CHAPTER 10

HOSE AND TUBING FABRICATION AND

MAINTENANCE
INTRODUCTION
As an AM you are responsible for maintaining a portion of the hundreds of feet of fluid
and air lines and various hardware and seals found in modern-day aircraft. The
maintenance of these lines frequently involves fabrication and replacement of
hose/tubing assemblies. To be able to select the proper type of hose and tubing and
their hardware, you will need a basic knowledge of the type, size, and material from
which items are to be made. Hose and tubing assemblies are used to transport liquids
or gas (usually under pressure) between various components of the aircraft system.
Hose and tube assemblies are used in aircraft for fuel, oil, oxidizer, coolant, breathing
oxygen, instruments, hydraulic, and vent lines. You must be familiar with the procedures
for testing and fabricating hose and tubing assemblies, and you must recognize the
various tools and equipment and how to identify the different uses of hose and tubing in
naval aircraft.
LEARNING OBJECTIVES
When you have completed this chapter, you will be able to do the following:

1. Identify the various types of hose and hose assemblies. Identify hardware, tools,
equipment, maintenance practices, and age control requirements for naval
aircraft. Recognize maintenance practices for hose and hose assemblies.
2. Identify the various types of tubing and tubing assemblies. Recognize materials,
tools, equipment, and testing procedures used in tubing assemblies. Recognize
maintenance procedures for tubing assemblies.
HOSE AND HOSE ASSEMBLIES
Hose assemblies are used to connect moving parts with stationary parts and in
locations subject to severe vibration. Hose assemblies are heavier than aluminum-alloy
tubing and deteriorate more rapidly.
They are used only when absolutely necessary. Hose assemblies are made up of hose
and hose fittings. A hose consists of multiple layers of various materials. An example of
the hose most often used in medium-pressure applications is shown in Figure 10-1.
TYPES OF HOSE
There are two basic types of hoses used in military aircraft and related equipment. They
are synthetic rubber and polytetrafluoroethylene, commonly known as Teflon® or PTFE.

Synthetic Rubber Hose

Synthetic rubber hose has a seamless synthetic rubber inner tube covered with layers
of cotton and wire braid, and an outer layer of rubber impregnated cotton braid. The
hose is provided in low-, medium-, and high-pressure types.

10-1
 Figure 10-1 — Medium pressure synthetic rubber hose, MIL-DTL-8794.

Teflon® Hose
The Teflon® hose is made up of a tetrafluoroethylene resin, which is processed and
extruded into a tube shape to a desired size. It is covered with stainless steel wire,
which is braided over the tube for strength and protection. The advantages of this hose
are its operating temperature range, its chemical inertness to all fluids normally used in
hydraulic and engine lubrication systems, and its long life. At this time, only medium-
pressure and high-pressure types are available. These are complete assemblies with
factory-installed end fittings. The fittings may be either the detachable type or the
swaged type. When failures occur, replacement must be made on a complete assembly
basis.
Teflon® hose is identified by metal bands or pliable plastic bands at the ends and at 3-
foot intervals. These bands contain the hose military specification number, size
indicated by a dash (—) and a number, operating pressure, and the manufacturer's
federal supply code number. Refer to Figure 10-2.
HOSE IDENTIFICATION
Bulk hose identification will vary with the materials from which the hose is constructed. It
is important that the proper hose to be used is clearly identified by various recognizable
hose markings.

Synthetic Rubber
Synthetic rubber hose (if rubber-covered) is identified by the indicator stripe and
markings that are stenciled along the length of the hose. The indicator stripe (also called
the lay line because of its use in determining the straightness or lie of a hose) is a series
of dots or dashes. The markings (letters and numerals) contain the military specification,
hose size, cure date, and manufacturer's federal supply code number. This information
is repeated at intervals of 9 inches. Refer to Figure 10-2.

10-2
Size is indicated by a dash followed by a number (referred to as a dash number). The
dash number does not denote the inside or outside diameter of the hose. It refers to the
equivalent outside diameter of rigid tube size in sixteenths (1/16) of an inch. A dash 8
(-8) mates to a number 8 rigid tube, which has an outside diameter of one-half inch
(8/16). The inside of the hose will not be one-half inch, but slightly smaller to allow for
tube thickness. The cure date is provided for age control. It is indicated by the quarter of
the year and year. The year is divided into four quarters.
1st quarter — January, February, March
2rd quarter — April, May, June
3rd quarter — July, August, September
4th quarter — October, November, December
The cure date is also marked on bulk hose containers in accordance with Military
Standard 129 (MIL-STD-129).
Synthetic rubber hose (if wire-braid covered) is identified by bands wrapped around the
hose at the ends and at intervals along the length of the hose. Each band is marked
with the same information (Figure 10-2).

Figure 10-2 — Synthetic rubber hose identification.

Teflon® Hose
Teflon® hose is identified by metal bands or pliable plastic bands at the ends and at 3-
foot intervals. These bands contain the hose military specification number, size
indicated by a dash (-) and a number, operating pressure, and the manufacturer's
federal supply code number. Refer to Figure 10-2.

10-3
HOSE ASSEMBLY HARDWARE
Hose fittings are designed and constructed in accordance with military specifications
and military standard drawings for particular hose configurations and operating
pressures.
Fittings designated by a military standard drawing number have a particular dash
number to indicate size. The fitting dash number does not designate a size in the same
manner as a hose dash number. The fitting dash number corresponds to the dash
number of the hose so that both will match at the critical dimensions to form a hose
assembly.
Materials used in the construction of fittings vary according to the application. Materials
include aluminum, carbon steel, and corrosion-resistant steel. Fittings that qualify under
one military document may be produced by several manufacturers. Two methods or
styles are used to secure the hose fitting to the hose.
They are the reusable and swage or crimp style.

Reusable Style
The preferred reusable style has modified internal threads in the socket to grip the hose
properly. The fitting can be disassembled from a hose assembly and reused on another
hose, provided it passes an inspection for defects. Reusable style fittings are authorized
replacement fittings for replacement hose assemblies.

Swage or Crimp Style

Some hose assembly manufacturers use a swage or crimp style. This style requires the
socket to be permanently deformed by an electric- or hydraulic-powered machine. The
deformed socket and related hardware are to be scrapped.
HOSE FITTINGS
Hose fittings are assemblies of separate parts. These parts are the nipple, socket,
swivel nut or flange, and sleeve. The nipple is the part that fits the inside diameter of the
hose. Nipples have three configurations for the hose-to-tube or component surface-
sealing portion. They are the flared, flareless, and flanged configurations, as shown in
Figure 10-3. The socket fits over the outside diameter of the hose and secures one end
of the nipple to the hose. The swivel nut or flange secures the other end of the nipple to
the mating connection in the fluid system. For Teflon® hose, some manufacturers have
a sleeve in addition to the nipple, socket, and nut or flange. See Figure 10-4 for
illustrations of Teflon® hose fittings and sleeves. Individual parts produced by each
manufacturer may have unique characteristics and tolerances that prevent
interchangeability between parts. Nipples and sockets from one manufacturer to
another should not be intermixed.
Hose fittings are identified by applicable military specification (MS) and manufacturer's
name or trademark on fittings and nuts. Flared or flareless fittings and nuts are color-
coded to show materials or material finishes. See Table 10-1.

10-4
 Figure 10-3 — Synthetic hose fittings.

IDENTIFICATION OF HOSE ASSEMBLIES

All hose assemblies are identified by tags, bands, or tapes. Some identifications are
permanently marked while others are removable. Removable tags, bands, or tapes
should not be installed on hose assemblies located inside fuel and oil tanks or in areas
of an aircraft where tags, bands, or tapes could be drawn into the engine intake. Hose
assemblies are either commercially manufactured or locally fabricated.

10-5
Figure 10-4 — Teflon® hose fittings.

10-6
 Table 10-1 —Hose Fitting Color and Material Code

Flared Fittings MIL-F-5509 Color Material Code

Aluminum Alloy 2014 and 2024 (1) Blue D (Optional)

Aluminum Brown W (T-73)
Steel Black
Copper Based Alloy Natural Cadmium Plate if
applicable
Corrosion Resistant Steel None
Class 304 J
Class 316 K
Class 347 S
Titanium Alloy Gray T
NOTE
(1) Duplex steel may distort color of aluminum anodize

Flareless Fittings SAE AS 18280 Color Material Code

Aluminum Alloy 2014 and 2024 Green D
Aluminum Alloy 7075 Brown W (T-73)
Carbon Steel Yellow (result of chromate
treatment)
4130 Steel Forging F
Stainless Steel Natural Finish
Class 304 J
Class 316 K
Class 321 R
Class 347 S
Titanium Alloy Gray T

Commercially Manufactured
Commercially manufactured hose assemblies are made from synthetic rubber or
Teflon®. The assemblies are identified by a band near one end of the assembly. This
band identifies the assembly manufacturer's code or trademark and military
specification (MS) part number (including dash size), operating pressure (in pounds per
square inch, psi), date of assembly (in quarter and year), hose manufacturer's code
number (if different from assembly manufacturer), and the cure date of the hose
manufacturer (in quarter and year).
10-7
The assembly date is indicated by the letter A, followed by the quarter of the year, the
letter Q, and ends with the last two digits of the year. For example, hose assemblies
fabricated during June 2004 are marked A2Q04. When a decal or band is used that
states "assembly date," the A may be omitted. Assembly date information is also
indicated on the unit, intermediate, and shipping containers containing a single item.
Exterior shipping containers that contain major assemblies made up of two or more
assemblies with rubber items are identified by the oldest assembly in the container.
Commercially manufactured Teflon® hose assemblies are identified by a permanently
marked and attached band on the assembly. The band contains the assembly
manufacturer's name or trademark, hose manufacturer's federal supply code number,
hose assembly part number, operating pressure-in psi, pressure test symbol (PT), and
the date of hose assembly manufacture (in month and year).

Locally Fabricated
Hose assemblies manufactured by depot
and intermediate maintenance activities are
identified with hose assembly identification
tags or labels. The hose assembly
identification tag is a metal tag that contains
the basic hose assembly and part number,
date of fabrication (in quarter and year),
operating pressure (in psi), and
organizational code of the activity
fabricating the hose assembly. Figure 10-5
shows where this information is located. All
marking of the tag is to be done prior to its
attachment to the hose assembly. The hose
assembly identification tag should be
installed by wrapping the band snugly
around the hose, inserting the tab through Figure 10-5 — Hose assembly
the slot and pulling it tight; crimping the tab identification tags.
after bending the tab back; and finally, cutting
away the excess tab after crimping. A length
of not less than one-half inch must remain
between the tag and the end fitting after
proof pressure testing has been performed.
Labels should be used (Figure 10-6) to
identify hose assemblies located in areas
where a tag may be drawn into an engine
intake or where hose assemblies are
covered with heat-shrinkable tubing. The
label should be placed 1 inch from the
socket and a 2 1/2-inch piece of clear, heat-
shrinkable tubing, MIL-PRF-46846, Type V,
applied over the label and hose. Function
and hazard labels can be applied in the
same manner.

