AC 43.1:
•606-20° MINIMUM BEND RADIUS (INCHES ) -667-20° -666:10° 667-10 -006.12" 666-10 600-8 666-5 -006-4- 000-3 10 12 15 OPERATING PRESSURE, PSI ( 00'S OMITTED I FIGURE 10.8.-Minimum bend radil-Teflon hose.
(c) Avoid storing O-ring seals on pegs or hooks, as in hardware stores. This practice leads to loss of identification, loss of cure dates, impairs cleanliness, and tends to cause the seals to become distorted and lose their resiljency from exposure to light and ambient air.
394. HYDRAULIC COMPONENTS. Hydraulic components such as pumps, actuating cylinders, selector valves, relief valves, etc., should be repaired or adjusted following the airplane and component manufacturer's instructions. Inspect hydraulic filter elements at frequent intervals and replace as necessary.
395.-405 RESERVED.
Par 393 Chap 10
AC 43.13-1A Page 173 1972 Chapter 11. ELECTRICAL SYSTEMS Section 1. CARE OF ELECTRICAL SYSTEMS
406. GENERAL. The satisfactory performance of an aircraft is becoming more dependent upon the continued reliability of the electrical system. Reliability of the system is usually proportional to the amount of maintenance received and the knowledge of men who perform such maintenance. It is, therefore, important that maintenance be accomplished using the best techniques and practices to minimize the possibility of failure. This handbook is not intended to supersede or replace any government specification or specific manufacturer's instruction regarding electrical system maintenance.
The term "electrical system" as used in this circular means those parts of the aircraft which generate, distribute, and utilize electrical energy, including their support and attachments.
407. INSPECTION AND OPERATION CHECKS.
Frequently, inspect equipment, electrical assemblies, and wiring installations for damage, general condition, and proper functioning to assure the continued satisfactory operation of the electrical system. Adjust, repair, overhaul, and test electrical equipment and systems in accordance with the recommendations and procedures set forth in aircraft and/or component maintenance instructions. Replace components of the electrical system that are damaged or defective with identical items or with equipment equivalent to the original in operating characteristics, mechanical strength, and the ability to withstand the environmental conditions encountered in the operation of the aircraft. A suggested list of items to look for and checks to be performed are:
a. Damaged or overheated equipment, connections, wiring, and installation.
b. Excessive resistance at high current carrying connections as determined by millivolt drop test.
c. Misalinement of electrically driven equipment.
d. Poor electrical bonding.
e. Dirty equipment and connections.
f. Improper support of wiring and conduit.
g. Loose connections, terminals, and ferrules.
h. Continuity of fuses.
i. Condition of electric lamps.
I. Insufficient clearance or poor insulation of exposed terminals.
k. Broken or missing safety wire, cotter pins, etc.
I. Operational check of electrically operated equipment such as motors, inverters, generators, batteries, lights, ete.
m. Voltage check of electrical system with portable precision voltmeter.
n. Miscellaneous irregularities such as poorly soldered or loose swaged terminals, loose quick disconnects, broken wire bundle lacing, broken or inadequate clamps, and insufficient clearance between exposed current-carrying parts and ground.
408. CLEANING AND PRESERVATION. Frequent cleaning of electrical equipment to remove dust, dirt, and grime is recommended. Fine emery cloth may be used to clean terminals and mating surfaces if they are corroded or dirty.
Crocus cloth or very fine sandpaper may be used to polish commutators or slip rings. Do not use emery cloth on commutators since particles from the cloth may cause shorting and burning.
Chap 11 Par 406
409. ADJUSTMENT. Accomplish adjustmenta to items of equipment such as regulators, generators, contactors, control devices, inverters, and relays outside the airplane on a test stand or test bench where all necessary instruments and test equipment are at hand. Follow the adjustment procedures outlined by the equipment manufacturer.
410. INSULATION OF ELECTRICAL EQUIPMENT.
In some cases, a unit of electrical equipment is connected into a heavy current circuit, perhaps as a control device or relay. Such equipment is normally insulated from the mounting structure, since grounding the frame of the equipment may result in a serious ground fault in the event of equipment internal failure. If a ground connection for a control coil must be provided, use a separate small gauge wire.
