Basic Maintenance Module 7 Maintenance Practices

Training Manual 7.9 Pipes and Hoses

7.9 Pipes and Hoses

Dec01/-- Corresponding with JAR 66

Copyright by SR Technics For training purposes only Cat: B1 7.9 - 1
 Basic Maintenance
Training Manual
Fabricating Rigid Tubing
When it is necessary to replace a rigid fluid line, the technician may either secure
a replacement tube assembly from the aircraft manufacturer, or fabricate the re-
placement in the shop. Most shops are equipped with the necessary tools to fab-
ricate replacement lines, and the technician should be familiar with their operation,
and limitations.
Tube Cutting
It is important that metal tubing be cut with a square end that is free of burrs. A fine-
tooth hacksaw blade can be used, but it is much better if a special tubing cutter
such as the one seen in Figure 1 is used. Place the tubing in the cutter and turn
the knob on the handle to bring the cutting wheel up snugly against the tubing at
the location the tubing is to be cut. Rotate the cutter around the tubing and then
turn the knob to move the cutting wheel in. Continue to rotate the cutter around the
tubing, advancing the cutter in with each rotation until the tubing is cut. Be careful
not to screw the cutting wheel in too tightly, as it will deform the tubing or cause an
excessive burr to form inside.
After the tubing is cut, carefully use a knife or the deburring blade on the cutter to
remove any burrs or raised metal resulting from the cutting operation. If the tubing
is to be flared, the cut end should be polished with fine abrasive paper to remove
any sharp edges that could cause the tubing to crack.
Figure 1: Wheel Type Tubing Cutter
7.9.005
Dec01/-- Corresponding with JAR 66
Copyright by SR Technics For training purposes only
Module 7 Maintenance Practices
7.9 Pipes and Hoses
Tube Bending
Thin-wall tubing must be bent carefully to prevent it collapsing in the bend.
Figure 2 shows an example of a good bend and three examples of bends that are
not satisfactory. The tubing in the bend is often deformed, and the bend is not sat-
isfactory if its small diameter is less than 95% of the outside diameter of the
straight tubing.
Thin-wall tubing that is to be bent with many complex bends is often filled with a
special metal alloy that melts at a temperature lower than that of boiling water to
prevent it collapsing in the bends. After the tubing is bent, it is placed in a vat of
boiling water, and the metal melts out and is used again. In the event the special
alloy is not available, the tubing can be filled with clean sand and the ends plugged
with wooden plugs. When using sand, it is extremely important, of course, that
every trace of the sand be removed before the tubing is installed in the aircraft.
Tubing with an outside diameter of 1/4 inch or less may be bent by hand without
collapsing in the bend, and soft aluminium alloy and copper tubing may be bent by
placing it in a special coil of spring steel that prevents flattening.
Aircraft maintenance shops often have large table-mounted benders that prevent
the tubing from collapsing in the bend by placing a mandrel, or a smooth, round-
end bar inside the tubing in such a way that it is always at the point the bend is
being made. The tubing is bent around a radius block so that the bend is smooth
and has the correct radius.
Figure 2: Correct and Incorrect Tubing Bends
good bad bad bad
perfect bend flattened bend wrinkled bend kinked bend
Tubing up to 3/4 inch in diameter may be bent with hand benders as in Figure 3
on page 3. Choose the proper size bender and raise the slide bar upward. Place
the tubing in the radius block with the location of the beginning of the bend at the
0 mark, and drop the clip over the tubing to hold it securely while the bend is being
made. Rotate the slide bar down over the tubing, and the incidence mark on the
bar will coincide with the 0 on the radius block. Force the tubing around the radius
Cat: B1 7.9 - 2
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.9 Pipes and Hoses

block with the slide bar until the incidence mark aligns with the degree mark on the Figure 3: Using a hand operated Tubing Bender
radius block for the desired degrees of bend.
Incidence mark
Thin-wall tubing installed in aircraft fluid systems must not be bent with a bend ra-
dius smaller than shown in Table 1 on Page 3. The bend radius in this table is Slide bar
measured to the center line of the tubing.