Figure 10-6 — Hose assembly

labels.
10-8
HOSE FABRICATION
Fabricating hose assemblies from bulk hose and reusable end fittings requires some
basic skills and a few hand tools. The skills required are the ability to follow step-by-step
instructions and to use the required hand tools.

Equipment and Tools

Fabricating hose assemblies is a function of
intermediate- and depot-level maintenance.
The intermediate and depot shops are
equipped with hose fabricating machines
(Figure 10-7) and proof-test equipment.
Each machine or equipment is supplied
with operating instructions.
The basic hand tools that are required to
fabricate hose assemblies up to 3,000 psi
operating pressure are a bench vise, a
hose cutoff machine, open end wrench
sets, a sharp knife, slip joint pliers, an oil
can for lubricating oil, a marking pencil, a
small paint brush, masking or plastic
electrical tape, a steel ruler, a thickness
gauge (leaf type), and a protractor.
Mandrels are special hand tools (Figure 10- Figure 10-7 — Hose fabricating
8) that are NOT required but are machine.
recommended for fabricating hose
assemblies. During hose assembly
fabrication, mandrels can be used to
protect sealing surfaces, support inner
tubes, and guide fitting nipples into hoses.

Procedures
When failure occurs in a flexible hose
equipped with swaged end fittings, the unit
is generally replaced without attempting a
repair. The correct length of hose, complete
with factory-installed end fittings, is drawn
from supply.
When failures occur in hose assemblies
equipped with reusable style end fittings,
the fabrication of the replacement unit is the
function of the intermediate and depot
organization levels. Undamaged end fittings
Figure 10-8 — Mandrel kits.
on the old length of hose may be removed
and reused; otherwise, new fittings must be
drawn from supply along with a sufficient
length of hose.
The following assembly procedures are for instructional purposes only. When
fabricating hose assemblies, the Aviation Hose and Tube Manual, NAVAIR 01-1A-20,
10-9
should be used. Hose assembly part number MS 28741-80164 (Figure 10-9), per MIL-
DTL-8795, is shown here as an example of fabrication procedures.

Figure 10-9 — Synthetic rubber medium-pressure hose assembly.

The first step is to determine the necessary hose length from Table 10-2 and Figure
10-10. The circumference of the hose should be wrapped with masking or plastic

Figure 10-10 — Determining hose assembly length. 10-10

electrical tape at the cutoff to prevent flare-out of braid if the hose outer cover is wire
braid. Hose with rubber or fabric outer cover does not require wrapping with tape. The

Table 10-2 — Hose Cutoff Factor (In Inches)

hose should be measured to the required length and cut off square, using the cutoff
machine (Figure 10-7). After cutting, the hose should be blown clean with filtered shop
air. The tape should be removed and the socket clamped in a vise (Figure 10-11). It is
important not to over tighten the vise on thin-walled lightweight fittings. The hose should
be screwed into the socket using a twisting, pushing motion until the hose bottoms on
the socket shoulder. The hose should then be backed out ¼ of a turn. The nipple and
nut should be assembled with a standard adapter of the same size and thread (Figure
10-12). The inside bore of the hose and the outside surface of the nipple should be
lubricated with hydraulic fluid, MIL-PRF-5606H, MIL-PRF-83282C, or MIL-PRF-6083
(Figure 10-13). The socket with the hose should then be clamped into a vise and the
nipple assembly inserted into the hose and socket by using a wrench on the hex of the
insertion tool. The nipple assembly should be turned clockwise until the nut-to-socket
gap is between 0.005 and 0.031 inch. The gap allows the nut to turn freely about its axis
(Figure 10-14). The insertion tool must be removed from the assembly. The procedure
should be repeated for hose assemblies with straight fittings on both ends.

PREFORMED HOSE ASSEMBLIES — Medium-pressure Teflon® hose assemblies are

sometimes preformed to clear obstructions and to make connections using the shortest
possible hose length. Since preforming permits tighter bends that eliminate the need for
special elbows, preformed hose assemblies save space and weight. Preformed hose
assemblies must be procured from a qualified commercial source (source code P
series). When preformed hose assemblies are unavailable and could cause a work
stoppage, fabrication by depot and intermediate maintenance is authorized.

10-11
Figure 10-11 — Hose insertion. Figure 10-12 — Nipple and nut
assembly.

Figure 10-13 — Assembly Figure 10-14 — Nipple assembly

lubrication. adjustment.

10-12
PROTECTIVE COVERS — Some hose
assemblies are located in areas where
temperatures exceed the capabilities of the
hose material. Protective firesleeves
(covers) should be installed (Figure 10-15)
over these hose assemblies. Firesleeves
do not increase the service temperature of
hoses, but protect the hose from direct fire
long enough to allow the appropriate action
to be taken. The sleeve is composed of Figure 10-15 — Firesleeve.
fiberglass. It is impregnated and overlaid
with a flame-resistant silicone rubber.

Cleaning
Fabricated hose assemblies should be cleaned and visually inspected for foreign
material before and after proof testing. Cleaning should be done with cleaning fluid or a
detergent solution.
In cleaning hose or hose assemblies, the cleaning procedures used depend upon the
cleaning material selected for cleaning. The preferred cleaning method is one that also
uses the preferred cleaning material, MIL-PRF-680, Type II.

CAUTION
Oxygen hose assemblies must be cleaned and tested by
qualified aviation equipment personnel in accordance with
NAVAIR 13-1-6-4 before installation in weapons systems.
Degreasing Solvent MIL-PRF-680 is combustible and
should be kept away from open flames. It should be used in
a well-ventilated area. Personnel should wear rubber
gloves and chemical or splash proof goggles. Skin contact
should be avoided and the local safety office consulted
regarding respiratory protection.

The hose or hose assembly should be immersed or flushed using MIL-PRF-680, Type
II, solvent or equivalent. The exterior of the hose or hose assembly should then be
brushed with a nylon or similar synthetic bristle brush that has a corrosion-resistant
core. The core (and at least the first inch of hose) should be brushed with a brush that
has a diameter of at least 1/16 of an inch larger than the fitting bore. The hose or hose
assembly should be flushed with MIL-PRF-680, Type II, solvent or equivalent. Next, the
cleaning fluid should be drained from the hose or hose assembly and blow-dried with
dry, filtered, oil-free air or nitrogen. If the hose or hose assembly is not to be cleaned
further or proof tested immediately, protective closures should be installed.

10-13
Proof Pressure Testing
Hose assemblies must be proof pressure tested after fabrication. Ballistic and oxygen
hose assemblies must be cleaned and tested by qualified aviation equipment personnel
in accordance with NAVAIR 13-1-6-4 before installation in weapons systems.
All safety rules should be observed when proof pressure testing hose assemblies by
following the procedures shown below.
The hose assembly should be cleaned by selecting the test media from Table 10-3.
Next, the proof pressure should be selected. See Table 10-4 containing a section of the
typical hose assembly proof pressure test data sheet.
One hose assembly should be tested at a time. Several hose assemblies that require
the same proof pressures may be tested together, if they are connected in series with
adapters.
Unless otherwise directed, a manifold hose assembly that contains different sizes or
types of hose will be tested at the lowest proof pressure required by any one size or
type contained in the manifold. Hose assemblies should be arranged as close to the
horizontal position as possible. Trapped air should be allowed to escape when testing
hose assemblies in a liquid test medium. When testing an air or gas medium, hose
assemblies should be tested underwater so that trapped air can escape from the hose's
braided outer covers. Hose assemblies with a firesleeve do not require the underwater
test. The pressure cap should be tightened and proof pressure applied for a minimum of
30 seconds, but no longer than 5 minutes. Leakage should be checked while
maintaining proof pressure.
After the completion of the proof pressure test, the hose assembly should be drained
and cleaned and protective closures installed. Next, the identification tag should be
installed and the hose assembly prepared for installation or storage.

Table 10-3 — Proof Pressure Test Media

10-14
Table 10-4 — Hose Assembly Proof Pressure Test Data

10-15
TEST STANDS
All flexible hose manufactured in the shop must be hydraulic or pneumatic pressure
tested prior to installation in the aircraft. Two types of hose test stands are the hydraulic
component test stand A/F27T-10 and the CGS Scientific.

Hydraulic Component Test Stand A/F27T-10

The component test stand shown in Figure
10-16 is manufactured by Dayton T. Brown,
Incorporated. This test stand is designed
especially for manual and computer aided
test and evaluation of a wide variety of
hydraulic and electrohydraulic components
at operating pressures up to 8000 psi and
static proof testing pressures up to 16000
psig.
Figure 10-16 — Hydraulic
The hydraulic static circuit provides fluid to component test stand A/F27T-10.
the unit under test (UUT) for proof pressure
testing at pressures to 16,000 psig. Proof pressure is regulated by the remote valve
operator (RVOP) control device through the dc motor controller (DCMC) under control
of the data acquisition control module (DACM) or manual switch panel. The static circuit
provides status and measurement signals (proof pressure and valve position) to the
DACM. The static circuit proof pump is driven directly by the boost pump shaft.
The pneumatic static circuit supplies pressurized nitrogen (N2) to the UUT, through port
P8, for testing. Nitrogen for the pneumatic
static circuit is supplied from a nitrogen gas
bottle. Nitrogen at pressures up to the bottle
pressure is regulated by the operator-
controlled HC N2 regulator valve PRV3
installed in the test sink area. Regulator
valve assembly PRV3 is initially connected
to Test Port P23 and then connected to the
UUT at the outlet port of PRV3, Figure 10-
17.
Regulated nitrogen pressures up to bottle
pressure are then achieved by manually
adjusting the PRV3 relief valve control. For
pressure requirements exceeding the
existing bottle pressure, the pneumatic
circuit uses a 75 to 1 ratio gas booster,
driven by pressurized service air (shop air
supply), to boost the pressure up to a Figure 10-17 — Instruments and
maximum of 8000 psig. controls.
Pneumatic pressure developed for the UUT is
regulated by the RVOP control device through
the DCMC under control of the DACM. The pneumatic static circuit sends status and
measurement signals (pressure and valve position) to the DACM.

10-16
 CAUTION
Refer to the technical manuals NAVAIR 17-600-T10-6-1
pre-operational check list and the NAVAIR 17-600-T10-6-2
(Table 10-5) periodic maintenance requirement cards prior
to operation.

