Conduit is used in aircraft installations for the mechanical protection of wires and cables. It is available in metallic and nonmetallic materials and in both rigid and flexible form.

When selecting conduit size for a specific cable bundle application, it is common practice to allow for ease in maintenance and possible future circuit expansion by specifying the conduit inner diameter about 25 percent larger than the maximum diameter of the conductor bundle. The nominal diameter of a rigid metallic conduit is the outside diameter. Therefore, to obtain the inside diameter, subtract twice the tube wall thickness.

From the abrasion standpoint, the conductor is vulnerable at the ends of the conduit. Suitable fittings are affixed to conduit ends in such a manner that a smooth surface comes in contact with the conductor within the conduit. When fittings are not used, the conduit end should be flared to prevent wire insulation damage. The conduit is supported by clamps along the conduit run.

Many of the common conduit installation problems can be avoided by proper attention to the following details:

Damaged conduit sections should be repaired to prevent injury to the wires or wire bundle. The minimum acceptable tube bend radii for rigid conduit as prescribed by the manufacturer’s instructions should be carefully followed. Kinked or wrinkled bends in a rigid conduit are normally not considered acceptable.

Flexible aluminum conduit is widely available in two types: bare flexible and rubber-covered conduit. Flexible brass conduit is normally used instead of flexible aluminum where it is necessary to minimize radio interference. Flexible conduit may be used where it is impractical to use rigid conduit, such as areas that have motion between conduit ends or where complex bends are necessary. Transparent adhesive tape is recommended when cutting flexible conduit with a hacksaw to minimize fraying of the braid.

This section provides general procedures and safety precautions for installation of commonly used aircraft electrical equipment and components. Electrical load limits, acceptable means of controlling or monitoring electrical loads, and circuit protection devices are subjects with which mechanics must be familiar to properly install and maintain aircraft electrical systems.

When installing additional electrical equipment that consumes electrical power in an aircraft, the total electrical load must be safely controlled or managed within the rated limits of the affected components of the aircraft’s powersupply system. Regulation of the field current strength is used to control DC generator voltage.

Before any aircraft electrical load is increased, the associated wires, cables, and circuit-protection devices, such as fuses or circuit breakers, should be checked to determine that the new electrical load—previous maximum load plus added load—does not exceed the rated limits of the existing wires, cables, or protection devices.

The generator or alternator output ratings prescribed by the manufacturer should be compared with the electrical loads that 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), the load should be reduced so that an overload cannot occur. When a storage battery is part of the electrical power system, ensure that the battery is continuously charged in flight, except when short intermittent loads are connected, such as a radio transmitter, a landing gear motor, or other similar devices that may place short-time demand loads on the battery.

Placards are recommended to inform crewmembers of an aircraft about the combinations of loads that can safely be connected to the power source.

In 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 does not read discharge, except for short intermittent loads such as operating the gear and flaps, and the voltmeter remains at system voltage, the generator or alternator is not overloaded.

The ammeter can be redlined at 100 percent of the generator or alternator rating in installations with the ammeter in the generator or alternator lead, and the regulator system does not limit the maximum current that the generator or alternator can deliver. If the ammeter reading is never allowed to exceed the red line, except for short, intermittent loads, the generator or alternator is not overloaded.