Table 1: Minimum Bend Radius

Tubing OD (inches) Minimum Bend Radius (inches) Tubing

Aluminium Alloy Steel Radius

block
1/8 3/8 Clip
3/16 7/16 21/32

1/4 9/16 7/8

5/16 3/4 1 1/8

3/8 15/16 1 5/16

Incidence mark coincides
1/2 1 1/4 1 3/4 with zeri mark on radius block

5/8 1 1/2 2 3/16

3/4 1 3/4 2 5/8

1 3 3 1/2

Springback
90 mark
The material along and on either side of the neutral axis or centerline is not
stretched or compressed as much as the material in the extrados and intrados ar-
eas, which have been stretched and compressed. The centreline material , there-
fore, is trying to return to its original shape, yet it is constrained by the unyielding
material on either side. A bend of 90
The effect of this is noticed immediately when the clamp and/or pressure die is re- done as shown
tracted. The pipe tends to straighten out slightly, and this is what is referred as in the above
springback. steps

Dec01/-- Corresponding with JAR 66

Copyright by SR Technics For training purposes only Cat: B1 7.9 - 3
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.9 Pipes and Hoses

Methods of Joining Rigid Tubing ameter. To use this tool, the dies are rotated until the two halves of the correct size
are aligned and the tube is inserted against the stop.
Sections of rigid tubing may be joined to another tube, or to a fitting, by any of sev- The dies are clamped together and then a lubricant is placed on the flaring cone.
eral methods, including; single and double-flares, flareless connectors, or a hose The flaring cone is turned into the end of the tube. Rollers in the cone burnish the
and clamps over a beaded tube. We will examine each of these and detail the pro- metal as it is expanded into the die, and a smooth flare results. When the flare is
cedure necessary to prepare the tube for connection. formed sufficiently, the handle is reversed and the dies released, the tube can be
removed from the tool.
Tube Flaring and Flared Fittings
Much of the rigid tubing used in modern aircraft is joined, or connected, to the com- Figure 4: Flared Tubing
ponents by flaring at the ends of the tube and using flare-type fittings. The actual Single Flare Double Flare
sealing is done by the close fit between the inside of the flared tube and the flare
cone of the fitting. These two surfaces must be absolutely clean and free from
cracks, nicks, and scratches. Aircraft fittings have a flare angle of 37 and are not
interchangeable with automotive type fittings, which have a flare angle of 45.
There are two types of flares used in aircraft plumbing systems; the single flare
and the double flare. These two types are shown in Figure 4. The flare provides
the sealing surface, but is also subject to extremely high pressures and must be
properly formed to prevent leaks or failures.
A flare which is made too small will produce a weak joint, which may leak or pull
apart. If the flare is too large it may interfere with the installation of the nut, and
result in leakage. A common mistake is overtightening a leaky fitting. If the fitting
leaks when properly torqued, inspect the flare and the fitting components for prop-
er manufacture and assembly and for mechanical damage.

Single Flare
A single flare may be formed on a piece of rigid tubing with either am impact-type
flaring tool, or one having the rolling action of the flaring cone.
To form a flare using an impact type flaring tool, the tube must be cut squarely and
the ends polished. Before the tube is flared, a B-nut and sleeve are slipped over
the end. The tube should be clamped between the halves of the vice block with
only about 1/16 inch of the tube sticking above the blocks. The blocks are clamped
in a vice and the pipe-type flaring tool is driven into the tube with a few light blows
of a hammer. It is important that as few blows as possible are used, as to many
light blows will work-harden the tubing.
Rolling-type flaring tools are quite popular in aviation maintenance shops because
they are entirely self-contained and it is easy to make a good flare with this type of
tool. The tool pictured in Figure 4 will flare tubing from 1/8 to 3/4 inch outside di-

Dec01/-- Corresponding with JAR 66

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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.9 Pipes and Hoses

Double Flare Flared Tube End Fittings

Soft aluminium tubing having an outside diameter of 1/8-3/8 inch may be double-
flared to provide a stronger connection to the fitting. A double-flare is smoother
and concentric than a single flare, resulting in a better seal. It is also more resist-
ant to the shearing effect of torque.
To double-flare a piece of tubing, cut it off in the same way as was done for a single
flare, remove all of the burrs and polish the end. Insert the tubing into the flaring
die to the depth allowed by the stop pin and then clamp the dies. Insert the upset-
ting tool into the die and, with as few blows of the hammer as possible, upset the
tubing. Then insert the flaring tool and strike it with the hammer to fold the metal
down into the tubing and form the double flare.
Figure 5: Double Flaring
There are two types of nuts that may be used on a flared tube; the singlepiece
AN817 nut and the two-piece AN818 nut and AN819 sleeve.
The AN817 nut cannot be used on tubing where there is a bend near the end. The
AN818 nut and AN819 sleeve combination is the preferred type of connector be-
cause it lessens the possibility of reducing the thickness of the flare by the wiping
or ironing action when the nut is tightened. With the twopiece fitting, there is no
relative motion between the fitting and the flare when the nut is being tightened.
Figure 6: Flared Tube End Fittings