411. BUS BAR MAINTENANCE, Periodically check bus bars used in aircraft electrical systems for general condition and cleanliness. Grease, oxide, or dirt on any electrical junction may cause the connectors to overheat and eventually fail. Clean bus bars by wiping with a clean soft cloth saturated with stoddard solvent and drying with a clean soft cloth.
412. JUNCTION BOXES.
a. Junction Box Construction. Fabricate replacement junction boxes using the same material as the original or from a fire-resistant, nonabsorbent material, such as aluminum alloy or an acceptable plastic material. Where fireproofing is necessary, a stainless steel junction box is recommended. Rigid construction will Par 409 AC 43.13-1A 1972 prevent "oll-canning" of the box sides, which could result in internal short circuits. In all cases, provide drainholes in the lowest portion of the box.
b. Internal Arrangement. The junction box arrangement should permit easy access to all installed items of equipment, terminals, and wires. Where marginal clearances are unavoidable, insert an insulating material between current-carrying parts and any grounded surface. It is not good practice to mount equipment on the covers or doors of junction boxes, since inspection for internal clearance is impossible when the door or cover is in the closed position.
c. Junction Box Installation. Securely mount junction boxes to the aircraft structure in such a manner that the contents are readily accessible for inspection. When possible, face the open side downward or at an angle so that loose metallic objects, such as washers or nuts, will tend to fall out of the junction box rather than wedge between terminals.
d. Junction Box Wiring. Junction box layouts must take into consideration the necessity for adequate wiring space and possible future additions. Lace or clamp electric wire bundles inside the box in a manner that terminals are not hidden, relay armatures are not fouled, and motion relative to any equipment is prevented.
Protect cable at entrance openings against using grommets or other suitable
413.-423. RESERVED.
Chap 11
AC 43.13-1A Page 175 1972 Section 2. EQUIPMENT INSTALLATION
424. ELECTRICAL LOAD LIMITS. When installing additional equipment which consumes electrical power in an aircraft, determine that the total electrical load can be safely controlled or managed within the rated limits of the affected components of the aircraft's electrical powersupply system. Also determine that storage batteries forming a part of the affected system will be properly charged during flight.
a. Wires, Wire Bundles, and Circuit Protective Devices. Before any aircraft electrical load is increased, check the associated wires, wire bundles, and circuit protective devices (fuses or circuit breakers) to determine that the new total electrical load (previous maximum load plus added load) does not exceed the rated limits of the existing wires, wire bundles, or pro- . tective devices. Where necessary, add or replace with units having the correct rating.
425. GENERATORS. Compare the generator or alternator output ratings and limits prescribed by the manufacturer with the electrical loads which can be imposed on the affected generator or alternator by installed equipment. When the comparison shows that the probable total connected electrical load can exceed the output load limits of the generator (s) or alternator (s), reduce the load so that an overload cannot occur or provide means whereby the pilot or flight crew can readily and safely manage the electrical load so that it can be held within the prescribed limits. When a storage battery is part of the electrical power system, assure that the battery is continuously charged in flight, except when short intermittent loads are connected such as operation of radio transmitter, a landing gear motor, or other similar devices which may place short-time demand loads on the battery.
426. ACCEPTABLE MEANS OF CONTROLLING OR
MONITORING THE ELECTRICAL LOAD,
o. The use of placards is recommended to inform the pilot and/or crewmembers the combination (s) of loads that may be connected to the power source.
b. Installations where the ammeter is in the battery lead, and the regulator system limits the maximum current that the generator or alternator can deliver, a voltmeter can be installed on the system bus. As long as the ammeter never reads "discharge" (except for short intermittent loads such as operating the gear and flaps) and the voltmeter remains at "system voltage," the generator or alternator will not be overloaded.
c. In installations where the ammeter is in the generator or alternator lead, and the regulator system does not limit the maximum current that the generator or alternator can deliver, the ammeter can be redlined at 100 percent of the generator or alternator rating. If the ammeter reading is never allowed to exceed the red line, except for short intermittent loads, the generator or alternator will not be overloaded.
