Defective parts were repaired or replaced and the maintenance organisation issued a Technical Information Circular to further raise awareness of this issue. British Airways B767 Burn and signs of overheating to the power feeder cable on nr2 engine discovered during inspection. Inspection of the overheated tag ends shows the crimp tool that had been used had crimped four sides in a square shape rather than the hexagon crimp tool which crimps down fully onto the wire. British Airways B747 APU fire extinguisher bottle discharged due to a short between several wires. Due to a burn out of splice in the logo lights system and resultant damage to the loom, operation of the logo lights switch caused the APU fire extinguisher bottle to discharge due to a short between several wires. A330 - Military During fault investigation into fluorescent lighting tube evidence of arcing was found on floor lighting wiring. During fault investigation into fluorescent lighting tube, wires were found to be completely burned through approx 8in from ballast unit, as a result of electrical arcing, presumably between the two cables. Further investigation revealed problem caused by proximity of cable bundle routeing to a tie rod, which was found to be hard against one of the cable bundle tie-wraps securing the protective conduit around the cable. Visual examination revealed further insulation damage to the twisted pair data cables in the area of the arcing, and a hole burned clean through the split conduit protective sheath. There were no reports of the associated C/B tripping at any point, which indicates a failure of associated circuit protection in this case. Air Lingus A320 Electrical harness shortage making LH main landing gear inoperative for landing. Page 7 of 10

8 The autobrake was disarmed for the approach. Fault was found on post flight inspection. The electrical harness has been returned to the manufacturers for investigation. The ongoing investigation has so far found that the harness wires leading to the brake fan motors had shorted due to fretting wear of the wire insulation. The wiring in the harness appears to have been replaced because it is currently fitted with Kapton aromatic polyimid insulated ASNE 026 specification wiring. However, on original manufacture it was fitted with XEFTE insulated Type 55 ABS082* specification wiring. The main landing gear electrical harness is certified with ABS082* specification wiring only. ThomsonFly B757 Smoke and burning fumes from ceiling light area at door 2R. Crackling and popping sound also heard from ceiling area. Detailed inspection carried out in roof area around doors 2R. Soot found on ceiling light wiring/ballast unit. Light unit removed and further inspection revealed burn marks/soot in unoccupied pin (connector to 2R light). All wires de-pinned, one pin found burnt. Light unit and burnt connector removed. ASS raised to replace light unit and connector. British Airways B777 Wiring found damaged during fixed ELT inspection. Battery out of date. Wires showed signs of being crushed. Battery nearly three years out of date. GSS B747-8 'Flaps Drive' EICAS message and 'Flap Sys Monitor' status message appeared after selecting flap 1. During the engineering investigation of the CMC message correlated to the above fault (RH wing leading edge flap skew system) the following was initially found: A broken wire was located a short distance from connector. Repairs were carried out. A short time after completing these tests the fault message returned. Further fault diagnosis was carried out on the leading edge flap skew system. When the outboard skew switch electrical connector was removed it was noticed that one of the four wires was broken. On disassembly of the plug all four wires were found to be severed. Subsequent wiring repairs were carried out and post repair check were successful along with a check flight. The operator and manufacturer are working together to ascertain the root cause of this fault. Investigation under Thomas Cook B767 During passenger disembarkation, cabin crew reported sparks and smoke emitting from ceiling lighting panel. Investigation revealed aft galley lighting and forward cabin overhead lighting inoperative. Numerous C/Bs found popped. Ceiling panel above row 10 removed and inspected. Wire loom found burnt to cores and five wires broken. Loom was positioned too close to the ceiling panel latch and had chaffed against the bracket holding the latch. Damaged wires identified. Seven wires repaired and wire loom repositioned and secured away from ceiling panel latch. Page 8 of 10

9 5. Fire Safety Initiative The potential risks fire poses to passenger aircraft has been placed centre stage in an awareness raising campaign by the United States Federal Aviation Administration (FAA) and the UK Civil Aviation Authority (CAA). The safety drive includes a short video that has just been released, identifying the specific maintenance risks that may cause onboard fires, such as dust accumulation and faulty electrical wiring. The film will be distributed to US and UK airlines and maintenance organisations to incorporate into their training regimes. The video highlights the importance of accurately following aircraft maintenance procedures and also ensuring that electrical wiring is not damaged or contaminated with grease or foreign debris in any way. The CAA and FAA already collaborate extensively on fire and cabin safety issues, with both regulators also engaging with Transport Canada and the European Aviation Safety Agency on fire-related workstreams. The UK regulator has also worked extensively with the aviation industry to explore mitigation measures for fire-risks. Indeed, the CAA has previously identified fire as one of the significant seven safety risks to commercial aviation, along with such threats as loss of control and runway excursions. Of particular concern is the threat of fires breaking out in hidden areas of the aircraft, which cabin crew are unable to access and bring under control in-flight. The importance of reducing fire risks was highlighted with the recent significant fire on the Ethiopian Airlines Boeing 787 on the ground at London Heathrow. As the film points out, an in-flight fire that is out of control will on average lead to flight crew losing control of the aircraft within 15 minutes. The five minute video is available to view at and the CAA s YouTube channel YOU CAN FIND A DIRECT LINK TO THE VIDEO ON TECHCOM, QUALITY, UK CAA DOCUMENTS Page 9 of 10

10 6. MOE Changes to Section 2 relating to CDCCL Compliance During a recent internal audit, it was identified that ALT did not comply with AMC 145.A.70 (a) with respect to how we detail our method of complying with CDCCL requirements. As a result, a small addition was made to the MOE detailing how ALT comply. The amendment was as follows: MOE 2.24 Page 10 of 10