Table 10-5 — A/F27T-10 Technical Manual

10-17
Hose Burst Test Stand (CGS Scientific)
The hose burst test stand, shown
in Figure 10-18, is manufactured
by CGS Scientific Corporation.
This test stand provides a means
for pressure testing of aircraft
hose assemblies of various
lengths and sizes. Hydraulic
pressure up to 15,000 psi and
pneumatic pressure up to 1,500
psi are available for the testing of
the hoses. The test stand is a
completely self-contained unit
mounted on legs that permit
bolting to the deck. Access doors
and removable panels provide
easy access to all components
for maintenance. Figure 10-19
shows the controls and
instruments, and Table 10-6 lists
the functions of each.
Technicians should be familiar
with these controls and
instruments before using the test Figure 10-18 — Aircraft hose burst test
stand. To operate the hose burst stand CGS Scientific.
test stand (CGS Scientific), the
procedures listed below should be followed.

Figure 10-19 — Controls and instruments.

10-18
 Table 10-6 — Functions of Controls and Instruments

Index Nomenclature Function

No.
1 Air supply shutoff valve.
2 High-pressure air gauge
(0-2,000 psi)
3 Regulated air pressure
gauge
(0-160 psi)
4 Selector valve
5, 6 High-pressure oil gauge
(0-2,000 and 0-20,000
psi)
7 Gauge shutoff valve
8 Manifold bleed valve
9 Manifold bypass valve
10 Fluid flow sight gauges
11 Air booster inlet valve
12 Air pressure regulator
13 Air booster shutoff valve
14 High-pressure air bleed
valve
15 Water shutoff valve
Used for turning on and shutting off the shop air supply
to the test stand.
Indicates the air pressure being applied to the hose
undergoing pneumatic test. A red follower pointer
indicates the maximum pressure applied to the hose. A
manual reset knob is provided for resetting the follower
pointer to zero.
Indicates the regulated air pressure being supplied to
the oil boost pump or the air boost pump.
Selects regulated air supply for the oil boost pump
(hydraulic testing) or the air boost pump (pneumatic
testing).
Indicates the hydraulic pressure being applied to the
hoses undergoing hydraulic test. A red follower pointer
on each gauge indicates the maximum pressure
applied to the hoses. A manual reset knob is provided
on each gauge for resetting the follower pointer to zero.
Provides a means for shutting off pressure to the 0-
2,000 psi oil pressure gauge when using test pressures
in excess of 2,000 psi.
Used for bleeding air from the test hoses and manifolds
before applying full hydraulic test pressures. Also used
to release hydraulic pressure in the test hoses and
manifolds after test.
Bypasses the manifolds when turned on. Used to
relieve pressure on the manifolds at the completion of
test.
Provides a means for detecting air bubbles in the
hydraulic oil passing from the bleed valve to the oil
reservoir.
Used to turn on and shut off the unregulated air supply
to the air boost pump.
Used for setting the input air pressure to the oil boost
pump during hydraulic testing to give the desired
hydraulic test pressure. Also used for setting the input
air pressure to the air boost pump during pneumatic
testing to give the desired pneumatic test pressure.
May be turned off after pressure is built up in the test
hose; it holds the test pressure and permits the air
booster to be shut down.
Provides a means for releasing the air pressure in the
test hose after test.
Used for turning on the water to fill the pneumatic test
chamber.

10-19
Before performing the following preliminary adjustments, it is important to ensure the air
and electrical systems are energized and the reservoir oil level is checked. If the
reservoir is not full, hydraulic oil should be added. The manifold bypass valve should be
closed. The manifold bleed valve should be opened. The air booster inlet valve should
be closed. The high-pressure air bleed valve should be checked that it is closed. The air
pressure regulator should be set for minimum pressure (fully counterclockwise). The
gauge shutoff valve should be turned on and the red follower needles on the gauges
should be set to zero.
INSTALLING HOSE LINES FOR TEST — For the hydraulic testing of hoses, the
following actions should be taken. The Plexiglas door on the hydraulic test chamber
should be opened. The plugs should be removed from the manifold ports. After the
proper size adapters for the hose lines being tested are selected, they should be
installed in the manifold ports. The hose lines to be tested should be connected
between the two manifolds and the hinged door at the top of the test chamber closed.

NOTE
The distance between the manifolds is adjustable for
various hose lengths. Loosen the thumbscrews that secure
the rear manifold and slide it backward or forward on the
tracks to obtain the desired distance.

For the pneumatic testing of hoses, the following actions should be taken. The two side
bolts that secure the pneumatic chamber in the retracted position should be unlocked.
The chamber should be pulled out to the extended position and secured with the two
side bolts. The two doors at the top of the pneumatic chamber should then be unlatched
and opened. The hinged screens inside the chamber should be opened. After selecting
a suitable adapter, the hose to be tested should be joined to the connection in the
chamber. A suitable plug should be used to seal the opposite end of the test hose. The
hinged screens should then be closed. And finally, the doors at the top of the chamber
should be closed and locked.
CGS SCIENTIFIC TEST PROCEDURES — Hose lines should be tested in accordance
with the applicable military specification. Each hose specification gives proof test
pressures and other pertinent data for that particular type of hose. Hydraulic testing
should be performed as follows: All of the preliminary adjustments should be made and
the test hoses installed as previously described. The selector valve should be turned to
the oil boost pump position and the air supply shutoff valve should be turned on. The air
pressure regulator should be slowly opened until air-free oil passes through the fluid
flow site gauge—then the manifold bleed valve closed. The pressure on the test hoses
should be increased to the specified value by adjusting the air pressure regulator until
the desired pressure is indicated on the high-pressure oil gauges.
To perform pneumatic testing, these procedures should be followed. All preliminary
adjustments should be made and the test hoses should be installed as previously
described. The air booster inlet valve should be turned on. It is important to make sure
the air booster shutoff valve is turned on. Next, the selector valve should be turned to
the air boost pump position. The air supply shutoff valve should be turned on. The

10-20
pressure on the test hose should be increased by adjusting the air pressure regulator
until the desired pressure is indicated on the high-pressure air gauge.

CAUTION
If pressure will exceed 2,000 psi, turn off the gauge shutoff
valve. This shuts off the pressure to the 0-2,000 psi high-
pressure oil gauge. Continue to read the 0-20,000 psi
gauge. The test hoses may be observed through the
Plexiglas window in the test chamber door while under test
pressure. The pressure may be increased during test by
adjustment of the air pressure regulator.

CAUTION
Keep the test hose at test pressure for 2 minutes before
turning on the water shutoff valve. A ruptured test hose with
water in the pneumatic chamber could cause injury to
personnel.

The water shutoff valve should be turned on and filled to the level inside the test
chamber. The test hose should be observed for air leaks through the shatterproof glass
windows at the top of the test chamber. Air bubbles rising in the water indicate a leaking
hose or fitting. When the pnematic test is completed, the operation of the test stand
should be stopped. The air pressure regulator should be adjusted for a zero reading on
the regulated air pressure gauge. The air supply shutoff valve should then be shut. The
manifold bypass valve should be opened. When the high-pressure oil gauge indicates a
zero pressure, the test chamber door should be opened and disconnected and the test
hoses removed.
After the pneumatic test is completed, the operation of the test stand should be stopped.
The air pressure regulator should be adjusted for a zero reading on the regulated air
pressure gauge. The air supply shutoff valve should be shut off. The high-pressure air
bleed valve should be opened. When the high-pressure air gauge indicates a zero
reading, the water should be drained by using the drain valve at the bottom of the
chamber.
The test chamber doors should be opened and the test hose disconnected.
MAINTENANCE
Maintenance of hose and hose assemblies at the organizational level is limited to
contamination control, preventive maintenance, removal, installation, or replacement.
Proper maintenance practices can minimize the problems that might occur with regard
to hose and hose assemblies.

Maintenance Practices
Hose or hose assemblies should not be used as foot or hand holds. Hose or hose
assemblies should not lay where they can be stepped on or run over by vehicles.
Objects should not be laid on hose or hose assemblies. The swivel nut should be turned
10-21
when loosening or tightening fittings. The socket should only be held to prevent the
hose from turning. All necessary turnoff or shutdown procedures should be performed
as outlined in the applicable maintenance instruction manuals (MIMs) or technical
directives before removing any hose or hose assembly. All open ends of the hose, hose
assemblies, and fittings should be covered with protective closures. It is important to
ensure any hose, hose assemblies, or connection points are cleaned before installation.

Preventive Maintenance
Preventive maintenance consists of periodic inspection and correction of hose and hose
assembly faults. In this process, it is important to check for leaks, wear, and
deterioration. Special attention must be paid to hose or hose assemblies and clamps.

Checking For Leaks

Hose or hose assemblies should be replaced when leaks are found to be caused by
damage to any part of a hose or hose assembly; poor seating or damaged threads of
the socket or nipple assembly, which causes the fitting to leak; or excessive torque. If a
leak appears in the swivel nut area, it should be checked that the swivel nut is properly
torqued. If necessary, the fitting should be disconnected and checked for contamination
or damage. If the leak persists after cleaning, and the swivel nut is properly torqued, the
hose assembly should be replaced.

Checking For Wear and Deterioration

Hose and hose assemblies should be checked for signs of wear and deterioration. Any
hose or hose assembly should be replaced when a chafe guard appears worn or shows
signs of cracking; when a firesleeve is worn through, torn, cut, or oil soaked; when hose
or hose assembly has weather protective coatings or sleevings that are worn, cracked,
or torn, thus exposing the hose or hose assemblies to corrosion.

Checking Hose or Hose Assembly Installations

Hose or hose assembly installations should be checked carefully. Proper routing and
clamping in accordance with applicable MIM is mandatory. If retaining wires on swivel
nuts are backed out, the hose assembly should be replaced. The lay line should be
observed and the hose checked for kinks or twists. A kinked hose or hose assembly
must be replaced. A twisted hose or hose assembly may be relieved by loosening
clamps and swivel nuts, and then the hose straightened by hand. The swivel nuts
should be retorqued and the clamps tightened. A preformed hose, or hose assembly,
may have a smaller bend radius. It is important not to attempt to straighten preformed
hose or hose assemblies. Excessive bends or signs of chafing may be due to loose,
oversize, or worn clamps. Oversized or worn clamps should be replaced and the clamp
tightened without squeezing the hose.

Checking Clamps
The clamps should be checked to make sure they are the correct type and size, the
position of the hose is correct within the clamp, and the cushion material is positioned
correctly. The hose and clamps should be repositioned as needed. Cushion material
should NOT lodge between end tabs of a closed clamp. Clamps with fuel-resistant
cushioning should NOT be used unnecessarily, as this type of cushioning material
deteriorates rapidly when exposed to air.