AN 817 Nut AN818 Nut AN819 Sleeve Assembled

AN 818 - 819 Fitting

MS Flareless Fittings
The fluid lines used in some of the high-pressure hydraulic and pneumatic systems
are so hard they are difficult to flare without cracking, so a system of flareless fit-
tings has been developed. These fittings as shown in Figure 7 on page 6 consist
of a body, a sleeve, and a nut. The actual seal is between the outside of the sleeve
and the inside of the body.

Dec01/-- Corresponding with JAR 66

Copyright by SR Technics For training purposes only Cat: B1 7.9 - 5
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.9 Pipes and Hoses

Figure 7: MS Flareless Fitting Presetting MS Flareless Fitting

Preset Tool or 1. Cut the tubing to the correct length, with the ends perfectly square. Deburr the
inside and outside of the tube. Slip the nut on first, and then slide the sleeve
Connector Fitting Nut Sleeve Tube over the end of the tube.
2. Lubricate the threads of the presetting tool and nut with hydraulic fluid. Place
the tool in a vice, and hold the tubing firmly and squarely on the seat of the
tool. The tube must bottom firmly in the tool. Tighten the nut until the cutting
edge of the sleeve grips the tube. This point is determined by slowly turning
the tube back and forth while tightening the nut. When the tube no longer
turns, the nut is ready for its final tightening.
3. Final tightening depends upon the tubing. For aluminium alloy tubing up to
and including 1/2-inch OD, tighten the nut from 1 to 1 1/6 turns. For steel tub-
ing and aluminium alloy tubing over 1/2 inch OD, tighten from 1 1/6 to 1 1/2
turns.
Figure 8: Presetting a Flareless Tube Fitting
Sleeve Properly Bowed

Sleeve Cuting Edge

MS flareless fittings are attached to the end of the metal tubing by presetting the
sleeve on the tube. Presetting puts enough pressure on the fitting to deform the
sleeve and cause it to cut into the outside of the tube.

Dec01/-- Corresponding with JAR 66

Copyright by SR Technics For training purposes only Cat: B1 7.9 - 6
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.9 Pipes and Hoses

Figure 9: Characteristics of a properly preset Sleeve HMS Fitting

An HMS fitting is a modified and improved MS fitting.
Figure 10: Harrison Fitting.

1. The cutting lip of the sleeve should be embedded into the tube OD between
0.003 and 0.008 inch, depending upon the material (A).
2. A lip of material will be raised under the pilot (B).
3. The pilot of the sleeve should contact or be quite close to the outside diameter
of the tube (C).
4. The tube projection from the sleeve pilot (D) should be between 7/64 inch for
No. 2 tubing to 9/32 for No. 32 tubing.
5. The sleeve should be bowed slightly (E), and the sleeve may rotate on the Metal Seal Fitting
tube and have a maximum lengthwise movement of 1/64 inch.
There are many types of metal-seal fittings: unions, reducers and plugs. It is nec-
6. The sealing surface (F) of the sleeve which contacts the 24 angle of the fitting essary that the metal-seal fitting touches against the surface of the boss to seal
body seat should be smooth and free from scores. There should be no evi- correctly. The new metal-seal fittings have an O-Ring and a backup ring. The met-
dence of any lengthwise or circular cracks. al-seal fittings with the secondary seal are identified by notches on the edges of
When installing the fitting in an aircraft hydraulic system, tighten the nut by hand the hex flats.
until resistance is felt, and then turn it 1/6 to 1/3 of a turn (one hex to two hexes)
with a wrench. Overtightening a fitting to stop a leak will damage the fitting and will Figure 11: Metal Seal Fitting
probably cause the leak to become worse.

