Chances are your aerospace wiring supplier has a quality system that complies with AS9100. They have process manuals, training programs and a nice plaque on the wall from some registrar. They get audited every so often; have a record in OASIS and quality measurements posted all over the place.
Are you a Purchaser or Procurement Agent for an aerospace manufacturing company? Are you often asked to expedite orders for electrical wiring harnesses? If you are, please read on. With over 20 years in the aircraft industry, InterConnect Wiring is no longer surprised how many times our customers ask us to expedite their orders. This normally occurs right after placing the initial order with us. It happens so often that InterConnect has developed a speed-line process to handle these orders. The purpose of this blog is to help procurement personnel understand why they are often asked to stamp their wiring harness purchase orders with the metaphoric “EXPEDITE” stamp.
In the last 20 years InterConnect Wiring has assembled thousands of aircraft modification kits (AKA mod kits, loose wiring assemblies, or LWA’s) for a wide variety of OEM’s (Original Equipment Manufacturers). During this time InterConnect has witnessed some repetitive problems associated with these kits. Currently there is no aircraft modification kit standard throughout the industry thus the design can vary widely from company to company. Until there is an industry standard, design engineers and aircraft kit manufactures should start collecting and sharing information to develop a list of best practices. Provided below is the start of such a list - five common mistakes made when designing aircraft modification kits.
As I look out of the window of my family's bedroom on Amtrak #422, I am curious to know why there is a man in the middle of nowhere, just standing there. I am on the Sunset Limited route from Los Angeles, California back to Fort Worth, Texas, just leaving HAI's Heli-Expo. It was a great week in Anaheim, California and the excitement of helicopters, companies, and friendly faces was wonderful. I met with friends from Sikorsky, Bell, MD Helicopters, RSG, and L-3 to name a few.
So you are an F-16 user or maintainer and you need to order a spare F-16 electrical wiring harness. You try your normal ordering channels but no one is quoting. Instead their response is “no bid” due to one of the following reasons: (a) no Harness Assembly Drawing (HAD) available, (b) no Mylar available, or (c) no drawing or tooling available. So what do you do? You have a firm requirement for that wiring harness but you do not know how to procure one. Listed below are 4 steps that you can do to resolve this situation. These four steps are the same for MICAP (Mission Impaired Capability Awaiting Parts) situations for F-16 wire harnesses.
A common question that military users and maintainers of aged aircraft ask is “when should their aircraft be rewired”? This is a very good question. Is it based on the number of flight hours or is it the number of years since it left the production line? Actually, there are additional and more important factors when making this decision. Here are the 5 Main Factors to consider when deciding to rewire a military aircraft. They are listed in the order of importance.
It is hard to believe that in this day and age that some engineers allow aircraft wire not to be laser marked. The technology is easy to acquire and marking machine prices have gone down from over $100,000 to less than $50,000. The old wire marking standard MIL-W-5088 and the current standard AS50881 both require marking every 3 inches. So why do some engineers not require the use of laser wire marking? Here are the reasons:
Topics: Laser markable MIL Spec Wire