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Fluid Lines
581
Rigid Fluid Lines
Tube Cutting
581
582
Tube Bending
582
Tubing Beading
584
Tubing Flaring
585
Double Flare
585
Single Flare
586
587
Flared Tube E nd Fittings
MS Flareless Fittings
587
Swaged Tube Fittings
589
Installation of Rigid Fluid Lines
589
R epair of Rigid Fluid Lines
590
Identification of Fluid Lines
591
592
Study Questions: Rigid Fluid L ines
Flexible Fluid Li nes
594
Low-Pressure Hose
594
Medium-Pressure Hose
594
High-Pressure Hose
595
Extra-High-Pressure Hose
595
Teflon Hose
595
Installation of Flexible Hoses
596
Flexible Hose End Fittings 596
Study Questions: Flexible Fluid Lines
598
Fluid Line Fittings
599
Pipe Fittings
599
Universal, or Bulkhead Fittings
Chapter"~ 9
600
601
602
Study Questions
604
Chapter 9
579
Fluid Lines
Fluid lines are an important part of an aircraft structure. In the airframe, hydraulic fluid under pressure, vast amounts of fuel, fire extinguishing agent,
and compressed air are all moved through rigid li nes and flexible hoses. The
aviation maintenance tech nician must be able to determine the condition of
these lines. When it is necessary to repair or replace them, he or she must
understand the proper procedures and be able to determine the correct line
for replacement.
F luid lines in the engine pods or nacelles must meet all of the requirements of the lines installed in the airframe, and in addition many of them must
also be protected from heat with fire sleeves.
Fluid Line
size
4
6
8
10
12
16
Outside Diameter
inch
%
%
%
5fs
%
1
Cha pte r 9
58 1
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 9-2 is used. Place the tubing in the cutter and tum 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.
Cutting
a tube
Figure 9-2. A ll'heel-l)pe tubing culler curs the end of a metal tube smooth and square.
Tube Pending
Thin-wall tubing must be bent carefully to prevent it collapsing in the bend.
Figure 9-3 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 satisfactory if its small diameter is less than 75% 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 bo iling 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 ex-
582
Good bend
Excessive flattening in
the bend
Wrinkles in the
bend
G E:\ERAL
tremely 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 aluminum 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
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.
Tubing up to 3;4-inch in diameter may be bent with hand benders such
as the one in Figure 9-4. 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
Incidence
mark
A bend of 90
degrees done
as shown in
above steps
Figure 9-4. Hand-operated tubing benders can bend thin-wall tubing up to %-inch diameter
without the walls collapsing.
Chapter 9
583
it securely whi le the bend is being made. Rotate the slide bar down over the
tubing. and the incide nce mark on the bar wil l coincide with the 0 on the
radius block. Force the tubing around the radius block with the slide bar until
the incidence mark al igns with the degree mark o n the radius block for the
desired degrees of bend.
Thin-wall tubing in stalled in aircraft fluid system must not be bent with
a bend radius smaller than that shown in Figure 9-5. The bend radius shown
in this table is that measured to the center line of the tubing.
Tubing 00
inches
Aluminum Alloy
Steel
1/s
3/16
2%2
v4
7/ 16
9116
5f16
%
1f2
%
15/16
1 Vs
15/16
1%
%
1
1%
11!2
1%
23116
2%
3 V2
Figure 9-5. Minimum bend radius .for aluminum alloy and steel tubing
Tubing Beading
When sectio ns of metal tubing are subjected to vibration, they are joined with
p ieces of flexible hose. In many older aircraft, the ends of the metal tubing
were beaded. and a section of rubber hose was slipped over the ends of the
tubes and secured with hose clamps, as in Figure 9-6.
Hose
clamp
Rubber hose
Figure 9-6. Ends of metal tubing may be beaded and joined 11ith a section of rubber hose
and two hose clamps.
584
G E:\ l:RAI.
Tubing Flaring
Most of the metal tubing used in modern aircraft is connected to other tubing
or to components by flaring its ends and using flare-type fittings. When flaring tubing for installation in aircraft, be sure to use the cmTect flaring tool.
Fluid lines in automobiles have a 45 flare angle, but those used with AN or
AC fittings in aircraft must be flared with a 37 angle.
Double Flare
Tubing made of 5052-0 and 6061-T aluminum alloy in sizes from l!s to 3Js
inch OD should be flared with a double flare, such as that seen in Figure
9-7. Double flares are smoother than sing le flares and are more concentric.