10-22
Removing Hose Assemblies
Hose or hose assembly removal procedures must include contamination control
procedures as well as actual removal procedures to prevent contamination to the
opened system.
CONTAMINATION CONTROL PROCEDURES — Contamination control procedures
should be performed before removing any hose or hose assemblies. Approved solvents
and clean, lint-free cloths should be used to clean the affected area and fittings wiped
down to remove excessive contaminants. A suitable container should be used to catch
spilled fluid. Replacement hose, hose assemblies, or protective closures should be kept
on hand for installation when hose or hose assemblies are disconnected. If hose
replacement is not practical, hose or hose assembly ends should be capped or plugged
immediately after disconnecting.
REMOVAL PROCEDURES — Once contamination control has been accomplished,
removal of hose and hose assemblies can begin. All supporting clamps should be
removed from the hose or hose assembly. If present, the lockwire should be removed
from the swivel nuts. Swivel nuts should only be turned to disconnect the hose
assembly. It is important to loosen nuts carefully to avoid damage. The hose assembly
is disconnected by using two open-end wrenches. One is to grip and prevent turning of
the fitting to which the hose assembly is connected, and the other is to loosen the swivel
nut.
Hose and hose assemblies (particularly Teflon®) have a tendency to become set to
shape in service. Some Teflon® hose assemblies are deliberately preformed during the
fabrication process. A preformed hose should never be straightened. The preformed
areas should be protected from distortion by a restrainer. The restrainer may be of wire,
metal, plastic forms, or any other suitable device to retain the preformed configuration.
Protective closures should be installed to seal open parts of hydraulic lines and ends of
removed hose or hose assemblies.

Installing Hose Assemblies

When installing hose or hose assemblies, it is important that certain practices or
procedures are followed to prevent premature failure of hose or hose assembly or
possible injury. Before actual installation procedures, there are guidelines for installing
hose or hose assemblies. The replacement hose or hose assembly must be a duplicate
of the one removed in length, outside diameter, material, type, contour, and associated
markings.
Only fluid conforming to MIL-PRF-5606H, MIL-PRF-83282C, or MIL-H-81019 is to be
used on hydraulic or pneumatic hose installations. Oil of any type should NEVER be
used on a self-sealing hose as an aid to installation. Compatible oil, approved for the
purpose, may be used on all other types of fuel, oil, and coolant hose installations.
When hose or hose assemblies are handled or installed, injuries can occur to hands or
the hose can be damaged if it is kinked. Care should be taken to prevent situations
where injuries or kinking can occur. A hose that is bent to a smaller radius than
specified might cause kinking. See Table 10-7.
A preformed hose assembly, or one that has become set-to-shape of its operating
position, is straightened or handled without a protective restraint. A hose or hose
assembly that is twisted during handling, removal, or installation can easily cause
kinking.

10-23
 Table 10-7 — Hose Minimum Bend Data

PREINSTAL LATION PROCEDURES — The hose or hose assembly should be

checked before installing it to make sure that identification bands and protective
closures are present as required after proof pressure testing. The hose should be
inspected for proper type and size, and for aging (signs of deterioration such as cracks,
discoloration, hardening, weather checking, or fungus). The braid should be checked for
two or more broken wires per plait, or more than six broken wires per linear foot. An
inspection should be performed for broken wires where kinking is suspected. Evidence
of internal restriction of tube due to collapse, kinking, wire-braid puncture, or other
damage can be found by using one of the following methods of inspection: For straight
hose assembly, a light can be inserted at one end and visually inspected from the
opposite end. For elbow fitting on both ends (practical for larger sizes only), a flexible
inspection light can be inserted into one end and visually inspected from the opposite
end using a small, angled, dental-type mirror. The hose should be examined for any
separation of covers or braids from inner tube, or from adjacent covers or braids. During
inspection, it is important to look for flaring or fraying of braid; blisters, bubbles, or
10-24
 Figure 10-20 — Hose twist. Figure 10-21 — Hose slack.

bulging. Signs for corrosion should also be checked. A hose that has carbon steel wire
braid is subject to corrosion, which may be detected as brownish rust coloration
penetrating the outer braid.
End fittings should be inspected for Table 10-8 — Swivel Nut Installation
proper type and size, corrosion and Torque (Inch-Pound) for Flared and
cleanliness, nicks, scratches, or other Flareless Fittings.
damage to the finish that affects
corrosion resistance. It is also
important to look for damage to
threaded areas, damage to cone-seat
sealing surfaces, damage to flange
fittings, warping of flange, and for nicks
or scratches on the sealing surface or
gasket.
INSTALLATION PROCEDURES —
The protective closures should be
removed from hydraulic lines, hose, or
hose assemblies. When possible, hose
or hose assemblies should be installed
so the identification markings are
visible. Hose or hose assemblies must
be installed without twisting, chafing, or
over bending (Figure 10-20).
Bend radius is contained in Table 10-7.
Greater bend-radius is preferred where
possible. Hose or hose assemblies
should be installed with a slight bow or
slack to compensate for contraction
pressure on the line (Figure 10-21).

10-25
When connecting hose or hose assemblies to an engine or an engine-mounted
accessory, 1 ½ inches of slack or a suitable bend between the last point of support and
the engine or accessory attachment should be provided. Swivel connector nuts should
be finger tightened to avoid stripping threaded areas of fittings. Before applying final
torque to end fittings, it is important to make sure hose assemblies are properly aligned
and free of twists and kinks. Tightening
should be accomplished by using torque
values specified in applicable MIMs. Table
10-8 is a guide for installation torque of
flared and flareless fittings.
The fitting should be held stationary with
one wrench, and a torque wrench used to
tighten the swivel nut. When applying final
torque, the hose should be held manually to
prevent rotation and scoring of the fitting's
sealing surface. The swivel nut (if
applicable) should be lock wired. To avoid
abrasion and kinking where flexing occurs,
flexible hose or hose assemblies should be
supported by routing and clamping hose or
hose assembly securely (Figure 10-22).
Over tightening clamps will squeeze or
deform hose. Cushion-type clamps should be Figure 10-22 — Hose clamp
used to prevent hose chafing. See Figure 10- mounting.
23.
It is necessary to make sure support clamps do not restrict hose travel or subject hose
or hose assembly to tension, torsion, compression, or sheer-stress during flexing
cycles. Where flexing is required
in an installation, the hose
should be bent in the same
plane of movement to avoid
twisting. The minimum bend
radius should be greater by a
factor of "N" than the minimum
bend radius for a nonflexing
hose for hose assemblies
required to flex at a bend
(Figure 10-24).

Age Control and Service

Life
Hose or hose assemblies
fabricated from age-sensitive
materials are subject to age
control. The following definitions
are provided to clarify age
control, acceptance life, shelf
life, and service life:
Figure 10-23 — Clamp installation.

10-26
 Figure 10-24 — "N" factor for flexing bends.

• Age control—This refers to the efforts made during manufacture, purchase, and
storage of age-sensitive items and parts made from natural or synthetic rubber
materials to assure conformance to the applicable material and performance
specifications. Age control is further defined in terms of acceptance life and shelf
life.
• Acceptance life—This is the period of time from cure date to the procuring
activity's (organizational-, intermediate-, or depot-level activity) date of
acceptance.
• Shelf life—This refers to the period of time from the date of acceptance or
delivery by the organizational-, intermediate-, or depot-level activity to the date of
use.
• Service life—This is the period of time from the date of installation to the date of
removal. Installation date of the hose or hose assemblies must be identified by a
tag. See Figure 10-5.

Acceptance Life and Shelf Life for Synthetic Rubber Hose and Hose
Assemblies
The acceptance life (MIL-STD-1523) and shelf life (DOD 4140.27M) for synthetic rubber
hose and hose assemblies are established as follows:

10-27
 • Synthetic rubber hose (bulk or assembly) must not exceed 8 years (32 quarters)
from the cure date, which must be stenciled on the rubber covering of the bulk
hose or provided on an identification band on the metal braid hose or on the hose
assemblies.
• Synthetic rubber hose and hose assemblies must not exceed 5 years (20
quarters) from the date of delivery to the organizational-, intermediate-, or depot-
level activity. The repair activity maintains a record of delivery dates for bulk hose
and hose assemblies to monitor shelf life expiration dates.

NOTE
Teflon® (PTFE) rubber hose and hose assemblies do not
have shelf life limitations.

Service Life for Synthetic Rubber Hose Assemblies

Service life is 7 years (28 quarters) for synthetic rubber hoses in critical applications;
that is, medium and high-pressure synthetic rubber hoses exposed to heat, weather, or
fuel.

NOTE
Service life for Teflon® (PTFE) hose assemblies is
determined by Cognizant Field Activity and may be on a
conditional replacement or hard-time replacement.

Rejection Standards
Rejection and replacement of hose or hose assemblies after inspections are based on
the standards normally specified in the applicable MIM, maintenance requirement cards
(MRC), and depot-level specifications. Where rejection standards are not specifically
outlined or if doubt exists as to the acceptability of a hose or hose assembly, the hose
or hose assembly should be replaced.

NOTE
Teflon® (PTFE) hose assemblies are replaced only on a
conditional basis.

Storage
Hose and hose assemblies fabricated from age-sensitive materials are subject to
deterioration by oxygen, ozone, sunlight, heat, moisture, or other environmental factors.
These types of hoses and hose assemblies should be stored in a dark, cool, dry place
protected from circulating air, sunlight, fuel, oil, water, dust, and ozone (ozone may be
generated in an atmosphere where electricity is discharged through oxygen or ambient
air). Hose or hose assemblies should be stored by sealing both ends of bulk hose. Each
10-28
hose or hose assembly should also be capped or plugged and stored on racks that
support and protect them. Hose or hose assemblies should be stored so that the oldest
items are issued first.

CAUTION
Do not store hose or hose assemblies in piles.
Improper storage will cause accelerated deterioration due
to both heat and moisture factors.

TUBING ASSEMBLIES
Tubing assemblies are used to transport liquids or gas (usually under pressure)
between various components of the aircraft system. Tube assemblies are used in
aircraft for fuel, oil, oxidizer, coolant, breathing oxygen, instruments, hydraulic, and vent
lines. It is important for handlers to be familiar with the procedures for testing and
fabricating tubing assemblies, and handlers must recognize the various tools and
equipment and how to identify the different uses of tubing in naval aircraft. Tube
assemblies are fabricated from rigid tubing and associated fittings.
RIGID TUBING
The tubing used in the manufacture of rigid tubing assemblies is sized by outside
diameter (OD) and wall thickness. Outside diameter sizes are in sixteenth-inch
increments; the number of the tube indicates its size in sixteenths of an inch. Thus, No.
6 tubing is 6/16 or 3/8 inch; No. 8 tubing is 8/16 or 1/2 inch, etc. Wall thickness is
specified in thousandths of an inch. The most common types of tubing are the
corrosion-resistant steel tubing for high pressure and the aluminum alloy tubing for high-
pressure and general-purpose.

Corrosion-Resistant Steel Tubing

Corrosion-resistant steel tubing (CRES) is used in high-pressure hydraulic systems
(3,000 psi and above) such as landing gear, wing flaps, and brakes. The tubing does
not have to be annealed for flaring or forming. The flared section is strengthened by
cold working and consequent strain hardening. Table 10-9 lists the most commonly
used corrosion-resistant steel tubing in naval aircraft and includes some of the
designations by which the corrosion-resistant steel tubing is known. Application notes
are intended as guidelines. Corrosion-resistant steel tube assemblies fabricated with
corrosion-resistant steel tubing MIL-T-6845 are authorized for repair or replacement for
any line provided no attempt is made to weld or braze the tubing. MIL-T-6845 tubing is
not to be substituted for British DTD-5016 annealed stainless steel tubing.

