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AC 43.13-1B CHG 1 9/27/01 sources. Such military or original equipment manufacturer (OEM) wire used on aircraft should only have originated from these defined wire mills. Aircraft wire from other unau thorized firms, and fraudulently marked with the specified identification, must be regarded as “unapproved wire,” and usually will be of inferior quality with little or no process control testing. Efforts must be taken to ensure ob taining authentic, fully tested aircraft wire. b. Plating. Bare copper develops a sur face oxide coating at a rate dependent on tem perature. This oxide film is a poor conductor of electricity and inhibits determination of wire. Therefore, all aircraft wiring has a coat ing of tin, silver, or nickel, that have far slower oxidation rates. (1) Tin coated copper is a very common plating material. Its ability to be successfully soldered without highly active fluxes dimin ishes rapidly with time after manufacture. It can be used up to the limiting temperature of 150 °C. (2) Silver-coated wire is used where temperatures do not exceed 200 °C (392 °F). (3) Nickel coated wire retains its prop erties beyond 260 °C, but most aircraft wire using such coated strands have insulation sys tems that cannot exceed that temperature on long-term exposure. Soldered terminations of nickel-plated conductor require the use of dif ferent solder sleeves or flux than those used with tin or silver-plated conductor. c. Conductor Stranding. Because of flight vibration and flexing, conductor round wire should be stranded to minimize fatigue breakage. d. Wire Construction Versus Applica- tion. The most important consideration in the selection of aircraft wire is properly matching the wire’s construction to the application envi ronment. Wire construction that is suitable for the most severe environmental condition to be encountered should be selected. Wires are typically categorized as being suitable for ei ther “open wiring” or “protected wiring” ap plications. MIL-W-5088L, replaced by AS50881A, wiring aerospace vehicle, Appen dix A table A-I lists wires considered to have sufficient abrasion and cut-through resistance to be suitable for open-harness construction. MIL-W-5088L, replaced by AS50881A, wiring aerospace vehicle, Appendix A table A-II lists wires for protected applications. These wires are not recommended for aircraft interconnec tion wiring unless the subject harness is cov ered throughout its length by a protective jacket. The wire temperature rating is typically a measure of the insulation’s ability to with stand the combination of ambient temperature and current related conductor temperature rise. e. Insulation. There are many insulation materials and combinations used on aircraft electrical wire. Characteristics should be cho sen based on environment; such as abrasion re sistance, arc resistance, corrosion resistance, cut-through strength, dielectric strength, flame resistant, mechanical strength, smoke emis sion, fluid resistance, and heat distortion. An explanation of many of the abbreviations is identified in the glossary. 11-78. SUBSTITUTIONS. In the repair and modification of existing aircraft, when a replacement wire is required, the maintenance manual for that aircraft must first be reviewed to determine if the original aircraft manufac turer (OAM) has approved any substitution. If not, then the OAM must be contacted for an acceptable replacement. a. MIL-W-5088L, replaced by AS50881A, wiring aerospace vehicle, Appendix A lists wire types that have been approved for military Page 11-36 Par 11-77PDF Image | AFS-640
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