Dip B1-6.6 - Pipes and Unions SR 16-12-07

AARC Diploma
MODULE 6
Materials and Hardware
6.6 Pipes and Unions
Riyadh College
Student Resource Riyadh College
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2016-12-07 B1-6.6 Pipes and Unions Page 2 of 46

Training Material Only
Knowledge Levels
Category A, B1, B2, B3 and C Aircraft Maintenance Licence
Basic knowledge for categories A, B1, B2 and B3 are indicated by the allocation of knowledge
levels indicators (1, 2 or 3) against each applicable subject. Category C applicants must meet either
the category B1 or the category B2 basic knowledge levels.
The knowledge level indicators are defined as follows:
LEVEL 1
A familiarisation with the principal elements of the subject.
Objectives:
• The applicant should be familiar with the basic elements of the subject.
• The applicant should be able to give a simple description of the whole subject, using
common words and examples.
• The applicant should be able to use typical terms.
LEVEL 2
A general knowledge of the theoretical and practical aspects of the subject.
An ability to apply that knowledge.
Objectives:
• The applicant should be able to understand the theoretical fundamentals of the
subject.
• The applicant should be able to give a general description of the subject using, as
appropriate, typical examples.
• The applicant should be able to use mathematical formulae in conjunction with
physical laws describing the subject.
• The applicant should be able to read and understand sketches, drawings and
schematics describing the subject.
• The applicant should be able to apply his knowledge in a practical manner using
detailed procedures.
LEVEL 3
A detailed knowledge of the theoretical and practical aspects of the subject.
A capacity to combine and apply the separate elements of knowledge in a logical and
comprehensive manner.
Objectives:
• The applicant should know the theory of the subject and interrelationships with other
subjects.
• The applicant should be able to give a detailed description of the subject using
theoretical fundamentals and specific examples.

• The applicant should understand and be able to use mathematical formulae related to
the subject.
• The applicant should be able to read, understand and prepare sketches, simple
drawings and schematics describing the subject.
• The applicant should be able to apply his knowledge in a practical manner using
manufacturer's instructions.
• The applicant should be able to interpret results from various sources and
measurements and apply corrective action where appropriate.

AARC EASA Diploma

Module 6.6 – Pipes and Unions
Table of Contents
6.6 Pipes and Unions 7
General ............................................................................................................................. 7
Safety ................................................................................................................................ 7
6.6.1 Identification and Types of Rigid and Flexible Pipes ................................................... 8
Rigid Pipes 8
Pipe Couplings 8
Flaring 11
Flareless Coupling 14
Brazed Nipple Coupling 17
Low Pressure Couplings 18
Fabrication, Repair and Installation of Fluid Lines 19
Preparation of Tubing 19
Bending 20
Testing of Rigid Pipes 23
Installation and Inspection of Rigid Pipes 23
Flexible Hoses 27
Hose End Couplings 29
Hose Installation Procedure 31
Inspection and Testing of Installed Hose 35
Maintenance Practices for Aircraft Hose 36
Installation Practices for Aircraft Hose 37
Inspection of Fluid Line Systems 38
British Standard Pipe and Hose Marking Scheme 38
6.6.2 Pipe and Hose Unions ............................................................................................. 42
General 42
Aircraft General Standards (AGS) 43
Airforce and Navy (AN) 43
Military Standard (MS) 43
Other Standards 43
Quick-Release Couplings 44
Banjo Coupling 45

Module 6.6 Enabling Objectives and Certification Statement

This document is to be used for training purposes only.
Certification Statement
These Study Notes comply with the syllabus of EASA Regulation (EC) No.1321/2014 Annex III (Part-
66) and the associated Knowledge Levels as specified below:
Licence
Part 66 Category
Objective
Reference
B1
Pipes and Unions 6.6
Identification of, and types of rigid and flexible pipes and (a) 2
their connectors used in aircraft;
Standard unions for aircraft hydraulic, fuel, oil, pneumatic (b) 2
and air system pipes.