d. Where the use of placards or monitoring devices is not practical or desired, and where assurance is needed that the battery in a typical small aircraft generator/battery power source will be charged in flight, the total continuous connected electrical load may be held to approximately 80 percent of the total rated generator output capacity. (When more than one generator is used in parallel, the total rated output is the combined output of the installed generators.)
e. When two or more generators are operated in parallel and the total connected system load can exceed the rated output of one generator, provide means for quickly coping with the sud- Chap 11 Par 424
den overloads which can be caused by generator or engine failure. Employ a quick load reduction system or procedure whereby the total load can be reduced to a quantity which is within the rated capacity of the remaining operable generator or generators.
f. Consider the total electrical load of devices that a pilot or flight crewmember would normally be expected to use as the probable continuous load. The use of placards or other load-monitoring devices or methods notwithstanding, the probable continuous load must not exceed the output capacity of the generator (s).
427. INVERTERS, ALTERNATORS, AND SIMILAR AIRCRAFT ELECTRICAL POWER SOURCES.
a. Connect the electrical load to inverters, alternators, and similar aircraft electrical power sources so that it cannot exceed the rated limits of the power source, unless effective monitoring means are provided whereby the pilot or flight crewmember can keep the load within the prescribed limits. Assure load circuit protective devices are time coordinated to trip prior to the inverter protective device or prior to electrical collapse of the inverter due to overload or fault in the load circuit.
With the exception of the battery-charging provisions in the preceding paragraph, the same basic consideration with respect to load limits, inverters, alternators, and similar devices is applicable.
428. DETERMINATION OF ELECTRICAL LOAD.
o. The connected load of an aircraft electrical system may be determined by any one or a combination of several acceptable methods, techniques, or practices. However, regardless of the methods, techniques, or practice involved, any person who has need to know the status of a particular aircraft's electrical system should have available, current, and accurate data concerning the capacity of the installed electrical power source(s) and the load (s) imposed by installed electrical power consuming devices. Such data should provide a true picture of the status of the electrical sys- Par 426 AC 43,13-1A 1972 tem. Do not install new or additional electrical devices in an aircraft, nor change the capacity of any power source until the status of the electrical system in the aircraft has been determined accurately and found not to adversely affect the integrity of the electrical system.
429. CIRCUIT PROTECTION DEVICES.
a. General. Protect the wire with circuit breakers or fuses located as close as possible to the electrical power-source bus. Normally, the manufacturer of the electrical equipment specifies the fuse or breaker to be used when installing the respective equipment.
b. Matching Protector to Wire. The circuit breaker or fuse should open the circuit before the wire emits smoke. To accomplish this, the time-current characteristic of the protective device must fall below that of the associated wire. In order to obtain maximum utilization of the connected equipment, match the circuit protector characteristics.
c. Circuit Protector Chart. Figure 11.1 may be used as a guide for the selection of circuit breaker and fuse rating to protect copper conductor wire. This chart was prepared for the conditions specified by the notes which accompany the chart. If actual conditions deviate materially from those stated, ratings above or below the values recommended may be justified. For example, a wire run individually in the open air may possibly be protected by the circuit breaker of the next higher rating to that shown on the chart. In general, the chart is conservative for all ordinary aircraft electri-
(1) All resettable type circuit breakers should open the circuit irrespective of the position of the operating control when an overload or circuit fault exists. Such circuit breakers are referred to as "trip free."
(2) Do not use automatic reset circuit breakers (which automatically reset themselves periodically) as circuit protective devices.
430. SWITCHES.
a. General. In all circuits where a switch Chop 11
AC 43.13-1A Page 179 1972 Section 3. ELECTRIC WIRE
442. GENERAL, Aircraft service imposes severe environmental conditions on electric wire. To assure satisfactory service, inspect the wire at regular intervals for abrasions, defective insulation, condition of terminal posts, and buildup of corrosion under or around swaged terminals. When replacing copper wire with aluminum wire, increase the gauge of the wire two sizes.
for the circuit may be considered satisfactory.
