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Prior to the aviation accidents of TWA Flight 800 and SwissAir 111, the wiring on aircraft was a minor concern.In response to these accidents, the Aging Transport Systems Rulemaking Advisory Committee (ATSRAC) was chartered to gather industry leaders examine the current state of aging aircraft systems; one of the main areas examined included EWIS. [3]
1. A pin is designated as either bendable or not bendable. 2. All pins are equally likely to fail in the same way. 3. A pin, if inadvertently bent, is equally likely to bend in any direction. 4. A bent pin that has been pushed flat against the mating surface of its insert may be slightly curved. 5.
XLR 5, used internally on Airbus aircraft [9] [1] REDEL 6-pin connector by LEMO, known as "LEMO plugs". [10] [1] Most Cirrus aircraft use this connector. [9] Fischer 8-pin connector, used in Agusta helicopters [5] Neutrik neutriCON 8-pin connector [11] [12] [13] The XLR, LEMO and Fischer plugs are able to supply power for active noise ...
MIL-STD-1760 Aircraft/Store Electrical Interconnection System defines a standardized electrical interface between a military aircraft and its carriage stores. Carriage stores range from weapons, such as GBU-31 JDAM, to pods, such as AN/AAQ-14 LANTIRN, to drop tanks. Prior to adoption and widespread use of MIL-STD-1760, new store types were ...
[6] [8] [5] There are three technologies for bending hairpin wires: U-Pin, in which hairpin wires have a shape resembling a U, I-Pin, with wires resemling an I, and Continuous Hairpin, also called continuous wave, in which a single wire is bent into a serpentine shape up to several meters long. U-Pin technology is the most common of these. [9] [10]
It is installed on aircraft such as the Boeing 777, Airbus A330 and Airbus A340. [11] ARINC 633 is the air-ground protocol for ACARS and IP networks used for AOC data exchanges between aircraft and the ground. ARINC 635 defines the protocols for the HFDL network of radios used for communication and messaging between aircraft and HF Ground Stations.
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EASA wrote a certification memoranda to require the use of DO-254 for all complex electronics within a system, stating that all equipment and CBA with a Design assurance classification of A, B, C or D should meet level D objectives for the equipment and CBA, regardless of the DAL of the system or aircraft function.
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