Notch

Backup
Washer
Ring
O-Ring
O-Ring
(Seconadry
Seal)

Dec01/-- Corresponding with JAR 66

Copyright by SR Technics For training purposes only Cat: B1 7.9 - 7
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.9 Pipes and Hoses

Inspections Tube Damages

Following damages to thin wall ducts is cause for rejection:
Damage Limitations Scratches and curs with depth in excess of 10 % of wall thickness.
These limitations are too be used as a general guide. Limitations are given in the Sharp dents in excess of 1/8 inch in depth where surface of metal is scratched
manufacturers maintenance manual. or broken.
Nicks scratches chafing galling or fretting damage not exceeding these limitations Bend wrinkles in excess of 3/64 inch unless otherwise specified.
may be repaired by polishing out the damage area using fine grade emery cloth Damage to precision mating surface or couplings.
and oil finish polish following specification. Bends in which flattening at any point exceed 5 % (bends in which minimum
Replace tubing which has nicks, scratches, chafing, galling or fretting damage outside diameter is less than 95 % of maximum outside diameter)
deeper than 5 % of tubing wall thickness with working pressure of 500 psi and
more. Figure 12: Damage Limits
Replace tubing which has nicks, scratches, chafing, galling or fretting damage
not acceptable
deeper than 10 % of tubing wall thickness with working pressure less than 500 psi.
Replace tubing which has damage on heel of tube bend radius. This is not accept-
able due to metal in area being stretched thin during bending of tube.
Replace pipes which have sharp bottom dents deeper than 2 percent of the tubes
outside diameter.
sharp dents
Replace lines which have round bottom dents deeper than 5 percent of tube out-
deeper than
side diameter.
2% OD
When surface defects is present in combination with dents, each imper- pressure < 500psi pressure > 500psi
fection must be evaluated with regards to the applicable criteria for that and WT deeper and WT deeper
type of defect. Sharp bottom dents are those which have an included an- than 10% than 5%
gle of 90 or less at the bottom. All others are round bottomed.
Check that dents in heel of bent radius of suction line is smooth and not deeper
than 2 1/2 % of tube outside diameter.
Polish out burrs on inside surface of tube flair. round dents
deeper than
Scratches or deformations of any kind are not acceptable on inside surface of 5% OD
flare.

OD = outside diameter
WT = wall thickness

Dec01/-- Corresponding with JAR 66

Copyright by SR Technics For training purposes only Cat: B1 7.9 - 8
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.9 Pipes and Hoses

Repair of Rigid Fluid Lines Figure 14: Approved Repairs

Scratches and nicks that are no deeper than 10 % of the wall thickness of a piece
of metal tubing can be repaired by burnishing, provided the damage is not in the
heel of a bend. Tubing containing damage in the heel of a bend must be replaced.
Dents that are less than 20 % of the tube diameter are not objectionable unless
they are in the heel of the bend. Dents can be removed by pulling a bullet-shaped
forming tool of the correct diameter through the tube. This can be done by using a
length of cable.
Damage in a section of tubing may be repaired by cutting out the damaged area.
Then, insert a new piece of tubing and join the ends with the proper nuts and un-
ions. Figure 13 on page 9.
Figure 13: Approved Repairs

9.33

Swaged fittings may also be used to make a permanent repair on a damaged fluid
line. "A" shows the way a pinhole leak or circumferential crack can be repaired with
a single swaged fitting; "B" shows how more extensive damage is repaired by
splicing in a new section of tubing.

Dec01/-- Corresponding with JAR 66

Copyright by SR Technics For training purposes only Cat: B1 7.9 - 9
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.9 Pipes and Hoses

Installation of Fluid Lines Figure 15: Clamp Installation

Not only must the correct fluid lines be installed in an aircraft, but they must be in- Correct Incorrect
stalled properly. Here are a few basic rules regarding their installation: Liner properly Liner improperly
positioned positioned
When a fuel or hydraulic line is routed through a compartment parallel with an elec-
trical wire bundle, the fluid line should be installed below the wire bundle to prevent
a leak wetting the wires.
Fluid lines must be installed in such a way that they are supported and protected
from physical damage. They should be installed in such a way that they cannot be
used as a hand hold or a step.
Each section of rigid tubing should have at least one bend in it to absorb vibration
and the dimensional changes that occur when the tubing is pressurized, and the
tubing should fit squarely against the fitting before the nut is started. Pulling a tube
to the fitting with the nut will deform the flare and can cause a flare to fail.
Metal fluid lines are installed in an aircraft with bonded cushion clamps. These
clamps have a strip of metal inside the cushion that electrically connects the tubing
to the aircraft structure. When installing a bonded clamp, remove all of the paint
and the anodized oxide film from the location to which the clamp is fastened. This
will provide a good electrical connection between the tubing and the aircraft struc-
ture. The table below gives the maximum distance between supports for rigid tub-
ing installed in an aircraft.