When utilizing the voltage drop method of checking a circuit, maintain the input voltage at a constant value. Figures 11.8 and 11.4 show formulas that may be used to determine resistance in electrical wires.
FIGURE 11.3.-Examples determining voltage drop from electric wire chart (fg. 11.7).
a. Voltage Drop in Wires. The voltage drop Volt- Enter Wire in the main power wires from the generation chart Amperes aize from Check source or the battery to the bus should not ex- ceed 2 percent of the regulated voltage, when drop 100 (feet) 20 No. 6 chart VD- (.000486) (100) (20) -.872 the generator is carrying rated current or the battery is being discharged at the 5-minute 0.5 100-200 20 No. 4 VD= (.000274) rate. The following tabulation shows the maxi- 0.5 (100) (20) -,548 mum acceptable voltage drop in the load cir- 4 100-25 20 No. 12 VD= (.00188) cuits between the bus and the utilization equip- (100) (20) -8.76 ment. 7 100~14 20 No. 14' VD- (.00299)
(100) (20) -5.98 Nominal system Allowable voltage drop Intermittent voltage continuous operation operation ' It should be noted that the No. 14 wire should not be 14 0.5 1 used if any portion of its 100-foot length is to be con- 28 1 2 fined in conduit, large bundles, or locations of high 115 4 8 ambient temperature, as the intersection of the wire 200 7 14 size and current lines fall below curve 1.
' Resistance values from figure 11.5.
b. Resistance. The resistance of the current return path through the aircraft structure is FIGURE 11.4.-Examples determining voltage drop from always considered negligible. However, this is electric wire chart (fg. 11.7).
based on the assumption that adequate bonding of the structure or a special electric current re- Volt- Wire (ft.) from chart Max. length turn path has been provided which is capable drop age size Amperes at voltage drop indicated Check of carrying the required electric current with a No. 10 20 45 VD-'(.0011) negligible voltage drop. A resistance measure- (20) (45) -.990 ment of .005 ohms from ground point of the 0.5 (45) (.5)- VD-'(.0011) generator or battery to ground terminal of any 22.5 (20) (22.5) -.495 electrical device may be considered satisfactory. Another satisfactory method of determin- 4 (45) (4)- 180 VD-'(.0011) (20) (180) -8.96 ing circuit resistance is to check the voltage drop across the circuit. If the voltage drop does 7 (45) (7)- VD-'( 0011) not exceed the limit established by the aircraft 815 (20) (815) -6.98 or product manufacturer, the resistance value ' Resistance values from figure 11.5.
Chap 11 Par 442
Page 180 AC 43.13-1A 1972 FIGURE 11.5.-Copper electric wire current carrying capacity.
Specification alize MIL-W-5086 Single wire in free air maximum amperes bandled maximum Wire in conduit or amperes Maximum resistance oh i20° 0o, feet Nominal conductor area- circular milla weight-pounds per Plaished wire 1,000 feet AN-20 11 7.5 5.6 AN-18 16 10 8.4 AN-16 22 18 10.8 AN-14 82 17 17.1 AN-12 41 28 25.0 AN-10 55 38 42.7 AN-8 78 46 69.2 AN-6 101 60 102.7 AN-4 185 80 162.5 AN-2 181 100 247.6 AN-1 211 125 AN-O 245 150 882 AN-00 288 175 482 AN-000 828 200 620 AN-0000 880 225 770 FIGURE 11.6.-Aluminum electric wire current carrying capacity.
Single wire in free Maximum resistance- Piniabed wire wire sir air maximum Nominal conductor weight-pounds per Specification MII-W-7072 amperes ares- circular mille 1,000 feet AL-6 83 50 0.641 28,280 AI-4 108 66 .427 42,120 AL-2 152 90 .268 67,872 AL-O 202 .169 107,464 166 AL-00 285 •188 188,168 204 AI-000 266 .109 168,872 250 AL-0000 803 ,085 214,928 808 NoTE: Aluminum wire.-From figures 11.5 and 11.6 it will be noted that the conductor resistance of aluminum wire and that of copper wire two numbers higher are similar. Accordingly, the electric wire chart, Agure
11.5 can be used when it is desired to substitute aluminum wire and the proper size can be selected by remembering to reduce the copper wire size by two numbers and by referring to figure 11.6. The use of aluminum wire sizes smaller than No. 6 is not recommended.