Aluminum Alloy Tubing

Aluminum alloy tubing is used for both high-pressure and general-purpose lines. Table
10-10 lists the most commonly used aluminum alloy tubing and its applications. Use of
aluminum alloy tubing is limited in certain areas of airborne hydraulic systems by MIL-H-
5440.
The applicable drawing and the illustrated parts breakdown should be used to
determine the correct tubing for a particular system. Aluminum alloy tube assemblies
fabricated with aluminum alloy tubing 6061-T6 are authorized for repair or replacement
10-29
for any aluminum line. MIL-T-6845 CRES tubing (304-1/8H) is a suitable substitute for
all aluminum alloy tubing when 6061-T6 is unavailable.

Table 10-9 — Corrosion-Resistant Steel Tubing

Specification
Type Condition General Usage and Applications
Tubing Material
MIL-T-8506 18-8 Low-pressure applications such as fuel lines.
Corrosion- Unsatisfactory for high-pressure hydraulic
304 Annealed
Resistant Steel lines; has high degree of resistance to
(CRES) corrosion
Unsatisfactory for use in applications
MIL-T-8504 assembled by welding, brazing or exposure to
18-8 304 Annealed temperatures higher than 800F due to
CRES impaired resistance to corrosion; used in
high-pressure hydraulic / pneumatic systems
Hydraulic / mechanical systems in tank /
304L
automotive applications; has high resistance
MIL-T-8606 (low carbon)
to corrosion and to temperatures up to
18-8 (Stabilized 321
Annealed 1500°F; suitable for applications requiring
and Low Carbon) (stabilized)
welding / brazing; when systems are to be
CRES 347
assembled with welded joints between tubes
(stabilized)
and fittings, MIL-T-8808 recommended.
304L (Low
AMS 5569 1/8 H
Carbon) Used in high-pressure hydraulic / pneumatic
systems assembled with brazed sleeve joints;
316L
suitable for use in moderately corrosive or
AMS 5584 (low carbon) 1/8 H
oxidizing environments, temperatures to
1200°F; weldable; for reasons of economy,
321 tubing for use with welded fittings and tubing
AMS 5896 1/8 H less than ¼ inch OD should be processed to
(stabilized)
321 MIL-T-8808
AMS 5897 1/8 H
(stabilized)
Used in high-pressure hydraulic / pneumatic
systems; available only in ¼ inch OD and
MIL-T-6845
larger; unsuitable for welding / brazing
18-8 304 1/8 H
applications or exposure to temperatures
CRES
above 800°F due to impaired resistance to
corrosion
Used for aircraft structural parts or similar
MIL-T-5695
1/4 H applications not requiring sharp bends or
18-8 CRES 304
1/2 H flaring; unsatisfactory for welding other than
CRE
resistance weld
Aircraft hydraulic quality, used in high-
MIL-T-8808
321 pressure hydraulic / pneumatic systems; most
18-8 (stabilized) Annealed
347 often used in these systems requiring brazing
CRES
/ welding
High pressure hydraulic/pneumatic tubing
AMS 5561
Cold requiring corrosion resistance; tubing has
21-6-9 21-6-9
Worked good oxidation resistance up to 1100°F;
CRES
weldable
AMS 5565 CRES 304 Annealed Similar to AMS-T-8506
AMS 5567 304 Annealed Similar to AMS-T-8504

10-30
 Table 10-10 — Aluminum Alloy Tubing Applications

Old New
Type General Usage and Applications
Specification Specification
CAUTION
1100 Tubing co nforming t o F ederal S pecification
-0 WW-T-700/1 shall not be used in hydraulic
-H12 systems.
WW-T-383 WW-T-700/1 Specification co vers tempers from anneal ed
-H14
-H16 to full-hard. Used mostly in O-annealed
-H18 condition. Good formability. Used where high
strength i s not nece ssary, as in l ow or
negative pressure (nonhydraulic) lines.
5052
-0 Specification co vers tempers from anneal ed
-H32 to full-hard. Used mostly in O-annealed
WW-T-787 WW-T-700/4
-H34 condition. Has good workability. Used in
-H36 medium-pressure systems (1500 psi max.)
-H38
6061
Specification co vers annealed and t hree
-0
WW-T-789 WW-T-700/6 heat-treated tempers. U sed mostly in O-
- T4
annealed and T-6. Has good workability.
-T6 (Note 1)
Specification co vers annealed and t hree
heat treated tempers used mostly in O-
AMS-T-7081 T4
annealed and T-6. Has good workability. The
6061 AI T6
6061-T6 i s used i n hyd raulic / pneum atic
3000 psi systems.
This tubing has been used typically for parts
operating under high pressure, such as
AMS 4083 6061-T6
hydraulic systems and fuel and oil l ines, but
usage is not limited to such applications.
Note 1. Only 6061-T6 is of sufficient strength to use in the repair of aluminum tubing systems.
In an emergency, the other alloys of aluminum may be used with AN fittings to make
temporary repairs only.

Table 10-11 — AN/MS Tube Fitting Color Codes

Material or Finish Color

Aluminum Alloy Blue
Carbon Steel Black
Corrosion Resistant Steel Natural
Aluminum-bronze Cadmium Plate
Titanium Natural to Grey, Depending on type and intended use.

10-31
Figure 10-25 — Typical styles of MS fittings.

Figure 10-26 — Typical styles of AN fittings. 10-32

Other Tubing
Corrosion-resistant steel 21-6-9 and titanium alloy 3AL-2.5V are presently being
incorporated into new model aircraft. Repair and fabrication of assemblies using these
materials may require special procedures. The applicable maintenance directives
should be consulted for specific details.
TUBE FITTINGS
Fittings for tube connections are made of aluminum alloy, titanium steel, corrosion-
resistant steel, brass, or bronze. Fittings are made in many configurations and styles.
The usual classifications are flared-tube fittings, flareless-tube fittings, brazed, welded,
and swaged fittings (Figures 10-25 through 10-28). Refer to Table 10-11, for
identification of fittings.
FABRICATION
Fabrication of tube assemblies consists of tube cuttings, deburring, bending, and tube
joint preparation. The procedures in this chapter are for instructional purposes only.
Information about fabricating tube assemblies is contained in the Aviation Hose and
Tube Manual, NAVAIR 01-1A-20.

Tube Cutting
When tubing is cut, the objective is to produce a square end free from burrs. Tubing
should be cut with a standard tube cutter, or the Permaswage chipless cutter.

Figure 10-27 — Typical style of Permaswage fittings.

10-33
 Figure 10-28 — Typical style of Dynatube fittings.

STANDARD TUBE CUTTER — The tube should be placed in cutter with the cutting
wheel at the point where the cut is
to be made. Light pressure should
be applied on tube by tightening
the adjusting knob. Too much
pressure applied to the cutting
wheel at one time may deform the
tubing or cause excessive burrs.
The cutter should be rotated
toward its open side (Figure 10-
29). As the cutter is rotated, the
tightening knob should be
adjusted after each complete turn
to maintain light pressure on the
cutting wheel.

PERMASWAGE CHIPLESS
CUTTER — The correct chipless
cutter should be selected
according to tubing size. The
cutter head should be rotated to
accept tubing in the cutting
Figure 10-29 — Standard tube cutter.
10-34
position. It is important to check to ensure
the cutter ratchet is operating freely and the
cutter wheel is clear of the cutter head
opening (Figure 10-30).
After the tubing is centered on two rollers
and the cutting blade, the hex key provided
with the kit should be used to turn the drive
screw in until the cutter wheel touches the
tube. The drive screw should be tightened
one-eighth to one-fourth turn. It is important
not to over tighten the drive screw. Over
tightening can damage soft tubing or cause
excessive wear or breakage of the cutter
wheel in hard tubing. The ratchet handle
should be swung back and forth through
the available clearance until there is a
noticeable ease of rotation, avoiding side
force on the cutter handle. Side force will Figure 10-30 — Permaswage
cause the cutter wheel to break. The drive chipless cutter.
screw should be tightened an additional one-
eighth to one-fourth turn, and the ratchet
handle swung back and forth, retightening drive screw as needed until cut is completed.
If neither tube cutter (standard or Permaswage) is available, a fine-tooth hacksaw
should be used to cut tubing. A convenient method for cutting tubing with a hacksaw is
to place the tube in a flaring block and clamp the block in a vise. After cutting the tube
with a hacksaw, all saw marks should be removed by filing the tube.

Tube Deburring
After the tubing is cut, all burrs and sharp
edges should be removed from inside and
outside of tube (Figure 10-31) with
deburring tools. The tubing should be
cleaned out to make sure no foreign
particles remain. A Permaswage deburring
tool may be used to remove burrs from Figure 10-31 — Properly deburred
inside of tubing. Select the correct deburring tubing.
tool and stem subassembly shown in Figure
10-32required for the size of tubing to be
deburred. In order to get free movement, the
sliding collar on the end of elastic plug can
be lubricated with light oil if necessary. The
threads should be engaged and the stem
subassembly inserted into the cutter end of
deburring tool by depressing the plunger,
and screw stem subassembly into plunger
until it bottoms and then finger-tightened.
The assembly deburring tool should be
Figure 10-32 — Permaswage
checked. The plunger and the plug should
deburring foot (typical).
then be depressed. Outside diameter should
be reduced to the same diameter as the
10-35
metal support collar on either end of elastic plug. The plunger should then be
released. Two distinct circumferential bumps will appear on the elastic plug beyond
outside diameter of the metal support collars. The tube end should be checked for
squareness. The elastic plug should be checked for wear and cleanliness and replaced
if worn or damaged. The elastic plug should be cleaned and lightly lubricated with
lubricant compatible to hydraulic fluid used in tubing. By grasping the deburring tool in
one hand (with two fingers on the collar and thumb on the plunger), the plunger should
be depressed with the thumb and an elastic plug inserted into the tube opening until the
cutter is about 1/8 of an inch from the end of the tube. If the plug fit is tight due to a
large burr on the inside diameter (ID) of the tube, the plunger end of tool should be
slowly rotated while gently pushing the deburring tool into the tube end. The plunger is
then released to allow the elastic plug to expand and seal the tube opening to prevent
chips from entering. The end of the tube should be held and the knurled body of the
deburring tool rotated in a clockwise direction while applying pressure to the cutter. The
tool should continue to be rotated until resistance decreases, indicating all burrs have
been removed from the tube ID.
Excessive deburring should be avoided, which can cause too deep a chamfer on the
tube ID. The chamfer should not exceed one-half of the wall thickness of tubing.
Relaxing pressure and rotating the deburring tool several times should produce a
smooth surface. Without depressing the plunger, the deburring tool should be eased
from tube until the first bulge of elastic plug is exposed. The tube end and the plug
should be wiped off and the tube end should be checked that it is completely deburred.
If the tube end appears satisfactory—without depressing the plunger—the deburring
tool should be removed from the tube. If the tube end is not completely deburred, the
deburring tool should be pushed back into the tube and all deburring steps repeated.