Table 2: Max. Distance between Supports

Tubing OD (inches) Distance Between Supports (inches)

Aluminium Alloy Steel
1/8 9 1/2 11 1/2
3/16 12 14
1/4 13 1/2 16
5/16 15 18
3/8 16 1/2 20
1/2 19 23
5/8 22 25 1/2
3/4 24 27 1/2
1 26 1/2 30

Dec01/-- Corresponding with JAR 66

Copyright by SR Technics For training purposes only Cat: B1 7.9 - 10
 Basic Maintenance
Training Manual
Rigid Lines
When manufacturing a replacement rigid fluid line, be sure that all of the angles
are correct, and inspect all of the bends to be sure that none of them are collapsed,
kinked, or wrinkled. Fit the line in place to ensure that the tube aligns with the fit-
tings at each end. The line should be straight with the fitting and should apply a
slight pressure against it.
1. No tube, regardless of how short, should be installed unless there is at least
one bend in it. This bend provides for vibration, and for the inevitable expan-
sion and contraction that are caused by temperature changes and by the line
being pressurized.
2. Never attempt to pull a tube up to the fitting with the nut. This will place a strain
on the flare or the preset bite, and vibration can easily cause the tube to fail.
3. Where a fluid line is brought through a buIkhead, if it is not carried through with
a bulkhead fitting, it must be supported with bonded cushion clamps and cen-
tered in the hole in such a way that there is protection against chafing.
4. All fluid lines should be run below electrical wire bundles so that there is no
possibility of fluid dripping onto the wire.
5. All fluid lines should be identified at each end, and at least once in each com-
partment with color-coded tape to identify the type of fluid it carries.
Dec01/-- Corresponding with JAR 66
Copyright by SR Technics For training purposes only
Module 7 Maintenance Practices
7.9 Pipes and Hoses
Flexible Lines
Any time there is relative movement between the two ends of a fluid line, there
should be a section of flexible hose installed.
The lay line along a flexible hose should never spiral. This would indicate the
hose has twisted and had a built-in strain. Pressure surges in a twisted line
can cause failure.
Always use a fitting that allows the hose to approach it without any bends near
its end. Elbows are available in both 90 and 45 angles.
Never attempt to pull a hose up to its fitting with the nut. When pressure is ap-
plied to a hose, it will tend to expand its diameter and shorten its length. Allow
the line to have slack of about 5 to 8 % of its length.
Use the proper size cushion clamp to support the hose any time it goes
through a buIkhead, or any place where vibration may place a twisting force
on the fitting.
The liner of Teflon hose is extruded, and it has ample strength for applications
in which there is no twist, but it is susceptible to failure if it is twisted or if it is
bent with too small a bend radius.
Be sure to observe the minimum bend radius for all flexible hose. For an MIL-
H-8788 hose as an example, the following are the minimum acceptable bend
radii:
-4 hose 3.0 inch minimum bend radius
-6 hose 5.0 inch minimum bend radius
-8 hose 5.75 inch minimum bend radius
-10 hose 6.5 inch minimum bend radius
If the hose is subjected to flexing, this radius must be increased.
It is possible to make up high-pressure hose if your shop is equipped with the prop-
er tools. But, because of the extremely critical nature of highpressure fluid lines, it
is generally advisable to buy the replacement highpressure fluid lines from the air-
craft manufacturer, or from an approved supplier that makes them according to the
manufacturers specifications. By installing only fluid lines that carry the correct
manufacturers part number, you will be assured that the line is constructed of the
proper material, and that it has been tested according to the procedure required
by the manufacturer.
Before installing any fluid line, be sure to blow it out with compressed air to remove
any obstructions or particles that may have been left in the process of manufac-
ture, or which may have been allowed to enter the hose while it was in storage.
Before a line is stored, cap both ends to prevent the entry of any contaminants.
Cat: B1 7.9 - 11
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.9 Pipes and Hoses

Figure 17 shows the right and wrong way of installing flexible hose in an aircraft Figure 17: Flexible Hose Installation
fluid system.
Flexible hoses should be approximately 5 % to 8 % longer than the distance be-
tween the fittings. This slack allows for contraction as the line expands its diameter
and shortens its length when it is pressurized. See this in view A.
In B, we see an example of using the correct type of elbow fittings to prevent fluid
lines from making sharp bends.
In C, we see the correct way to connect a movable actuator into the aircraft hy-
draulic system. The hose must be of sufficient length, and installed in such a way Wrong A Correct
that it is not crimped in any position of the actuator.