443. AIRCRAFT ELECTRICAL WIRE. Use aircraftquality wire. Correct wire selection is dependent upon knowledge of current requirements, operating temperatures, and environmental conditions involved in the particular installation.
a. Conductors. Copper conductors are coated to prevent oxidation and to facilitate soldering.
Tinned copper or aluminum wire is generally used in installations where operating temperatures do not exceed 221° F. (105° C.). Silvercoated copper wire is used where temperatures Par 443 do not exceed 892° F. (200° C.). Nickel-coated copper wire is used for temperatures up to 500° F. (260° C.). Nickel-coated wire is more difficult to solder than tinned or silver-coated wire, but with proper techniques, satisfactory connections can be made.
b. Insulation. Polyvinylchloride (PVC) is a common insulation. It has good insulating properties and is self-extinguishing after the flame source is removed. Normal operating temperatures are limited to 221° F. (105° C.).
Silicone rubber is rated at 892° F. (200° C.), is Chap 11
AC 43.13-1A 1972 highly flexible, and self-extinguishing except in vertical runs. TFE Fluorocarbon (polytetrafluoroethylene) is widely used as high-temperature insulation. It will not burn, but will vaporize when exposed to flame. It is resistant to most fluids. FEP Fluorocarbon (fluorinated ethylene propolene) is rated at 892° F. (200° C.) but will melt at higher temperatures.
Other properties of FEP are similar to TFE.
c. Thermal and Abrasion Resistant Materials.
Glass braid has good thermal and abrasion qualities but moisture absorption is high. Asbestos and other minerals provide high temperature and flame resistance, but are highly absorbent. Moisture absorption is reduced by use of silicone rubber, TFE, or other saturants.
Nylon is widely used in low-temperature wires for abrasion and fuid resistance. Polyimide, a new material has excellent thermal and abrasion resistant characteristics.
d. Wire Selection. When selecting wire, refer to figure 11.7a, for structural and environmental characteristics. Wire normally used for chassis wiring, in enclosed areas, or in compact wire harnesses protected by molded or braided coverings usually has low abrasion resistance.
Wire used to interconnect units, or in long, open runs in the airframe, is designed to withstand normal aircraft environment without sleeving, jacketing, or other protection. Care must be taken in making all installations because no wire insulation or jacketing will withstand continuous scuffing or abrasion.
444. INSTRUCTIONS FOR USE OF ELECTRIC WIRE CHART. The chart is based on copper conductor meeting Specification MIL-W-5086.
Curves 1, 2, and 3 are plotted to show the maximum ampere rating for the specified wire in size and under specified conditions shown.
a. In order to select the correct size of electric wire for equipment, two major requirements must be met:
(1) The size must be sufficient to prevent an excessive voltage drop while carrying the required current over the required distance.
(2) The size must be sufficient to prevent Chap 11 Page 181 overheating of the wire while carrying the required current.
b. To simplify these determinations an electric wire chart (figure 11.7) may be used. In order to use this chart properly for the selection of wire we must know:
(1) the length in feet of the actual wire "run" from the bus to the equipment;
(2) the number of amperes of current it must carry;
(3) the amount of voltage drop permitted (see tabulation, paragraph 442a); and
(4) whether the current carried will be intermittent (maximum 2 minutes) or continuous, and if continuous, whether it is a single wire in free air, in a conduit, or in a bundle.
c. Assume that we wish to install a 50-foot length of wire from the bus to the equipment in a 28-volt system. By referring to the allowable voltage drop tablei (paragraph 442a), we find that we are permitted a 1-volt drop for continuous operation. Now referring to the "electrical wire chart" (figure 11.7), we find along the left side values numbered 5 to 200 showing the number of feet a wire may be run while carrying a given current, with a 1-volt loss or drop. Place a pointer on the horizontal line shown opposite the number 50.