Also, the extra metal makes the flare resistant to the shearing effect when
the fittings are torqued.
Figure 9-8 illustrates the correct way to form a double flare. Cut the end
of the tubing square and polish it, then slip the nut and sleeve onto the tube.
Push the end of the tube into the ilaring block until it contacts the stop pin,
then c lamp the block tightly in a vise to prevent the tube moving when it is
being fl ared. Upset the end of the tubing by inserting the upsetting tool and
striking it with a hammer. Finally, form the flare by inserting the fl aring cone
and striking it with a hammer.
Flaring block
Upsetting tool
Flaring cone
Stop pin
Chapter 9
585
Single Flare
Single flares are produced on the end of a piece of tubing with either an impact-type flaring tool such as the one seen in Figure 9-9, or a tool in which
the flaring cone is forced into the end of the tubing with ha nd-operated screw.
When using the impact-type fl aring tool. follow these steps:
Place the tube in the proper size hole in the flaring block.
Toe of
sleeve
4.
Project the end of the tube slightly from the tip of the flaring tool. about
the thickness of a dime.
5.
6.
Tubing
Figur e 9-9. An impact-l)pe.flaring tool for making single flares 011 rigid fluid lines
586
SERIIS
GC\"LR,\1.
AN817 Nut
AN818 Nut
AN819 Sleeve
Assembled
AN818- 819 Fitting
MS Flareless Fittings
T he 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 fittings has been developed. These fittings, such as the one seen
in Figure 9-12, 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.
MS flareless fittings are attached to the end of the metal tubing by presetting
the sleeve on the tube. Presetting puts e nough pressure on the fitting to deform the sleeve and cause it to cut into the outside of the tube.
Presetting is done following these steps. See Figure 9-1 3 (page 588).
l . Cut the tubing to the correct length, Y'ith the ends perfectly square. Deburr
the inside and outside of the tube. Slip the nut on first. and then slide the
sleeve over the end of the tube.
Sleeve
--Nut
2. Lubricate the threads of the presetting tool and nut with hydraulic fluid.
Place the tool in a vise, 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.
Chapter 9
587
3.
Final tightening depends upon the tubing . For aluminum alloy tubing up
to and including l/2-inch OD, tighten the nut from 1 to l lJ6 turns. For steel
tubing and aluminum alloy tubing over IJ2-inch OD, tighten from l lJ6 to
l lJ2 turns.
-Nut
~-
A properly preset s leeve should have these charac teristics: See Figure 9-14.
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).
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) shou ld be between 7/M inch
for o . 2 tubing to 9/32 for No. 32 tubing.
5.
Tf!e sleeve should b e bowed sligh tly (E). and the sleeve may rotate on the
tube and have a max imum le ngthwise movement o f lj64 inch.
preset slee1e
6. The sealing surface (F) of the sleeve which contacts the 24 angle of the
fitting body seat should be smooth and free from scores. The re should be
no evidence of any le ngthwise or circular cracks.
When installing the fitting in an aircraft hydraulic system, tighten the nut by
hand until resistance is felt, and then turn it lj6 to 1/ 3 of a turn (one hex to two
hexes) with a wrench. O vertightening a fitting to stop a leak wi ll damage the
fitting and will probably cause the leak to become worse.
588
A\ IATIO\" M
G E:\f:RAL
(inches)
Aluminum Alloy
Steel
9%
12
13%
15
16%
19
22
24
26%
11 Y2
14
16
18
20
23
25V2
27%
30
1/a
3/16
lj4
s;,s
3fa
%
%
%
1
----- Hydraulic
pressure
connection
Tubing securely
supported
u
ra
No interface between
mating surfaces of
clamp strap
Liner properly
positioned
Correct
Tubing not
securely supported
u
g
Figure 9-17.
Conecl and
incorrect ways of
installing the
clamps to hold
fluid lines
Teflon liner
interference with
mating surfaces
of clamp strap
Liner improperly
positioned
Incorrect
Chapter 9
589
~---+1 --
Tubing end
Tubing end
AN818nut
Swaged fitting
Aircraft tubing
Origioal tubiog
590
repaired tubing
~New section
. ~:J
B
new section -
Figure 9-18. Metal tubing may be repaired bY rem01ing the damaged area and splicing in
a new section using the appropriate nws, sleeves, and unions.
