On-wing engine wire harness repairs
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I'm now going to get controversial and state another reason why electrical repair schemes may need prior approval and that's because these repairs are now supposed to be done by an A&C engineer!
I started life as an aircraft electrician but carried on along the B2 route. When I converted my licence to EASA B2, they also gave me a restricted B1 to allow me to carry on being an electrician! Learning about the minefield that is cables and connectors and picking up the required skill to use precision termination tooling (PTT) is not something you can do by subscribing to club66dotcom and sitting a multi-choice exam!
I started life as an aircraft electrician but carried on along the B2 route. When I converted my licence to EASA B2, they also gave me a restricted B1 to allow me to carry on being an electrician! Learning about the minefield that is cables and connectors and picking up the required skill to use precision termination tooling (PTT) is not something you can do by subscribing to club66dotcom and sitting a multi-choice exam!
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No you're right. Anyone who can engage a little diagnostic logic can work out a wiring fault.
But I'm talking about standard wiring practices. The "art" of making harnesses. The complexity of crimping. How to solder correctly. How to make correct repairs that won't fail.
Finding an intermittent fault, now that is rocket science!
But I'm talking about standard wiring practices. The "art" of making harnesses. The complexity of crimping. How to solder correctly. How to make correct repairs that won't fail.
Finding an intermittent fault, now that is rocket science!
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Finding an intermittent fault, now that is rocket science!
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How come you all seem to depend on changing every component in "most expensive first" order then move on to "pot luck" then?
Pot luck? Nah! It's skill mate!
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Mission from god
I agree with winglit.
He is talking about "real" avionics.
They are on a mission from god!
Not these B1 guys, passing a B2-course by accident.
I have worked places, where they not even where allowed
to crimp a tag.
The type of guys, who are making temp.repairs all over the airplane.
Repairs, you won`t allow on your Toyota.
I have a nice collection of temp.repaired items.
It`s amazing how a plier can crimp.
And who has to do a "permanent repair" in no time?
"We" are!
Let`s start a movement.
He is talking about "real" avionics.
They are on a mission from god!
Not these B1 guys, passing a B2-course by accident.
I have worked places, where they not even where allowed
to crimp a tag.
The type of guys, who are making temp.repairs all over the airplane.
Repairs, you won`t allow on your Toyota.
I have a nice collection of temp.repaired items.
It`s amazing how a plier can crimp.
And who has to do a "permanent repair" in no time?
"We" are!
Let`s start a movement.
Last edited by connector; 27th Jun 2008 at 04:51.
Cunning Artificer
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Under Part 66, B2 (avionic) engineers shouldn't be going anywhere near engine systems wiring.
Apart from engines, the B1s are also responsible for fuel tank wiring. Remind me what SSFR88 is really all about. ?
The ingrained safety consciousness of LAEs is given, we all have good intentions and safety is on all our minds at all times, but is it fair to expect people to start covering a complicated specialisation without suitable training? Compare the size of the SWPM with the SRM and you will get an idea of what I mean. Wiring isn't the "electric string" that A & Cs used to dismiss with contempt. If you don't pay attention to it, wiring faults will bring an aircraft down just the same as any other critical failure.
Swissair 111
United 800
etc.
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I have always maintained that we are naturally inclined to be one or the other.
I don't mind doing basic wiring and LRU/component changes with BITE or simple test (like we always have done) but I'll never be happy tracing complex Avionic defects and as stated - Most B2's who are now B1 would run a mile if asked to replace a fuselage frame or even replacing an engine as a supervisor with a few mechs.
So long as we recognize our limitations and don't stray into unsafe practices because our masters want an ever cheaper and smaller workforce - we'll be ok.
I have a mobile phone full of expert colleagues numbers all over the world when I'm stuck on my own somewhere and a second opinion is worth it's weight in gold too. Contractors stick together
I don't mind doing basic wiring and LRU/component changes with BITE or simple test (like we always have done) but I'll never be happy tracing complex Avionic defects and as stated - Most B2's who are now B1 would run a mile if asked to replace a fuselage frame or even replacing an engine as a supervisor with a few mechs.
So long as we recognize our limitations and don't stray into unsafe practices because our masters want an ever cheaper and smaller workforce - we'll be ok.
I have a mobile phone full of expert colleagues numbers all over the world when I'm stuck on my own somewhere and a second opinion is worth it's weight in gold too. Contractors stick together