d. Assuming that the current required by the equipment is 20 amperes, place another pointer at the top of the table on the diagonal line for the peo numbered 20 amperes. Now follow this diagonal line downward until it intersects the horizontal line number 50. From this point, drop straight downward to the bottom of the chart and we find that a wire size between a No. 8 and a No. 10 is required to prevent a greater drop than 1 volt. Since we are between these two numbers, select the larger size, No. 8. This is the smallest size which should be used to meet requirement a (1).
e. For requirement a (2) : (1) Disregard the length of the wire, the numbers along the left side of the chart, and the horizontal lines for this determination; (2) Assume that the wire is to be a single wire in free air carrying continuous current; (3) Place a pointer at the top Par 443
CIRCUIT ELECTRIC WIRE CHART
VOLTAGE 115|200 14 28 800 100 200 20 18 16 12 10 8 6 4 2 1% 20 % 4%
AMPERES 600 75150 WIRE LENGTH IN FEET PER VOLT DROP 400 700 100 20 25/6075 360 630 90 320 560 80 N 280 490 70 240 420 30 60 200 | 350 25 50 •*** EXAMPLE DESCRIBED IN 7 ***++*++ **** 160 280 20 40 PARAGRAPH 444 C & D CURVE 120 210 15 30 100 175 12 25 CURVE 40 CURVE 3 20 CURVES:
1. CONTINUOUS RATING - AMPERES
WIRE IN CONDUIT AND BUNDLES
2. CONTINUOUS RATING - AMPERES
SINGLE WIRE IN FREE - AIR
3. INTERMITTENT RATING - AMPERES- MAXIMUM OF 2 MINUTES 5 20 18 16 12 10* 8 4 2 1 % 20 3% 4%
WIRE SIZE Figure 11.7 FIGURE 11.7.-Dlectric wire chart.
Z261
FIGURE 11.7A--Wire used in aircraft installations.
Voltage Conductor Standard Specification Conductor Insulation rate temp. rating Bernarks MS-25190 Mil-W-5086 Tinned copper PVC, nylon 600 V. 105° C. Interconnection, low tempera- 221° F. ture gen. purpose, max. ambient temp. 60° C.
Type II Mil-W-5086 Tinned copper PVC, glass braid, nylon 600 V. 105° C. Same as Type I with greater overload protection less moisture resistance.
Tpe III Mil-77-5086 Tinned copper PVC, glass braid, PVC, 600 V. 105° C. Same as Type II. Less common.
nylon Type IV Mil-W-5086 Tinned copper PVC, nylon 3,000 V. 105° C. Similar to Type I with higher voltage rating.
MS-25191 Mil-W-7072 Aluminum PVC, glass braid, nylon 600 V. 105° C. Light weight, use 2 sizes larger braid when replacing copper. Corrosive. 60° C. ambient.
MS-25471 Mil-W-8777 Silver-coated copper Silicone rubber, glass 600 V. 200° C. High temp. interconnection.
braid, polyester braid Self-extinguishing. To 155° C. ambient.
MS-27110 Mil-W-8777 Silver-coated copper Silicone rubber, glass 600 V. 200° C. Same as MS-25417 but has braid, FEP fluoro- 392° F. smooth surface. To 155° C.
carbon ambient.
None Mil-W-7139 Silver-coated copper TFE fluorocarbon and 600 V. 200° C. High temp. interconnection.
Class 1 glass 392° F. Self-extinguishing. To 155° C.
ambient.
None Mil-W-7139 Nickel-coated copper TFE fluorocarbon and 600 V. 260° C. Same as Class 1. To 215° C.
Class 2 glass 500° F. ambient.
MS-17331 Mil-W-22759 Silver-coated copper Reinforced TFE asbestos 600 V. 200° C. Abrasion resistant, resist thermal overload.
MS-17332 Mil-W-22759 Nickel-coated copper Reinforced TFE asbestos 600 V. 260° C. Same as MS-17331.
MS-17410 Mil-W-22759 Silver-coated copper TFE, glass, FEP 600 V. 200° C. Similar to Mil-W-7139 but with smooth surface.
