In the copalum splice section I've schetched a scenario where a generator power feeder wire was shorted out and a piece of the wire has been damaged on a outstation.
The damaged wire was a gauge #6 copper wire and it was damaged between a copalum splice and a wing disconnect receptacle.

In the hydraulic hex tool section I have used a 11734 Die Set with a Thomas&Betts 13642 crimp head and a hydraulic power pump to make a hexagonal crimp on the contact that can be inserted into the receptacle D5124J.

Let's continue with the same scenario. The aircraft is stranded on an outstation and we have collected the copalum splice kit and the materials and documentation to make the splice.
This time however we will not choose the hexagonal crimp method on the pin but the 8-indent method.
Some electricians favor the indent method and others favor the hex method but according to the Standard Wire Practices Manual (SWPM) both are accepted crimps.

The SWPM states that a 400B or a 400-B-1 basic tool should be used with a 414DA-4N Die and a 4112 locator.

According to the Pico pneumatic and hydraulic crimptools catalog the 400-B-1 is equivalent to the military specification M22520/23-01, the Die 414DA-4N with the M22520/23-04 and the locator 4112 with M22520/23-11.

(400-B-1)

Different manufacturers make this type of pnaumatic crimptool according to the military M22520/23-01 specification.
DMC (daniels mfg corporation) calls it the WA23, the Pico mfg corporation calls it the 400B and the Astro corporation calls it the AMT23B.
In our toolstore we have a Astro AMT23B.

And This is a Pico 400B 'Crimpmaster'.

These are the Pico 400, 400B (400BHD) and 400-B-1.

The Pico Die 414DA-4N has a crimp depth of .200 with a tolerance of plus .002 and minus .005 (.202 and .195).

The 414DA-4N crimp depth can be measured using the GO NO-GO gauges.

This is the 414DA-4N Die.

The DMC (daniels corp) WA23-4 Die (M22520/23-04) uses the exact same specifications as the Pico corporation's 414DA-4N.

The locator is used to place the contact in the proper position for the crimp (sometimes called positioner).
This is the M22520/23-11 (equivalent to the 4112).

My colleague inserts the locator into the crimptool.

The locator sits in the middle of the crimphead.

Then the Die is pushed onto the crimptool, note the allignment pin and hole.

With the Die in place my colleague screws the guard over the Die.

No pneumatic crimptool is complete without a pneumatic source.

Like we did in the hydraulic hex tool section, it's usually a good idea to make a test crimp before going to an outstation with the tools and equipment.
So I cut two bits of wire, one gauge #6 and one gauge #4. (The aircraft defect is with a gauge #6 wire but because the Die is the same for a gauge #6 wire as for a gauge #4 wire, I want to see the difference).

The wires are stripped and inserted into the two test contacts. Same as with every pin and socket, the conductor must be visible through the inspection hole.

We insert the contact into the Die.

The locator holds the contact in the proper place to where the crimp should be made.

We apply the pressure and the crimp is made.

Here's a 8-indent type crimp on both a gauge #4 pin and a gauge #4 socket with a gauge #4 wire.

The gauge #6 wire with a gauge #4 pin still has a tight grip when the 414DA-4N Die is used.

For this defect the 8-indent crimp method without the adapter sleeve is a approved repair and so is the hex crimp method with the adapter sleeve.

Now that we have everything we need we are ready to go to the outstation where the aircraft has had the technical malfunction.

To read more about the copalum splice go to the copalum splice section, to read more about the hex crimp type contact go to the hydraulic hex tool section.