PIATRAININGCENTRE(PTC)

Module 7 MAINTENANCE PRACTICES

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Sub Module 7.9 Pipes and Hoses

MODULE 7
Sub Module 7.9

PIPES AND HOSES

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Contents

PIPESANDHOSES..................................................................................1
PIPEBENDING.......................................................................................2
BELLING/FLARINGAIRCRAFTPIPES.......................................................4
INSPECTIONANDTESTINGOFAIRCRAFTPIPESANDHOSES................9
INSTALLATIONANDCLAMPINGOFPIPES...........................................11

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PIPES AND HOSES

Pipes and hoses can be called upon to carry a wide variety of
different fluids within an aircraft, including fuel, hydraulic and
engine oils, de-icing fluids, pitot and static air.
The pressure within these pipes can vary from ambient to 300
M Pa (300 bar or 4000 psi). All pipes and hoses must be
manufactured, installed and connected so that no leaks occur in
service, because a leak in a very low-pressure pitot air tube can
be just as dangerous as a leak in an extremely high- pressure
hydraulic line.
Rigid pipelines are, generally, made from stainless steel,
Tungum (Trade name for a high-tensile, copper alloy) and
aluminium alloy. Replacement pipelines are, usually, supplied
by the manufacturer, ready for installation, with the pipe bent to
the correct curvature and the pipe ends flared and provided with
the appropriate end fittings.

Requests for the basic pipe material will require details of the:

Metal specification (DTD, BS, AN etc.)

Outside diameter (OD)

Gauge of the wall thickness (SWG)

Length of pipe required.

Flexible hoses are obtained from the aircraft manufacturer using

the aircrafts Illustrated Parts Catalogue (IPC). It is possible that,
in certain circumstances, a replacement hose can be
manufactured in a workshop or hose bay. Approval to
manufacture the replacement hose must be sought from the
aircrafts manufacturer.

In certain circumstances, it may be permissible to manufacture

new pipelines from lengths of pipe. A new pipeline will be made,
by cutting the basic pipe to the correct length, attaching the
correct couplings and expanding the ends by the use of a flaring
tool.

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PIPE BENDING
To lessen the possibility of the pipe wall kinking when it is being
bent, it may be filled with a special alloy, which can be removed
after the bending operation. These alloys are known as fusible
alloys, some of which melt below 100 C and can, therefore, be
melted out by immersion in boiling water.

The complete removal of the fusible alloy from the pipe is

extremely important as its presence may lead to blockages or
corrosion and, in steel tubes, which may be subsequently heattreated, the presence of any alloy would cause inter-crystalline
cracking.

The pipe is oiled first, to prevent the alloy adhering to the tube
wall. It is next plugged at one end, pre-heated and then filled
with the melted alloy. Once cooled, the pipe can then be bent as
required.

Simple Bending Jigs

After bending, the pipe should be unloaded, by immersing it in

boiling water until all the alloy has run out. The pipe must then
be cleaned internally to ensure that any alloy adhering to the
walls of the pipe is removed. This is accomplished by using a
pull through with the pipe immersed in boiling water or by using
a steam cleaner.

A simple bending jig (refer to Fig. 1) is supplied with a range of

rollers and stops and the pipe is bent using the correct
combination of components checking the new pipe against
either a template or the old pipe.

Simple Bending Jig

Fig. 1
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Hand pipe-bending machines

Hand pipe-bending machines are available for pipe sizes up to
12 mm (< in) and for sizes of 12 mm to 25 mm ( in to 1 in).
A typical hand pipe-bending machine (refer to Fig. 2) would
have a matching former and guide for each pipe size in the
range, giving a bend radius of approximately four times the pipe
diameter.
A pressure indicator allows adjustment, so that when bending
thin wall pipes, there is no risk of wrinkling or flattening. The
roller ensures that the load of bending is transmitted axially to
the pipe, via the guide, which ensures that no sliding and so no
damage, takes place between the guide and pipe.
Accurate bends can be made either from a drawing or a
template, by following simple instructions when marking out the
bend. This is especially true when the bends have to be a
specific dimension from the end of the pipe or a series of bends
have to be made to produce a complex shaped pipe assembly.

Pressure Indicator

Adjustable Stop

Adjustable Screw

Former
Pipe
Guide

Pull this way to

Bend Pipe

Hand Pipe-Bending Machine

Fig. 2

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Bending Arm

Roller

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BELLING/FLARING AIRCRAFT PIPES

Flaring can be achieved only when the end of the pipe has been
accurately squared off and cleaned out. Once a flare has been
formed correctly, it should remain completely fluid tight at all
normal pressures.
Flaring tool
Pipe flaring tools; come in a variety of sizes, with a range of
pipe sizes that can be flared by each particular tool. A typical
flaring tool (refer to Fig. 3), is used to flare tubes in the range 12
mm to 25 mm (( in to 1 in). Sets of half-bushes or dies cover
the range of tube sizes for each machine. The flaring tool is
usually mounted in a hand vice or some other rigid mounting.
Once the half-bushes have been installed, the union-nut and
collar are placed onto the tube and the tube is then clamped
into the bushes, with the tube end flush with the end of the dies
or half bushes.
The threaded sleeve is slowly fed into the end of the tube whilst
simultaneously turning the expander cone via the rotation
handle. This spreads the end of the tube until it contacts the
inner face of the bushes. A correctly finished flare should leave
prescribed amount of the tube projecting from the collar.
The finished flared end with the union nut and collar can be
connected to a variety of other end fittings. These can include
other pipes, and both internal and external adapters fitted to a
number of different components.