MS-17411 Mil-W-22759 Silver-coated copper Mineral reinforced TFE 1,000 V. 200° C. Abrasion resistant, smooth surface can be used to replace Mil-W-7139.
MS-17412 Mil-W-22759 Nickel-coated copper Mineral reinforced TFE 1,000 V. 260° C. Same as MS-17411 may be used to replace Mil-W-7139, Class
FIGURE 11.7A-Wire used in aircraft installations-continued.
Standard Specification Conduetor Insulation Voltage rate temp. rating Conductor Remarka MS-18000 Mil-W-22759 Silver-coated copper Mineral reinforced TFE 600 V. 200° C. Similar to MS-17411 and MS- 17412 with thinner wall and less abrasion resistant.
MS-18001 Mil-W-22759 Nickel-coated copper Mineral reinforced TFE 600 V. 260° C. Same as MS-1800.
MS-18032 Mil-W-22759 Silver-coated copper Fused laminated TFE 600 V. 200° C. Hook-up similar to MS-21985 and MS-21986 with thinner wall and less abrasion registance.
MS-18033 Mil-W-22759 Nickel-coated copper Fused laminated TFE 600 V. 260° C. Same as MS-18032 Laminated wall is uniform in cross section.
MS-18104 Mil-W-22759 Silver-coated copper Extruded TFE polyimide 600 V. 200° C. Similar to MS-18113 and MS- coated 18114 but thinner wall and higher abrasion resistance.
MS-18105 Mil-W-22759 Nickel-coated copper Extruded TFE polyimide 600 V. 260° C. Same as MS-18104.
coated MS-18113 Mil-W-22759 Silver-coated copper Extraded TFE 1,000 V. 200° C. Similar to MS-21985 and MS- 21986 but bigher voltage rate.
MS-18114 Mil-W-22759 Nickel-coated copper Extruded TFE 1,000 V. 260° C. Same as MS-18113.
MS-21985 Mil-W-22759 Silver-coated copper Extruded TFE 600 V. 200° C. Hook-up.
MS-21986 Mil-W-22759 Nickel-coated copper Extruded TFE 600 V. 260° C. Hook-up.
MS-27125 Mil-W-25038 Nickel-clad copper (27% Asbestos, glass, TFE 600 V. 260° C. Fire resistant. Moisture, abranickel) sion and fluid resistant where ambient temp. below 550° C.
None Mil-W-16878 Silver or nickel-coated Extraded TFE 1,000 V. 200° C. Hook-up-similar to MS-18113 Type EE copper or and MS-18114.
260° C.
M81044/1A Mil-W- Silver-plated copper Crosslinked extruded 600 V. - 65 to Aerospace electric systems 81044A polyalkene + 135 (General purpose aircraft (AS) wiring) M81044/2A Tin-coated copper normal weight M81044/3A Silver-plated copper Aerospace electric systems (General electronie wiring) 1973
M81044/4A Tin-plated copper Internal wiring of meters, panels, and electrical and electronic equipment.
M81044/5 Silver-plated copper Crosslinked extruded - 65 to Aerospace electric systems polyalkene + 150 (General purpose aircraft M81044/6 Tin-coated copper wiring) normal weight M81044/7 Silver-plated high strength copper alloy M81044/8 Silver-plated copper Aerospace electric systems (General purpose aircraft M81044/9 Tin-coated copper wiring) M81044/10 Silver-plated high medium weight strength copper alloy M81044/11 Silver-plated copper Aerospace electric systems (General electronic wiring) M81044/12 Tin-coated copper Internal wiring of meters, M81044/13 Silver-plated high panels, and electrical and elecstrength copper alloy tronic equipment.
M81381/1 Mil-W--81881 Silver-coated copper Polyimide/FEP film 600 V. -65 to Aerospace electric systems (AS) + 200 (General electronic wiring) Internal wiring of meters, M81881/2 Nickel-coated copper panels, and electrical and electronic equipment, M81381/8 Silver-coated copper Aerospace electric systems (General purpose aircraft M81881/4 Nickel-coated copper wiring) medium weight