Lay Line
The flexible hose is marked with yellow, white or red strip running the length of the
hose.
This lay line not only identifies the hose but also indicates if the hose is twisted dur-
ing installation. When installed properly, the line will run straight and not spiral
around the hose as shown in Figure 16.
Figure 16: Lay Line Wrong

Correct Installed Correct

MIL H 8794 Size 6-2 92MFG
B

Incorrect Installed(Twisted)
MIL H 87
94 Size
6-2 92
MFG

Wrong C
Correct

Dec01/-- Corresponding with JAR 66

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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.9 Pipes and Hoses

Clearances Torquing Procedure

Verify that piping tubing and hose is properly routed so that no other lines will block Torque coupling nuts as per applicable torque value.
access to their connections or supports. Clearance for use of wrenches and other Whenever possible torque fitting in sub assemblies to eliminate unnecessary final
similar maintenance tools must be obtained. tightening in the aircraft.
Rubbing of pipes or any other metal to metal contact on pipe is not accepta- Hold the mating fitting firmly with another wrench while the coupling nut is being
ble. tightened so as to prevent rotation or distortion of pipes and the adjacent system
Vibration will cause chafing and wear of piping in service. parts.
In general a minimum clearance of 3/32 inch must always be obtained.
Never tighten the B-nut or the coupling while the system is under pressure. If the
Clearance is normally obtained by adjusting the pipes into proper position prior to joint leaks after torquing, disassemble the joint, clean and re-lubricate and re-
swagging the run unions the swaged connection permanently fixes the piping into torque as given in the specification.
the aircraft structure.
If tubing can be deflected by very light finger pressure subsequent vibration during Leaks After Installation
flight is likely to cause chafing. Minimum clearance for Hydraulic Fuel and Pneu- Probable causes for leaks at end fitting joints after installation and torqueing pro-
matic piping shall be provided unless specifically excepted by engineering and or cedures are as follows:
applicable specifications. Incorrect torque
Figure 18: Clearances Thread seizure or galling
Careless assembly such as cross threading
Misalignment of the connection
Burrs and sharp edges
Eccentric flare rough surface cracks
Splits, deep scratches on flare or foreign material under flare

9.075

3/32 Inch

3/32 Inch = 2.38mm

Dec01/-- Corresponding with JAR 66

Copyright by SR Technics For training purposes only Cat: B1 7.9 - 13
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.9 Pipes and Hoses

Flexible Hose End Fittings Figure 20: Installation of End Fittings

Flexible hoses may be equipped with either swaged or replaceable end fittings. If Locate and
a hose having swaged fittings is damaged, the entire hose must be replaced with slit cover
one carrying the same part number or one that is approved by the aircraft manu- with knife
facturer as a replacement. to wire braid
Replaceable end fittings consist of three pieces: a nut, a nipple, and a socket.
Clamp the hose in a vice and cut it to the correct length with the ends cut off
square, using a fine-tooth hacksaw blade or a cutoff wheel. Remove the outer cov-
er of the hose that goes into the socket, and twist the socket onto the hose, twisting
in a counterclockwise direction. Place the nipple in the nut and screw the nut onto Twist off
a fitting and tighten it securely. Lubricate the inside of the hose and the threads on cover with
the nipple, using mineral-base hydraulic fluid for hoses that will be used with this pliers
A B
fluid, or with vegetable soap for hoses that will be used with Skydrol fluid. Screw
the nipple into the socket until it bottoms, and then back it off until there is a clear-
ance of between 0.005 and 0.031 inch between the nut and the socket. Remove
the fitting from the nut and be sure the nut turns freely on the nipple.

Nut Socket Figure 19: Hose End Fitting

When the fittings are installed, the hose
must be installed on a hydraulic test
stand and pressurized to 200 % of the
operating pressure of the hose. Hold this
pressure for at least 30 seconds, but not
more than five minutes. There should be
no leaks at the fittings while the pressure
Nipple is being. After the test is completed,
drain the hose and seal the ends with the
proper plugs until the hose is installed on
the aircraft.
C D
A Cut the hose to the correct length with a fine tooth
hacksaw blade or a cutoff wheel.
B Cut the outer cover with a knife and slit it so it can
be twisted off to expose the outer braid for the distance
that will be inserted into the socket.
C Twist the socket onto the end of the hose, twisting
in a counterclockwise direction.
D Lubricate the inside of the hose and the threads on
the nipple.
E E Screw the nipple into the socket until it bottoms,
and then back it off until there is a slight clearance
between the nut and the socket.