Tube Bending
The objective in tube bending is to obtain
a smooth bend without flattening the tube.
Acceptable and unacceptable bends are
shown in Figure 10-33. Tube bending is
usually done by using a mechanical or
hand-operated tube bender. In an
emergency, soft, nonheat-treated
aluminum tubing smaller than 1/4 inch in
diameter may be bent by hand to form the
desired radius.

HAND TUBE BENDING — The hand-

operated tube bender, shown in Figure 10-
34, consists of a handle, radius block, clip,
and a slide bar. The handle and slide bar
are used as levers to provide the
mechanical advantage necessary to bend
tubing. The radius block is marked on Figure 10-33 — Tubing bends.
degrees of bend ranging from 0 to 180
degrees. The slide bar has a mark that is
lined up with the zero mark on the radius
block. The tube is inserted in the tube bender, and after lining up the marks, the slide
bar is moved around until the mark on the slide bar reaches the desired degree of bend

10-36
 Interaction Available
Figure 10-34 — Bending tubing with hand-operated tube bender.

on the radius block. See Figure 10-34 for the six procedural steps in tube bending with
the hand-operated tube bender.

MECHANICALLY OPERATED TUBE BENDER — The tube bender, shown in Figure

10-35, is issued as a kit. The kit contains the equipment necessary for bending tubing
from 1/4 inch to 3/4 inch in diameter. This
tube bender is designed for use with aircraft
grade, high-strength, stainless-steel tubing,
as well as all other metal tubing. It is
designed to be fastened to a bench or tripod,
and the base is formed to provide a secure
grip in a vise.
The simple hand bender shown in Figure 10-
34 uses two handles as levers to provide the
mechanical advantage necessary to bend the
tubing, while the mechanically operated tube
bender employs a hand crank and gears. The
forming die is keyed to the drive gear and
secured by a screw (Figure 10-35).
The forming die on the mechanical tube
bender is calibrated in degrees similar to the
radius block of the hand-type bender. A
length of replacement tubing may be bent to a Figure 10-35 — Mechanically
specified number of degrees or it may be bent operated tube bender.
to duplicate the bend in the damaged tube or
pattern. Duplicating the bend of a damaged
tube or pattern is accomplished by laying the pattern on top of the tube being bent and
slowly bending the new tube to the required bend.

10-37
 NOTE
Certain types of tubing are more elastic than others. It may
be necessary to bend the tube past the required bend to
allow for springback.

Before bending aluminum alloy tubing, it should be packed with fusible alloy Federal
Specification QQ-F-838. In an emergency, when aluminum alloy QQ-F-838 is not
available, aluminum alloy tubing may be packed with shot or sand and both ends closed
with protective closures before bending. Whether sand or fusible alloy is used, all
particles should be washed or blown out after the tubing has been bent. Particles of
aluminum alloy or sand can cause serious damage to component parts.

Tube Joint Preparation

The two major tube joints are the flared
fittings and flareless fittings. Preparations for
these tube joints differ.
FLARED FITTINGS — There are two types
of flared tubing joints—the single-flared joint
and the double-flared joint. The single-flared
tube joint is used on all sizes of steel tubing
and 5052 aluminum alloy tubing that
conforms to Federal Specification WW-T-
700/6 with 1/2 inch or larger outside
diameter. The tube flaring tool (Figure 10-36)
should be used to prepare tube ends for
flaring. The tube ends should be checked for
roundness, square cut, cleanliness, and no
draw marks or scratches. Draw marks can
spread and split the tube when it is flared. Figure 10-36 — Tube flaring tool
A deburring tool is used to remove burrs from (single-flare).
the inside and outside of the tubing. Filings,
chips, and grit should be removed from inside
the tube and the tube cleaned. The fitting nut and sleeve should be slipped onto the
tube. The tube should be placed into the property size hole in the grip die, making sure
the end of the tube extends 1/64 of an inch above the surface of the grip die. The
plunger should be centered over the end of the tube and the yoke setscrew tightened to
secure the tube in the grip die while holding the yoke in place. The top of the plunger
should then be struck with several light blows with a hammer or mallet, turning the
plunger a half turn after each blow. When finished, the setscrew should be loosened
and the tube removed from the grip die. It is important to check to make sure that no
cracks are evident and that the flared end of the tube is no larger than the largest
diameter of the sleeve being used.
The double-flare tube joint is used on all 5052 aluminum alloy tubes with less than 1/2-
inch outside diameter, except when used with NAS 590 series tube fittings and NAS
591 connectors or NAS 593 connectors. Aluminum alloy tubing used in low-pressure
10-38
oxygen systems or corrosion-resistant steel used in brake systems must be double
flared. Double flare reduces the chance of cutting the flare by over tightening. When
fabricating oxygen lines, all tube material and tools need to be kept free of oil and
grease. The tube flaring tool (Figure 10-37) should be used to prepare tube ends. The
tube end should be checked for roundness, square cut, cleanliness, and determined
there are no draw marks or scratches. Draw marks can split the tubing when it is flared.
A deburring tool is used to remove burrs from the inside and outside of tube. Filings,
chips, and grit must be removed from inside the tube and the tube cleaned. The proper
size die blocks should be selected and one half of the die block placed into the flaring
tool body with the countersunk end toward the ram guide. The nut and sleeve should be
installed and the tube laid in the die block with 1/2 of an inch protruding beyond the
countersunk end. The other half of the die block should be placed into the tool body, the
latch plate closed, and the clamp nuts finger tightened. The upset flare punch should be
inserted in the tool body with the gauge end toward the die blocks. The upset flare
punch has one end counter bored or recessed to gauge the amount of tubing needed to
form a double lap flare. The ram should be inserted and tapped lightly with a hammer or
mallet until the upset flare punch contacts the die blocks, and the die blocks are set
against the stop plate on the bottom. A wrench should then be used to tighten the latch
plate nuts alternately, beginning with the closed side, to prevent distortion of the tool.
The upset flare punch should then be reversed and the upset flare punch and ram
inserted into the tool body. Contact should be made between the upset flare punch and
the die blocks by tapping lightly with a
hammer or mallet. The upset flare punch
and ram should be removed and the
finishing flare punch and ram inserted. The
ram should be tapped lightly until a good
seat is formed (Figure 10-38). To avoid
overseating, the seat should be checked at
intervals during the finishing operation.

Figure 10-37 — Tube flaring tool Figure 10-38 — Tube position and
(double-flare). resulting flare.

FLARELESS FITTINGS — Although the use of flareless tube fittings eliminates all tube
flaring, another operation, referred to as presetting, is necessary prior to installation of a
new flareless tube assembly. Flareless tube assemblies should be preset with the
proper size presetting tool or operation. Figure 10-39 (steps 1, 2, and 3) illustrates the
presetting operation, which is performed as follows: The tube should be cut to the
correct length, with the ends perfectly square. The inside and outside of the tube should
be deburred. Next, the nut—then the sleeve—should be slipped over the tube (step 1)
and the threads of the fitting and the nut must be lubricated using a lubricant from Table
10-12. The fitting should be placed in a vice (step 2) while holding the tube firmly and
squarely on the seat. The tube must bottom firmly in the fitting. Then nut should then be
10-39
tightened until the cutting edge of the sleeve grips the tube. To determine this point, the
tube should be turned slowly back and forth while tightening the nut. When the tube no
longer turns, the nut is ready for tightening. Final tightening depends upon the tubing
materials (step 3). Guidelines for the number of turns to tighten the nut are specified in
the Aviation Hose and Tube Manual, NAVAIR 01-1A-20.
Table 10-12 —Thread Lubricants

After presetting the sleeve, the

tubing should be disconnected
from the fitting and the following
points checked: The tube should
extend 3⁄32" to 1⁄8" beyond the
sleeve pilot; otherwise, blowoff
may occur. The sleeve pilot
should contact the tube or have a
maximum clearance of 0.005" for
aluminum alloy tubing or 0.015"
for steel tubing. A slight collapse
of the tube at the sleeve cut is
permissible. No movement of the
sleeve pilot, except rotation, is
permissible.
After presetting, the nut should
be unscrewed from the presetting
tool or flareless fitting body and
the sleeve and tube checked
(Figure 10-40). The sleeve
cutting lip should be imbedded
into the tube's outside diameter
between 0.003 inch and 0.008
inch, depending on the size and
tubing material. A lip of tube
material will be raised under the
sleeve pilot. The sleeve pilot
should contact (or be quite close
to) the outside diameter of tube.
The tube projection from the
sleeve pilot to the tube end
should be as listed in Table 10-
13. The sleeve should be bowed
slightly. The sleeve may rotate on
the tube and have a maximum
lengthwise movement of 1/64 of
an inch. The sealing surface of
Figure 10-39 — Presetting flareless-tube
assHmbly. 10-40
the sleeve, which contacts the 24-degree
angle of fitting body seat, should be
smooth, free from scores, and should not
show lengthwise or circular cracks. Crazing
cracks in finish are not harmful to safety or
function of fitting. Minimum internal tube
diameter should not be less than values
shown in Table 10-14.
Figure 10-40 — Preset sleeve.

Table 10-13 — Tube Projection from Sleeve Pilot

Table 10-14 — Minimum Inside Diameter of Tubing

Proof Pressure Testing

Tube assemblies that are fabricated according to the instructions in the Aviation Hose
and Tube Manual, NAVAIR 01-1A-20, should be proof pressure tested to twice the
operating pressure of the system in which they are to be installed, provided the
operating pressure is greater than 50 psi. Tubing installed in systems having an
10-41
operating pressure of less than 50 psi must be proof pressure tested to a minimum of
100 psi. Vent tubes or drain tubes do not require proof pressure testing.
The fluid medium for proof pressure testing of all tube assemblies except oxygen
systems should be a liquid medium such as hydraulic fluid, water, or oil. Oxygen tubing
should be tested using dry nitrogen and inspected for leaks while the tubing is
submerged in water.

Cleaning Tubing and Tube Assemblies

All tubing and tube assemblies must be cleaned after fabrication to prevent
contamination of the system in which they will be installed. Dry-cleaning solvent MIL-
PRF-680, Type II, is the preferred cleaner.
Oxygen system tube assemblies require special precautions for cleaning. After
fabrication and testing, oxygen tube assemblies should be cleaned in accordance with
MIL-STD-1330D. If a vapor degreaser is used, tube assemblies must remain in the
vapor degreaser until the temperature specified in the manufacturing instructions is
reached. Tube assemblies must be blown clean and dried with a stream of clean, dry,
water-pumped air.