6.6 Pipes and Unions

General
Pipes and hoses can be called upon to carry a wide variety of different fluids within an aircraft,
including fuel, hydraulic and engine oils, de-icing fluids, pitot and static air.
The pressure within these pipes can vary from ambient to 400 MPa (400 bar or 6000 PSI). All pipes
and hoses must be manufactured, installed and connected so that no leaks occur in service,
because a leak in a very low-pressure pitot air tube can be just as dangerous as a leak in an
extremely high- pressure hydraulic line.
Rigid pipelines are, generally, made from stainless steel, Tungum (Trade name for a high-tensile,
copper alloy) and aluminium alloy. Replacement pipelines are, usually, supplied by the
manufacturer, ready for installation, with the pipe bent to the correct curvature and the pipe ends
flared and provided with the appropriate end fittings.
In certain circumstances, it may be permissible to manufacture new pipelines from lengths of pipe.
A new pipeline will be made, by cutting the basic pipe to the correct length, attaching the correct
couplings and expanding the ends by the use of a flaring tool.
Requests for the basic pipe material will require details of the:
• Metal specification (DTD, BS, AN etc.)
• Outside diameter (OD)
• Gauge of the wall thickness (SWG)
• Length of pipe required.
Flexible hoses are obtained from the aircraft manufacturer using the aircraft’s Illustrated Parts
Catalogue (IPC). It is possible that, in certain circumstances, a replacement hose can be
manufactured in a workshop or hose bay. Approval to manufacture the replacement hose must be
sought from the aircraft’s manufacturer.
Safety
Before commencing any work on installed pipes and hoses it is essential that adequate safety
measures are taken.
Most large aircraft hydraulic systems operate at a pressure of around 3000 psi while the Airbus
A380 operates at 5000 psi. These pressures can cause serious or fatal injury if the correct
precautions are not taken. Even pressurised air and water can be harmful.
Hydraulic fluids and fuels are irritants which can cause moderate to severe damage to sensitive
skin and particularly the eyes.
Spilt oil and fuel which is not cleaned up produces a slip hazard on the ramp or hangar floor, while
there is also a fire hazard associated with both under certain circumstances.
Any contamination which enters a system's pipework can cause damage and premature failure,
possibly with catastrophic consequences.

Therefore:
• Always ensure sources of pressure are isolated and control switches or levers are clearly
placarded before disassembly;
• Allow residual pressure to dissipate and exercise extreme caution when loosening
couplings;
• Always wear eye protection when disassembling connections, working near pressurised
systems and leak checking after reconnections;
• Wear suitable protective gloves and barrier creams when working with fluids;
• Spillages should always be cleaned up. Large spillages may require specialist assistance
from the fire brigade;
• Blank all connections when pipes are removed. If it is possible that the system will be
operated before a replacement pipe is installed, fit pressure blanks and torque tighten
them.
6.6.1 Identification and Types of Rigid and Flexible Pipes
Rigid Pipes
Rigid pipes are manufactured from aluminium alloys, carbon steel, corrosion resistant or stainless
steel and titanium. Stainless steel tubing is used extensively on gas turbine engine fuel systems
and high pressure hydraulic systems, particularly undercarriage systems which are exposed to
debris thrown up by the wheels. Aluminium alloys are often used for lower temperature air and
hydraulic return lines in protected areas. Titanium is used for high pressure, high temperature
applications.
The tubing used is generally of the seamless type and is specified by material, outside diameter
and wall thickness.
Pipes are manufactured as complete assemblies and are formed in jigs to ensure that the pipe will
fit accurately in accordance with a particular drawing.
Because of the wide range of materials used and the problems of heat treatments that may be
applicable before/after bending and flaring, it is not generally permissible to manufacture or
repair a rigid pipe outside a specialist workshop.
However, some field repairs can be carried out when the necessary approvals have been issued.
Always consult the relevant manual.
Pipe Couplings
Where pipes are required to join together, or to system components couplings or unions are used.
The various types of coupling include:
High pressure types:
• Flared coupling
• Flareless coupling
• Brazed nipple coupling