Dec01/-- Corresponding with JAR 66

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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.9 Pipes and Hoses

Removal and Installation of Tubing and Hoses Figure 21: Teflon Hoses with Support Wire

Removal Tubing or Hose

Cap all tubing, hoses and fitting immediately upon disconnecting from system
to prevent contamination.
When several lines or hoses are disconnected in the same working area, tag
lines or hoses for identification on reinstallation.
After installation of a teflon hose, it will take a set. This means that the hose
becomes some-what rigid. When the hose is removed from the aircraft is
should NOT be bent against its set. Therefore, a support wire should be used
to keep it in the set radius. (See Figure 21)

Installation of Hoses
Visually check hose for cleanliness before installation.
Hose with protective cap missing should be thoroughly cleaned before instal-
lation.
Check hose of chafing, cuts or evidence of kinking before installation.
Make certain that fittings are properly aligned and secured before installation
of the hose.
Apply anti size lubricant to fitting only when required by maintenance specifi-
cation.
Install hose on fitting and tighten connections to torque values as per applica-
ble specification.
Hose assembly installing on non moving connections should have not twist af-
ter B-nut has been tightened.
Hose should not be under tension or cause any deflection of rigid tubing when
subjected to full system pressure.
Check that hose installed on moving connections is free from torsion or ten-
sion stresses through entire range of travel when subjected to full system
pressure.
Hose should not cause any deflection of rigid tubing to which hose is connect-
ed.
Check that hose is free to expand contract and is clear of all structure.
Where inadequate clearance exists between hose and structure protection
must be provided.
Do not use support clips on hose unless specifically authorised to do so.
Make certain not to exceed minimum bend radius for hoses.

Dec01/-- Corresponding with JAR 66

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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.9 Pipes and Hoses

Fuel Lines Figure 22: Flexible Couplings

Fuel lines are made from stainless steel. Where hoses are required, the hose must Split Retainer
be made of fire resistant material. As a common rule, self locking line connections Gland Washer
are used inside the fuel tanks. Wire locked connections are used in fuel lines out-
side the fuel tanks. However, for safety requirements consult the applicable main- A
tenance manual.

Fuel System Couplings

Fuel pipe ends are flared or beaded to accept the specified type of coupling.
Standard pipe couplings are available in sizes up to 2.5 inches diameter, and
these are often used in aircraft fuel systems. Where flexibility is required in joints,
because of flight loads and temperature variations, specially designed couplings
may be used.

Flexible Couplings
Two types of flexible couplings are illustrated.
Sketch (A) shows a coupling which has provision for a certain amount of misalign- Nut Body O-Ring Seal
ment, as well as both angular and axial movement of the pipes. The pipe ends are
beaded, and the surfaces within the joint are smooth and polished, so that the
seals may slide freely over the pipes. Outer Sleeve Inner Sleeve
A split retainer encloses the beads. When the coupling nut is tightened on the
body, the 0-rings are squeezed between the gland washers and the split retainer,
and expand to form a seal between the body and the pipes. B
Sketch (B) shows a coupling which is less flexible, but which has provision for a
limited amount of misalignment and movement.
When the inner and outer sleeves are screwed together and pressure is applied to
the split collars, the rubber seal is squeezed out to form a seal between the inner
sleeve and pipe beads.

Seal Split Collar

Dec01/-- Corresponding with JAR 66

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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.9 Pipes and Hoses

Gamah Coupling Figure 23: Gamah Coupling

Gamah Couplings are mainly used for fuel line connections.
Zero Gap
Installation Directives (at One Point Only)
1. Position fuel line to obtain gap between lines as applicable. Sleeve
Nut Flange Packing
2. Tighten fuel line support clamps.
3. Slide sleeve over flange until sleeve contacts entire circumference of packing. Snap Ring
Make certain that O-ring is entirely within its cavity. Excessive cocking of sleeves Fuel Line
undue forcing or twisting could cause O-ring damage. GAP
4. With slight rocking motion slide sleeve over O-ring.
5. Move the sleeve on the second packing.
6. Move the nuts along the flange until they fully touch the sleeve.
7. Turn the coupling nuts on the sleeve threads.
After the initial turn, the coupling nut moves on to a locking insert.
8. Continue to turn the coupling nuts until it moves tightly against the sleeve
shoulder.
9. Ensure that couplings are properly tightened before safetying and that safety
holes are exposed.
10. Do not loosen or over torque parts beyond specific values in order to improve
the location of safety hole.