CAUTION
Oil-pumped air is not a suitable substitute for water-pumped
air because it causes oil to be deposited in the tube
assemblies. Oxygen reacts violently with oil and may cause
equipment damage and injury to personnel. Oxygen (BB-O-
925) or clean, dry, water-pumped nitrogen (BB-N-411) must
be used in place of water-pumped air.

Protective Paint Finishes

Tube assemblies that require paint as a protective finish are described in Table 10-15.
Titanium or stainless steel tubing does not require primer or paint except in areas of
dissimilar metals. Primer or paint on stainless steel tubing currently installed on naval
aircraft need not be removed. The basic reason for this is that cracked or damaged
paint systems establish a differential oxygen concentration cell, which may result in
tubing corrosion damage.

The interior surfaces of airspeed indicator tubing, oxygen, or other plumbing lines
should not be painted. Tube assemblies located inside of an aircraft are interior tube
assemblies. Tube assemblies located outside of an aircraft are exterior tube
assemblies. Interior tube assemblies require a protective finish of two coats of zinc
chromate, using application techniques as specified in Aircraft Weapons System
Cleaning and Corrosion Control, NAVAIR 01-1A-509. Protective finishes for exterior
tube assemblies should be the same as for exterior aircraft surfaces specified in
NAVAIR 01-1A-509.

10-42
 Table 10-15 — Prime and Paint for Tube Assemblies

Identification
Fabricated tube assemblies should be identified before installation or storage. All
information from the identification tag of the removed tube assembly should be
transferred to the tag on replacement tube assembly. The tube assemblies are identified
by ink stamping or stenciling the part number, manufacturer's code, and other required
data on tube assemblies. A protective coat of clear varnish is applied over the markings.
To aid in the rapid identification of the various tubing systems and operating pressure,
each fluid line in the aircraft is identified by bands of paint or strips of tape around the
line near each fitting. These identifying media are applied at least once in each
compartment. A variety of other information
is also applied to the lines.
Identification tapes are applied to all lines
less than 4 inches in diameter except cold
lines, hot lines, lines in oily environment,
and lines in engine compartments where
there is a possibility of the tape being
drawn into the engine intake. In these
cases, and all others where tapes should Figure 10-41 — Fluid line
not be used, painted identification is applied identification application.
to the lines.

10-43
Identification tape codes indicate the function, contents, hazards, direction of flow, and
pressure in the fluid line. These tapes are applied in accordance with MIL-STD-1247D.
This military standard was issued to standardize fluid line identification throughout the
Department of Defense. Figure 10-41 shows the method of applying these tapes as
specified by this standard.
The function of a line is identified by use of a tape, approximately 1 inch wide, upon
which word(s), color(s), and geometric symbols are printed. Functional identification
markings, as provided in MIL-STD-1247D, are the subject of international
standardization agreements.
Three-fourths of the total width
on the left side of the tape has a
code color or colors that indicate
one function only per color or
colors. The function of the line is
printed in English across the
colored portion of the tape.
Even a non-English-speaking
person can troubleshoot or
maintain the aircraft if he/she
knows the code but cannot read
English. The right-hand one-
fourth of the functional
identification tape contains a
geometric design rather than the
color(s) or word(s). Figure 10-42
is a listing, in tabular form, of
functions and their associated
identification media as used on
the tapes. Figure 10-43 shows
the different tapes used in Figure 10-42 — Functional identification
identifying tubing. type data.
The identification of hazards tape
shows the hazard associated with the contents of the line. Tapes used to show hazards
are approximately 1/2 inch wide, with the abbreviation of the hazard contained in the
line printed across the tape. There are four general classes of hazards found in
connection with fluid lines.
• Flammable material (FLAM). The hazard marking FLAM is used to identify all
materials known ordinarily as flammables or combustibles.
• Toxic and poisonous materials (TOXIC). A line identified by the word TOXIC
contains materials that are extremely hazardous to life or health.
• Anesthetics and harmful materials (AAHM). All materials productive of anesthetic
vapors and all liquid chemicals and compounds hazardous to life and property,
but not normally productive of dangerous quantities of fumes or vapors, are in
this category.
• Physically dangerous materials (PHDAN). A line that carries material that is not
dangerous within itself, but that is asphyxiating in confined areas or is generally
handled in a dangerous physical state of pressure or temperature, is identified by
the marking PHDAN.

Table 10-16 lists some of the fluids which a technician may be required to handle and
the hazards associated with each one.
10-44
 Figure 10-43 — Color-coded functional identification tapes.

For convenience in distinguishing one hydraulic line from another, each line is
designated as to its function within the system. In general, the various hydraulic lines
are designated as follows:
Supply lines. Lines that carry fluid from the reservoir to the pumps are called supply (or
suction) lines.
Pressure lines. Lines that carry only pressure are called pressure lines. Pressure lines
lead from the pumps to a pressure manifold and from the pressure manifold to the
various selector valves, or they may run directly from the pump to the selector valve.
Operating lines. Lines that alternately carry pressure to an actuating unit and return
fluid from the actuating unit are called operating lines, or working lines. Each operating

10-45
line is identified in the aircraft according to its specific function; for example, LANDING
GEAR UP, LANDING GEAR DOWN, FLAPS UP, and FLAPS DOWN.
Return lines. Lines that are used to return fluid from any portion of the system to the
reservoir are called return lines.
Vent lines. Lines that carry excess fluid overboard or into another receptacle are called
vent lines.
Table 10-16 — Hazards Associated with Various Fluids

Contents Hazard
Air (under pressure) PHDAN
Alcohol FLAM
Carbon dioxide PHDAN
Freon PHDAN
Gaseous oxygen PHDAN
Liquid nitrogen PHDAN
Liquid oxygen PHDAN
LPG (liquid petroleum gas) FLAM
Nitrogen gas PHDAN
Oils and greases FLAM
JP-5 FLAM
Trichloroethylene AAHM

Storage
Fabricated tubing and tube assemblies requiring storage for any length of time should
be provided with protective closures at each end.
Pressure-sensitive tape should not be used as a substitute for protective closures.
Oxygen tube assemblies require protection of the entire assembly in addition to
protective closures at end fittings. The complete assembly should be stored and
packaged in sealed plastic bags in accordance with the Aviation Crew Systems Manual
Oxygen Equipment, NAVAIR 13-1-6.4.
TUBING AND TUBE ASSEMBLIES MAINTENANCE
PROCEDURES
Maintenance of tube assemblies at the organizational level is limited to inspection,
removal, installation, repair, and replacement. Inspections are performed during
fabrication, installation, and on in-service equipment. During fabrication, bulk tubing and
fittings should be inspected before and during fabrication of a tube assembly. Before
replacing a defective tube assembly, the cause of failure should be found, and the tube
assembly inspected before and after its installation. In-service tube assemblies should
be inspected at regular intervals in accordance with applicable maintenance directives.
When the tube and tube assemblies are inspected, they should be checked for damage
or signs for chafing, galling, or fretting, which may reduce the ability of tubing to
withstand internal pressure and vibration. Any tubing that shows visible penetration of
the tube wall surface caused by chafing, galling, or fretting must be replaced. Tubes that
have damage (nicks, scratches, or dents) caused by careless handling of tools are
acceptable if they meet the following requirements: Any dent that has a depth less than
20 percent of the tubing diameter is acceptable unless the dent is on the heel of a short
bend radius. A nick or scratch that has a depth of less than 15 percent of the wall
10-46
thickness of aluminum, aluminum alloy, or steel tubing should be reworked by
burnishing with hand tools before it is acceptable. Any aluminum, aluminum alloy, or
steel tubing carrying pressures greater than 100 psi with nicks or scratches greater than
15 percent of wall thickness should be replaced.
Each fitting (Figure 10-44) should be inspected before it is installed. A visual
examination or flow check should be performed to make sure that fitting passage or
passages are free from obstructions.

Figure 10-44 — Damaged fittings.

Installation
Installation of tube assemblies involves a preinstallation check before tube assemblies
can be installed. Before tube assemblies are installed, it is important to make sure there
are no dents, nicks, and scratches; that the assembly contains the correct nuts and
sleeves; that there is a proper fit, where fitting is flared; that a proof pressure test is
performed on each assembly; and that the assemblies are clean.
To install tube assemblies, the nuts should be hand screwed onto mating connectors.
To avoid the necessity to pull the tube assembly in place with a nut, the tube assembly
should be aligned in place.
Tubing that runs through cutouts should be installed to avoid scarring when the tubing is
worked through a hole. If the tube assembly is long, the edges of cutouts should be
taped before installing the assembly. The nuts should be torque and a protective
coating should be applied to the remaining nonsealed joints after tubing is installed. For
disconnected nonsealed joints, AMS-S-8802 is applied, followed by appropriate paint
system, if required. For connected nonsealed joints, the first coat of MIL-PRF-16173,
grade 4, should be applied. One hour after applying the first coat, the second coat MIL-
PRF-16173, grade 4, should be applied. Correct and incorrect methods of installing
flared tube assemblies are shown in Figure 10-45.
Leakage of a flared tube assembly is usually caused by the following:
• Flare distorted into the nut threads

10-47
 • Sleeve cracked
• Flare out of round
• Flare cracked or split
• Inside of flare rough or
scratched
• Connector mating surface
rough or scratched
• Connector threads or nuts
are dirty, damaged, or
broken
If an aluminum alloy flared tube
assembly leaks after it has been
tightened to the required torque,
it should be disassembled for
repair or replacement. If a steel-
flared tube assembly leaks, it
may be tightened one-sixteenth
turn beyond the noted torque. If
the assembly continues to leak, it Figure 10-45 — Correct and incorrect
should be disassembled for repair methods of installing flared fittings.
or replacement. A nut should not
be tightened when there is
pressure in the line. Also, a leaking aluminum alloy assembly should not be over
tightened. Over tightening may severely damage or cut off tubing flare, or damage
sleeve or nut.
When flareless tube assemblies are installed, these procedures should be followed: No
nicks or scratches should be evident and the sleeve should be preset. The nut should
be tightened by hand until resistance to turning develops. If it is impossible to use
fingers to run nut down, a wrench can be used. The first signs of bottoming should be
observed. Pliers should not be used to tighten tube connectors.
Final tightening should begin at the point where the nut begins to bottom. If fitting is
accessible, torque fitting should be completed using a torque wrench. If a connection is
not accessible for a torque wrench, a wrench can be used to turn the nut one-sixth turn
while holding the connector with another wrench to prevent the connector from turning.
A one-sixth turn equals the travel of one flat on a hex nut. The nut should be tightened
an additional one-sixth turn if the connector leaks. The fitting nut should not be
tightened more than one-third of a turn (two flats on nuts). If the leak continues, the nut
should be loosened and completely disconnected. Fitting components should be
inspected for scores, cracks, foreign material, or damage from previous over tightening.
The fitting should then be reassembled. It is important to tighten tube fitting nuts
properly. A fitting wrench or an open-end wrench should be used when tightening
connections.
All hydraulic tubing should be supported from rigid structures by cushioned steel clamps
MIL-C-85052 or multiple tube block clamps. See Figure 10-46. Hydraulic tubing support
clamps should be installed and maintained in the positions described in the MIM or
applicable technical directives.