GENERAL
9
9
9
'0
Q)
a:
Fuel
3:
(])
_Q
:::l
Ci5
0
0
D
3:
~
Lubrication
~
~
Ci5
Coolant
D
D
D
D
c(])
~
CJ
Q)
~
~
8
'0
Q)
a: CJ a:
Water injection
3:
co
Fire protection
<>
<>
<>
CJ
~~OlJOO
o"riooun
ooua
0~~~0
~~n'it~o
'0
>-
a:
CJ
v)
v)
v)
Rocket fuel
>-
(])
CJ
CJ
Breathing oxygen
>-
(])
~
Q)
>-
3:
e
aJ
(])
Ol
Compressed gas
:::l
OoO O'o'
Air conditioning
Hydraulic
_Q
'0
0
0
0
L::::.
L::::.
L::::.
~
>Cll
.....
CJ
Deicing
Rocket oxidizer
3:
(])
_Q
CJ
Rocket catalyst
Q)
Ol
3:
!li
c
Cll
.....
Electrical conduit
Warning symbol
Chapter 9
591
In add itio n to the colo red ba nds and symbols, fluid lines carry ing hazardo us
m aterials are mar ked with tape carrying an abbreviatio n which identifies the
hazard. These a bbreviations and typical fluid s are seen in F igure 9-2 1.
T ubi ng that must be handled with specia l ca re because of its c ontents is
marked w ith a warning symbo l, which is a white band wi th black skull and
crossbo nes.
Abbreviation
Meaning
Typical fluids
PH DAN
Physically dangerous
FLAM
AAHM
Flammable fluids
Anesthetics and
harmful materials
J. The la rgest soft alumi num tubing that may bent by hand is _ _ _ _ _ _ _ _ -inc h o utside d iameter.
Page 583
2. A piece of %-inch 5052 a luminum alloy tubing w ith a wall thickness of 0.070-inc h has an ins ide diameter
of
inc h. Page 581
3. The flare angle to be
u ~ed
4. Ri gid fluid li nes fo r use in 3,000-ps i hydraulic systems should be made of annealed or
V4-H
. Page 581
5. T he largest a lumi nu m tube that sho uld be flared with a double n a re has an outs ide diameter of
592
G EN~.RAL
7. If the flare in a rigid fluid line almost reaches the flare cone of the fitting, it
_ _ _ __ _ __ _ _ _ _ (is or is not) permissible to pull the flare tight against the fitting by
tightening the fitting nut. Page 587
8. When rigid fluid lines are attached to an aircraft structure with cushion clamps, the clamps should be of the
_ _ _ _ __ _ _ _ type. Page 589
9. A fluid line that carries a fluid that is physically dangerous to personnel must be marked with the
abbreviation
. Page 592
I 0. Colored tape is used to identify the contents of the tubing installed in an ai rcraft. F ill in the blanks with the
colors used to identify the tubing for each of these applications:
12. If a f uel line is routed through a compartment parallel with an electrical wire bundle, the fu el line should be
installed
(above or below) the wire bundle. Page 589
Chapter 9
593
Low-Pressure Hose
Low-pre sure hose confo rming to MlL-H-5593 specifications is made up of
a synthetic rubber inner liner, a cotton braid. and a synthetic rubber outer
cover. It is approved for a maximum pressure of 300 psi and is primarily used
for instrume nt installations.
Low-pressure hose is identified by a broken yellow lay line. The letters
LP. and the man ufacturer' s code number and date ma rking.
Medium-Pressure Hose
Mediutn-pressure hose con forming to MIL-H-8794 specifications has a eamless synthetic rubber inner liner, a synthetic rubber-impregnated cotton braid
re inforcement, and a steel wire braid reinforcement. All of this is e ncased in
a rough synthetic rubber-impregnated cotton braid. Medium-pressure hose
is suitable fo r carry ing fluids under pressures of up to 1,500 psi.
594
G E:-..LRAL
High-Pressure Hose
High-pressure hose, conforming to MIL-H-8788 specifications has a seamless synthetic rubber inner tube and either two or three carbon steel wire braid
reinforcements. This hose is covered with a smooth synthetic rubber cover
and is suitable for operating with pressures between I ,500 and 3.000 psi.
Extra-High-Pressure Hose
Extra-high-pressure hoses are used for pressures in the 3,000 to 6,000 psi
range. These hoses are reinforced with layers of spiral-wound stainless steel
wire encased in a special synthetic rubber. They can withstand temperatures
up to 400F.
