Does someone know what 30006 is on the wire diagram?
Its a cable multiplier. It is not a terminal block. They are buried in the harness and no information where. Also a common reason for an open circuit. Thank Delphi.
So to be clear does this mean buried in the harness is a main feeder wire that is connected to six other wires that then feed various devices ? If so what a nightmare to troubleshoot. Brewman
Correct. Very poor engineering and the work of Delphi, the current harness supplier to Ferrari. They are simple heavy gauge crimp connector, a large butt connector and in the crimping process wires are often partially broken. Over time it breaks completely leaving an open circuit. You need to cut the harness open to find them and make a repair. I have seen them do serious damage when a + and a ground cable connector are put in parallel positions in the harness and the mounting method caused a rub through of the tape insulating them. Lots of melted wire and burned up electronic components.
Sometimes it's better to have wiring connections safely tucked away in thick black plastic than have terminal strips every few feet exposed to the elements. Most of the wiring goes through plugs on the fuse/relay boards even if they don't use fuses or relays. The wiring is effectively broken up into not-too-long sections. The smaller harnesses in the cabin are wrapped in cloth tape which can easily be removed and then inspected. At least it's not an Airbus A380 with aluminium wiring which has to be hermetically sealed at the ends to prevent oxidation
The old harnesses that had cable multiplication done at the terminals of components were far more reliable but it took a few feet more of the precious copper. There is nothing better about the current design, it was solely a cost driven choice. Thick black plastic? I have no idea what you are looking at but it isnt a Delphi harness. A layer of electrical tape is the reality. Airbuses are crap. What else would you expect?
I was thinking about the harnesses running around the extremities of the 355 and, of course, the engine harnesses. This security, however, is probably offset by all those over-length self tapping screws in the bodywork. If it's not Boeing, I'm not going... Unless you've worked on these aircraft, most only see what's in the cabin (a conglomerate of airline-selected aftermarket furnishings from sources all over the world. Plastic is lightweight, so that's mostly what you see.. and has a limited lifespan). I've worked on Boeings for most of my life, so I'm naturally biased, but, statistically, I think you'll find that neither is safer than the other (from a design perspective). Boeing was one of the first manufacterers, so it naturally acted as a crash-test dummy (other manufacturers learned from their incidents and accidents). As long as passengers clamour for ever cheaper airline tickets, the race towards airliner mediocrity will continue... Aluminium wiring was selected because Airbus couldn't meet airline-driven weight targets using copper wiring. You'll find aluminium wiring on 747's, too, but only in selected places (again, for weightsaving). Outsourcing will see aircraft components produced and serviced in exotic places all over the world. Just like the Ferrari, on Airbuses and Boeings, you will see components from Germany, France, Italy and the USA on both aircraft. I think I even saw a "Made In Australia" Bosch sticker on my F355 immobiliser interface unit (Australia makes wing flap components for Boeing 787s, too). Anyway, keep your seatbelts fastened at all times...