Dec01/-- Corresponding with JAR 66

Copyright by SR Technics For training purposes only Cat: B1 7.9 - 17
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.9 Pipes and Hoses

Pneumatic and Air System Pipes Fitting and Removal

Before a V-clamp is fitted, its bolt must be checked for freedom of movement and
Ducts are mainly used to transfer air from one point to another. Ducts carry differ- its stiff-nut for satisfactory friction. It may be necessary to reject the clamp bolt al-
ent sorts of air to and from various systems: so, if the nut is defective. Refer to the Aircraft Maintenance Manual.
Engine bleed air (High and low pressure) If a clamp bolt does not pivot freely, it must be soaked in a suitable dismantling
De-icing system fluid. If it still fails to pivot freely it must be sent for overhaul. Before fitting or re-
Air conditioning moving a clamp, lubricate the threads of the bolt.
Cabin pressurisation Ensure that the locking tang passes freely through the strap slot to its locking po-
sition.
Ventilation
When fitting V-clamps which use two bolts and fail safe links, the links must be cor-
Ambient air rectly positioned prior to fitting the clamp securing nuts.
These ducts are mainly made from: Tighten the clamp bolts initially so that both flanges are just nipped, and check that
Stainless steel the amount of thread protruding from each nut is approximately equal. Continue
tightening the clamp by applying small torque increments to each nut in turn until
Titanium
the required torque, usually stamped on the clamp, is reached. The clamp periph-
Aluminium alloy in a wide range of configurations ery should be tapped frequently during the tightening process to assist settling of
Ducts require break point to facilitate both installation of ducts and maintenance. the flanges.
These break points are usually provided by installing flanges or hoses on each end When removing clamps which incorporate a locking tang, unscrew the nut until at
of ducting. Holding the flanges and duct sections together is different kind of least 1.0 in. of thread is visible. Slightly contract the clamp and depress the locking
clamps and couplings. Care is required in assembly handling and installation of tang to release it. Lift the bolt clear of its channel and remove the clamp.
ducts that requires special clamps and couplings.
Keep protective covers in place at all times on precision flanges and precision mat-
ing surfaces etc.

V-Band Clamp Couplings

These are high temperature, high pressure couplings used in engine bleed pneu-
matic systems, pressurisation and air conditioning systems. They may be made
from stainless steel, Inconel or Titanium.
Each coupling usually consists of a single metal clamp and two precision formed
metal flanges which are welded to the ends of the duct sections.
Some couplings provide a metal to metal seal without the use of a gasket. The
coupling can be repeatedly disconnected and reconnected without affecting its de-
sign leakage rate. Other couplings incorporate metal sealing gaskets. Low-pres-
sure couplings incorporate 0-rings.
V-band clamps may also be used to attach generators to gearboxes and
blanking plates to unused blower outlets etc.

Dec01/-- Corresponding with JAR 66

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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.9 Pipes and Hoses

Figure 24: Pressure Joints

Low Pressure Connection High Pressure Connection

Flange Clamp Flange

Clamp Strap Locking Tongue

V-Clamp

Janitrol Clamp

Check Clearance Maximum Clearance

at "A" on both side "A" 0.015 inch
Duct Flange
Duct Flange
O-Ring
Corrujoint Seal

Dec01/-- Corresponding with JAR 66

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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.9 Pipes and Hoses

Janitrol T-Bolt Clamp

Slip the expanded clamp over the matting surfaces and insert the t-bolt into the
trunnion. Tighten the nut using a torque wrench to the value stamped in the clamp.
Hit the clamp slightly with a hammer and retorque it again.
Figure 25: T-Bolt Coupling

Bolt Support

Support
Bolt
Nut
Nut

ds
/p
in e:
ch
55 rqu
To
-
45

Segment

Bolt Support
Locking pin Support
Bolt
Lock tounge
Nut Nut

Locking pin
ds
/p
in e:
ch
55 rqu
To
-
45

Segment Tapered one-phase lock tounge

Dec01/-- Corresponding with JAR 66

Copyright by SR Technics For training purposes only Cat: B1 7.9 - 20