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Half Bushes
Latch Fitting
Threaded Sleeve
Rotation Handle

Pipe
Latch Fitting
Securing Screw

Expander Cone
Rotation Handle
Expander Cone
Threaded Sleeve

Pipe Flaring Tool

Fig. 3
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Standard flared pipe couplings

Various types of standard flared pipe couplings (refer to Fig. 4),
are available in aircraft fluid systems. These couplings have
different angles and whilst they may look similar, they are not
interchangeable. The AGS system uses a 32 flare whilst the
AN system uses flares of 74 included angle. Care must be
taken to ensure that the correct couplings are fitted when
manufacturing these pipes.
Collar

Externally coned
adapter

Internally
coned adapter

Flared
pipe

Union
nut
Pipe to external
cone adapter

Spherical-ended
adapter nipple

Spherical-ended
adapter nipple

Sleeve

Pipe to internal
cone adapter

Pipe to pipe

Standard Flared Pipe Couplings

Fig. 4
For Training Purpose Only

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Flareless couplings
The flaring operation leaves the tube end in a stressed condition
which, as the flare takes a large amount of the vibration
loadings, can result in fatigue failure.

Hooked Sleeve

Under-ightened pre-set
To overcome this situation, the flareless coupling was
introduced. The flareless coupling, achieves its sealing
properties by the deformation of a sleeve, built into the coupling
(refer to Fig. 5). The end of this sleeve has a sharp, hooked
shape, which is known as a pilot. It is the action of this sharp
hook, cutting into the pipe, which provides the required sealing
properties.

Correctly tightened pre-set

The individual parts of the coupling are assembled and the nut
is simply screwed down on to its union until finger tight, then
turned one further turn with a spanner.
This action bows the sleeve and causes it to bite into the tube at
its forward end.

Over-tightened pre-set

When the nut is slackened, the sleeve remains permanently

bowed and attached to the pipe. This pre-setting can be done
either with the service union or with a special hardened steel
union that is only used for pre-setting.
Flareless Pipe Coupling Pre-set
Fig. 5

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After pre-setting, the pipe should be inspected to ensure the

sleeve is correctly bowed (It is permissible for the sleeve to
rotate on the pipe).
In service, the nut should be tightened until a distinct resistance
is felt, then tightened further, - the amount depending on the
tube size and material.
Under no circumstances should the nut be tightened further to
stop any leaks, this action will permanently damage the tube
end and sleeve.

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INSPECTION AND TESTING OF AIRCRAFT PIPES AND

HOSES
Before any inspections can be done, it must be ensured that the
components are scrupulously clean and that all critical areas
are visible if the inspection is done while the component is in its
normal, installed location (in situ).
Rigid pipes should be inspected for signs of:

Date of manufacture to ensure that it is within its

prescribed life, and that it will remain so until the next
inspection

Deterioration in condition of end fittings and their threads

Flattening, kinking or twisting.

The relevant maintenance manual will state the intervals of

inspections and the criteria which must be met before rigid
pipes or hose assemblies may be considered fit for further
service.

Chafing

Corrosion both externally and internally where possible

Cracking of flared ends where appropriate

Bore testing of pipes

Deformation and Dents

Deterioration in condition of end fittings and their

threads.

Hose assemblies should be inspected for such defects as:

Pipes should be tested to ensure that the bore is clear and

dimensionally correct after forming. One method of satisfying
this requirement is to pass a steel ball, with a diameter of 80%
of the internal diameter of the pipe, through the pipe in both
directions. When the design or size of the pipe and end fittings,
makes this test impractical or when a more searching test is
required, the drawing will normally require a flow test to be
performed.

Blistering Both externally and internally where possible

Hydraulic pressure testing of pipes

Burn damage or discolouration

Chafing, circumferential cracking or crazing of the outer

cover

Hydraulic pressure testing consists of firstly carrying out a flow

test. This means a full bore flow by pumping fluid through the
pipe and checking the flow at the open end. If this check is
satisfactory, the open end should be suitably blanked.

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Once the flow test has been carried out, the oil pressure should
then be built up to that prescribed on the drawing, usually 1
times the maximum working pressure. The duration of the test
must give the pipe a chance to show any leaks or other
problems.
Pneumatic and oxygen pressure testing of pipes
These pipes are usually given an initial hydraulic pressure test,
using water as the test medium, followed by a compressed air
test that is limited to maximum system pressure. Using highpressure air during the test is very dangerous and the pipe(s)
under test should be placed behind a protective screen and/or
submerged in water.