Teflon Hose
Tetrafluoroethylene, also known as TFE or Teflon, is a material that is used
for the inner liner of hoses that are required to carry flu ids at temperatures up
to 400F. TFE is chemically inert, and it maintains its strength at these hig h
operating temperatures.
Medium-pressure TFE hose has the TFE inner liner covered with a stainless steel braid, and high-pressure TFE hose has the TFE inner liner covered
with several layers of spiral-wound stainless steel wire and one or more layers of stainless steel braid. The amount of reinforcement varies with the size
of the hose.
TFE hose is unaffected by any fuel, petroleum, or synthetic-base oils,
alcohol, coolants, or solvents commonly used in aircraft. Although it is highly
resistant to vibration and fatigue, its pri ncipal advantage is its high operating
strength, even at elevated temperatures. One problem with TFE hose, however, is its characteristic of taking a permanent set after it has been in service. If such a hose is temporarily removed from an aircraft, it must not be
straightened out. To prevent inadvertent straightening, its ends should be held
with a support wire, as seen in Figure 9-22.
Support wire _ __ /
Chapter 9
595
Fig ure 9-23 shows the right and wrong way of install ing flexible hose in an
aircraft fluid system.
Flexible hoses should be approximately 5% to 8% longer than the distance between 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 of Figure 9-23.
In B, we see an example of using the correct type of elbow fittings to
prevent fluid lines from making sharp bends. InC, we see the correct way to
connect a movable actuator into the aircraft hyd raul ic system. The hose must
be of sufficient length, and installed in such a way that it is not crimped in
any position of the actuator.
Wrong
Wrong
t
.........,.
:
Right
-
Right
596
G ENERAl.
cutoff wheel. Remove the outer cover 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 a fitting and tighten it securely. Lubricate the inside of the hose and the threads on the nipple, using
mineral-base hydraulic fluid for hoses that will be used with this 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 clearance
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.
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 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.
Nut
Socket
Nipple
g
1
cover with
pliers
Chapter 9
597
598
GE:"ERAL
Pipe Fittings
Many of the fittings that connect a fluid line to a component such as a pump
or valve have tapered pipe threads on the end that screw into the component.
Figure 9-26 shows an AN8 16 nipple. One end has tapered pipe threads and
the other end has the standard flare cone and threads that fit an AN8 18 nut.
When installing a fitting having pipe threads, start the fitting into the hole
for about o ne turn, and then put a small amount of thread lubricant on the
second thread from the end. Screw the fitting into the hole and tighten it
snugly. If the fitting is being screwed into an aluminum casting, it is possible
that overtightening can cause the tapered threads to crack the casting.
Nut
,.,..-0-ring
..
r
ring
gasket
Teflon
\___/
Chapter 9
599
( ...
~----- -
.
.
.J- ------t-.
I I
11
II
I I
..'
_ L l . __ ____ ._,_
'
'
:
'
.-
:: j
>-r
.:. _"
::~ I
..
.~o
~(
~'-,_ ,
'-- --- -,
:~~-~
-:
: ~t_ .. .
(r 1 )
~ r- .. ~ _ ___ _ ..
'
, -.
....
II
II
-------
>'
I I
I I
t:=>..
..
.
:: ~ I
-:-. .. I
: : { \~~ ....,.
--, .-1'-1'l,rl'l'
"' -,m,...--- - --...
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..
.~o ...
____ __ ,._ ,
'1- - - - - - -r-
,-,-------
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------- '
1.
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'
(:
- -- ---- ~
600
G ENERAL
[I
""'
JY
)/
AN -
FEATURE --+ AC
3JO
Angle
35
Yes
Recess
No
Coarser
Threads
Finer
Blue
or
Gray
Color
black
Longer
or
yellow
Body
length
Shorter
v4
v
t{ I
1\i~
AC
"" r
l J
/
Gray or yellow
Blue or black
Chapter 9
601
602
GE'\ERAL
1. \14
2. 0.61
12. below
3. 37
13. 52V2
4. corrosion-resistant steel
5. 3lg
15. cannot
6. should
16. twisted
7. is not
17. inside
8. bonded
18. Teflon
9. PHDAN
19.
604
v2
20. black
21. blue
22. AN
23. 1, 1V2
24. V6, IJ3
G ENERAL