10-48
Unless otherwise specified, where tubing
is supported to structure or other rigid
members, a minimum clearance of 1/16
inch or where related motion of adjoining
components exists, a minimum clearance
of 1/4 inch is to be maintained. Table 10-
17 shows the maximum allowable
distance between supports. Flexible
grommets or hose should be used at
points where the tubing passes through
bulkheads.

Repair
Tube repair is divided into two
categories—temporary and permanent.
Temporary repairs are made with splice
sections fabricated with flared ends or Figure 10-46 —Cushioned steel
preset MS sleeves. The splice sections are clamps MIL-C-85052.
to be replaced by a permanent repair or
new tubing assembly at the next rework
cycle. Temporary or emergency repairs should be limited to cases that are due to
unavailability of equipment, material, or unusual circumstances.

Table 10-17 — Max. Distance Between Supports for Fluid Tubing, SAE AS 5440

The damaged section of tubing should be cut and removed. The rough edges of the
remaining tube ends should be removed. The tubing ends should be cleaned with a lint-
free wiping cloth. The AN818 nuts and AN819 sleeves should be positioned on the
tubing ends (Figure 10-47). The tubing should then be flared. AN815 unions should be
installed. The AN818 nuts and AN819 sleeves should be positioned on the new section.
A new section is not required when the length of the union is longer than the damaged
section. The new section of tubing should be installed and the AN818 nuts tightened.
Permanent repairs include removal of minor damage on tubing and fittings and the
replacement of line sections or fittings by Permaswage or Dynatube swaging
equipment, or by induction brazing.

10-49
 Figure 10-47 — Temporary tubing repair.
Some minor surface damages to tubing are acceptable, as described in inspection of
tubing damage. A nick that is not deeper than 15 percent of the wall thickness of
aluminum, aluminum alloy, or corrosion-resistant steel is acceptable after being
reworked by burnishing with hand tools. Minor damage to fittings is defined as damage
not to exceed repairable limits, as shown in Figure 10-48.

NOTE
Induction brazing is limited to depot-level repair. Tube
assemblies used for engine-related hydraulic, fuel, oil, vent
or drain lines usually have brazed or welded end fittings.
These engine-related tube assemblies are normally
fabricated from corrosion-resistant steel.

Fittings that exceed repairable limits should be replaced. To repair damaged fittings,
these procedures should be followed: To repair damaged orifices, any restriction in the
orifice should be removed and hand stoned to blend rough edges or burrs, as shown in
View A of Figure 10-48. To repair damaged or ridged seats, circumferential ridges
should be resurfaced with annular tool, as shown in View B of Figure 10-48. Tool marks
(other than those of annular tools—one ten-thousandth of an inch RMS) are permitted
on sealing surface. Damaged wrench pads are repaired by removing minor scratches
10-50
with a fine file, leaving no file marks, as shown in View C of Figure 10-48. The 37-
degree sealing surface should be resurfaced. A minimum distance of 1/16 inch (.063)
should be maintained between the 37-degree sealing surface and the start of the first
thread (View E of Figure 10-48).
All reworked fittings should be inspected and treated against corrosion. Reworked
aluminum alloy fittings should be anodized; however, uniform color of reworked fittings
after anodizing is not necessary.

Figure 10-48 — Reworking damaged fittings.

PERMASWAGE FITTING REPAIR — The basic element of the Permaswage repair

technique is the Permaswage fitting, which is mechanically swaged onto the tube by a
hydraulically operated tool. Permaswage fittings are designed for use by all levels of
maintenance, and are available in various configurations. Tube assembly repair using
Permaswage fittings and techniques is considered permanent repair.
Four basic types of tube assembly failures lend themselves to permanent repair using
Permaswage fittings and techniques. Each type of tube assembly failure and its
recommended repair is described in Table 10-18.

10-51
 Table 10-18 — Tube Assembly Failures and Recommended Repair Methods

Before a tube is cut, a marking pen and a ruler should be used to draw a line parallel to
the tube run across the section to be cut (Figure 10-49). The tubing should then be cut.
If a tube end is to be replaced, the line must be placed in the same location on the new
tube as on the tube section that has been removed. A line should be drawn across the
fitting. The tube run should be installed and the fitting located. Any end fittings should be
finger tightened. One end of the fitting may be swaged on the bench if possible. The
swaging tool should be placed on the first end being swaged, and the line aligned on
the tube end being swaged with the line on the fitting. The procedure should be
repeated with the other ends to be swaged. The fittings should be torqued. In addition to
the four types of repairs described in Table 10-18, flared, flareless, and lipseal end
fittings may often be repaired by replacing defective end fittings with Permaswage
fittings.
Permaswage tube repair equipment
consists of two series, D10000 and
D12200. Each series has three separate
tool kits and a hydraulic power supply.
Installation of fittings by use of either series
depends upon the size of fittings, pressure
rating, and access to damaged area.

Figure 10-49 — Marking tube.

10-52
The series D12200 and series D10000 tool kits differ only in the range of tube sizes that
each kit can swage. Figure 10-50 illustrates

Figure 10-50 — Permaswage Tool. Figure 10-51 — Permaswage

hydraulic power supply.

a typical series D10000 tool kit. Series D10000 swaging tools make permanent tubing
joints by swaging Permaswage fittings onto compatible tubing. The fittings may be
unions, tees, crosses, separable fittings, reducer fittings, and other special fittings.
Hydraulic pressure supplied by a portable hydraulic power supply (Figure 10-51) causes
die segments contained within
the swaging tool (Figure 10-52)
to swage. The basic swage tool
assembly contains the actuating
piston and a locking latch, which
ensures upper die block
retention during the swage
cycle. The swaging tool is
designed to operate over a
range of tubing sizes and types
of fittings by changing die block
assemblies and/or fitting
locators. The die block
assemblies are supplied in sets,
consisting of upper and lower
die blocks, dies, and locators.
The lower die block is retained
on the basic swage tool
assembly to make sure of
automatic retraction and
consistent repeatability. The
upper die block assembly is Figure 10-52 — Basic swage tool assembly.
removable for easy loading.

10-53
As a supplement to the series D10000 tool
kits, the series D12200 tool kits (Figure 10-
53) may be used. The newer type of tooling
is smaller in size and is designed to repair
tubing aboard aircraft.
The portable hydraulic power supply
D10004 (Figure 10-51) generates 5,500 psi
to operate the swaging tool. Hydraulic fluid
is fed to the tool through a 1/4-inch quick-
disconnect, high-pressure hose. As a
precaution against premature tool fatigue,
the swaging pressure is kept from
exceeding 5,500 psi by the pressure relief
valve. The D10004 hydraulic power supply
can be operated either manually by using a
hand pump or automatically by air-to-
hydraulic fluid intensification from an 80 ± 20 Figure 10-53 — Swage tool
psi pressure shop air source. operation.
DYNATUBE FITTING REPAIR.— Dynatube
fittings consist of a threaded male
connector, a female shoulder with a
machined beam, and a nut (Figure 10-54).
Compared to the five components in a
standard MS fitting, the three components
in a Dynatube fitting are smaller, lighter,
and have fewer potential leak paths.
Dynatube fittings can be connected to rigid
tubing by welding, but internal mechanical
swaging with Resistoflex hand tools is the
authorized method for Navy personnel.
The repair methods using Dynatube fittings
are illustrated in Figures 10-55 through 10-
57.
One method of repairing damaged
Dynatube fittings is to use longer length
Dynatube fittings. These can be installed in Figure 10-54 — Dynatube fitting.
place of damaged fittings on the same tube
assembly, as shown in Figure 10-55.
Dynatube male fittings with minor surface
damage such as scratches can be repaired using the Dynatube fitting resurfacing tool,
shown in Figure 10-56.
Repair to a damaged female Dynatube fitting should not be attempted. Damaged
straight tubing can be repaired by cutting out the damaged section and installing a
splice assembly in its place, as shown in Figure 10-57.
Resistoflex hand tools are housed in a single carrying case (Figure 10-58). These tools
are designed for in-place repairs. Figure 10-59 shows tools assembled for swaging
process. Some of the tools used to swage fitting are shown in Figure 10-60.
Tube expanders are precision swaging tools for expanding hydraulic tubing into
serrations of Dynatube fitting sockets. Tube expanders are set to expand tubing to a
10-54
specific diameter, and must be used only with the tube and wall thickness stated on the
tool identification band.
Holding fixture dies support and position Dynatube fittings during swaging. Holding
fixture dies have a nest that conforms to the shape and size of the fitting to be used. A
male and female set of dies is provided for each basic tube diameter size that
corresponds with male or female Dynatube fittings. Holding fixture collars are used to
clamp holding fixture dies shut during swaging. The resurfacing tool assembly uses
replaceable energy discs in progressively finer grades to remove scratches from the
sealing surface of male fittings.

Figure 10-55 — Male and female repair fitting installation.

Figure 10-56 — Dynatube fitting

resurfacing tool.

10-55
 Figure 10-57 — Splice assembly repair.

Figure 10-58 — Field installation Figure 10-59 — Dynatube swaging

and repair tool kit (Resistoflex). process.

10-56
Figure 10-60 — Swaging and repair tool kit.

10-57
 End of Chapter 10
HOSE AND TUBING FABRICATION AND MAINTENANCE
Review Questions
10-1. What are the two basic types of hoses used in military aircraft and related
equipment?

A. Aluminum and Synthetic rubber

B. Polytetrafluoroethylene and Steel
C. Steel and Aluminum
D. Synthetic rubber and Teflon®

10-2. What material is used to cover a Teflon® hose?

A. Braided stainless steel wire

B. Polytetrafluoroethylene
C. Rubber
D. Synthetic cord

10-3. How is a synthetic rubber hose identified?

A. Indicator stripe and markings stenciled along the length of the hose
B. Metal hose tags
C. Pliable plastic bands
D. Red ink markings (letters and numbers)

10-4. How are rigid tubing assemblies sized?

A. Inside diameter and wall thickness

B. Length and inside diameter
C. Outside diameter and length
D. Outside diameter and wall thickness

10-5. What type of tubing is used in a high-pressure hydraulic system that has 3000 psi
or above?

A. Aluminum alloy
B. Corrosion-resistant steel (CRES)
C. Galvanized steel
D. Stainless steel

10-6. What type of tubing is used for general-purpose lines?

A. Aluminum alloy
B. Copper
C. Corrosion-resistant steel (CRES)
D. Stainless steel

10-58