Testing flexible hoses

Once the manufactured hose has been checked for satisfactory
physical condition, the hose must be flow and pressure tested.
The flow test will verify whether the hose inner lining is secure
and not acting as a form of non-return valve. This is achieved by
passing the fluid through the hose assembly both ways to
confirm that there is an equal and free flow.
Where a replacement hose has been manufactured in a local
hose bay, a bore test may be done, in the same manner as that
with rigid pipes, by use of a ball bearing being rolled in both
directions through the hose. In this instance, however, the
diameter of the ball should be 90% of the internal diameter of
the hoses end fittings.

Cleaning after test

After a pipe has been tested, it should normally be flushed out
using a suitable solvent, dried out using a jet of clean, dry air
and blanked off, using the approved blanks.
Pipes that will be used in high-pressure air and gaseous or
liquid oxygen systems must be scrupulously clean and free from
any possible contamination by oil or grease. It is normal to
recommend that pipes for use in these systems are flushed with
Trichloroethane or some other suitable solvent, blown through
with double filtered air and blanked-off, with the approved
blanks immediately afterwards.

The hose should then be proof-tested by capping one end of

the hose and applying the test pressure, usually twice the
working pressure, to it for between one and five minutes.

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INSTALLATION AND CLAMPING OF PIPES

Prior to installation, the pipe should be checked to establish that
it is of the correct type and that there is evidence of prior
inspection and testing. This may involve checking the
inspectors stamp and part number. Once the pipe has been
checked for signs of damage, dirt or corrosion, and found
serviceable, it must then be immediately installed.
When transporting lengths of pipe, especially long lengths, great
care must be taken not to kink or otherwise damage the pipe
prior to installation. Once in position, the pipes should be
loosely placed into position in the supporting clamps, and
adjusted so that the connections align correctly. The
connections can then be tightened up, the clamps fastened and
any bonding leads attached.
Pipe supports
Multiple pipe supports are often used to save space and these
can be made from a variety of materials, such as fibre blocks,
aluminium alloy, moulded rubber or nylon. The clamp halves are
usually joined together and attached to the aircraft structure by
bolts. It is important that the edges of the semi-circular recesses
are not sharp and are of the correct size for the pipe in use.

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In some instances, packing will be installed between the pipe

and the clamping material. This will usually be to reduce
vibration or to insulate the pipe and clamp material, if they are
likely to suffer from electrolytic corrosion.
Individual pipe clamping is usually achieved using P clips.
These are light alloy loops with a rubber sleeve, which wrap
around the pipe and are held by a single bolt to the aircraft
structure.
To avoid the risk of fretting occurring between the pipe and
various parts of the aircraft, minimum dimensions must be
observed between these components, which can be found in
the AMM. The CAAIPs list these dimensions as 6 mm (0.25 in)
from fixed structure, 18 mm (0.7 in) from control rods and 25
mm (1 in) from control cables, but the AMM must always take
precedent.
Connection of pipes
When connecting pipes with brazed, flared or flareless
couplings, there are a number of points to be considered.

Union nuts must be free to rotate and can be slid back

from the end of the pipe without fouling.

All loose items such as nipples and washers, are of the

correct type and correctly located.

All pipe ends align correctly without any undue pressure

on the pipe. (Pipes should never be forced into position,
neither should they ever be pulled-up into position by
their union nuts).
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Maintenance of pipes and hoses

The correct methods of installing pipes and hoses (refer to Fig.
6) must be followed if damage (and possibly disaster) is not to
result. Pipes attached to the airframe structure, are often
shielded and will not usually be liable to accidental damage.
Other pipes may be located in exposed positions, where they
may be susceptible to damage or corrosion.
Pipes located in wheel bays or attached to an undercarriage leg
could easily be damaged by stones and mud or corroded by
thrown-up water. Some pipes may be badly sited and may be
subject to abuse from carelessly performed and unrelated
servicing activities.
Chafing can occur in many places, such as clamps and clips, so
care must be shown to eliminate or at least reduce the chances
of this happening. Cracking of pipes can occur when pulsations
are present and/or the pipe has sharp bends. This risk must
also be considered when inspecting pipe runs.
Liquid leaks can be found by the presence of fluid, or at least
dampness, on the pipe or clamps. Gaseous leaks must be
searched for using one of the proprietary leak-detecting fluids.
The relevant AMM will give details on how a particular hose is
installed in the aircraft, but, in general, a hose should be at least
3% longer than the maximum distance between end fittings.
Consideration should also be given to the orientation of a hose
and, once correctly installed, the witness lines, marked on the
hose, should be straight.

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Structure

Hose to tight

Hose twisted and under tension

Hose correct tension

Correct and Incorrect Methods of Hose Installation.
Fig. 6

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Pipe identification tape

Once a pipe has been fitted to the aircraft, it should have
system identification tape attached to enable engineers to
identify which system each pipe belongs to. The tape comes in
rolls of about 25 mm wide and uses colours, symbols and letters
to differentiate between different pipes. A small length of the
tape is wound around the pipe at convenient points.

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