Low pressure types:

• Rubber hose coupling
• Low pressure coupling
When connecting or disconnecting pipe or hose couplings, it is important to ensure that spanners
are used on both halves of the fitting.
Flared Couplings
This was the most common type of coupling but is less popular on newer aircraft. The pipe is
flared during manufacture and is used with a nipple and collar to enable connection with a plain
union. It is sometimes used without a nipple when connected to a cone union. A nipple with two
cones is used on pipe to pipe connections.
The angle of flare on a rigid pipe will depend on the origin of the pipe, as follows:
• Pipes manufactured to the British AGS specifications have an included flare angle of 32
degrees.

• Pipes manufactured to American AN specifications have an included flare angle of 74

degrees.
• Pipes manufactured to Society of Automotive Engineers (SAE) specifications have an
included angle of 90 degrees. This flare angle must not be used on aircraft pipes.
Note: Flaring leaves the pipe in a stressed condition and since the flare carries the load in a
fitting, it is the flare that is most likely to fail.

Flaring
The purpose of a flare on the end of a tube is twofold. First, it provides a flange that is gripped
between the sleeve or flare nut and the body of a fitting. This prevents the end of the tube from
slipping out of the fitting. Second, the flare provides a large contact area between the pipe and the
cone of the fitting, thus providing a fluid tight seal. The flare must be nearly perfect because
minute cracks or irregularities would permit leakage.
The flare must be neither too long nor too short. A flare that is too long will bear against the
threads of the fitting and may cause damage to both the flare and the threads. A flare that is too
short will not have enough material for a good metal to metal contact. A fluid tight seal is marginal
under either condition. A definition of maximum and minimum flare lengths is presented below.

Before beginning the flare, the sleeve and the nut should be slipped on the tubing, since it may be
impossible to install them after the flare is formed.
It is not possible to make a satisfactory flare without the aid of a good tool. Several types of flaring
tools are available at reasonable cost, but the technician must make sure that the tool selected
will produce a suitable flare without damaging the tubing.
A practical hand flaring tool, shown below, consists of parallel bars between which are split blocks
with holes of various sizes. The blocks are split so that they can be separated for the insertion and
removal of tubing. The holes are slightly less than the outside diameter of the tubing so that they
will grip the tubing firmly when the clamping screw is tightened. A yoke, which carries the flaring
cone, slides over the entire assembly.
To produce a flare with this tool the clamping screw at the end of the tool is loosened so that
tubing can be inserted through the correct sized hole. About 1/4 in [0635 cm] of the tubing is
extended above the clamping blocks. The clamping screw is then tightened to hold the tubing in
place. Next, the yoke with the correct angle flaring cone is slid over the tool and positioned so the
cone is directly over the end of the tubing. When the flaring cone screw is turned, the cone is
forced into the end of the tubing until the desired amount of flare is formed.

Aluminium tubing with outside diameters less than 3/8in [0.952 cm] must have a double flare.
Double flares can usually be made with a slight addition to or alteration of the flaring tools. The
use of an adapter, shown below, will make most of the flaring tools capable of forming double
flares.

Flareless Coupling
This is the most common type of coupling used on modern aircraft and equipment, it employs a
sleeve which is pressed into the material of the tube and therefore does not require a flared end
on the pipe. The sleeve is set in position and deformed using a presetting fitting. It should be
examined carefully for correct assembly before the final connection is made.
A flareless fitting consists of a fitting, a sleeve, and a nut, as illustrated below. When installed, the
pilot edge of the sleeve is embedded in the tubing to which it is attached and the sleeve is bulged.
These form fluid tight seals between the tube and the sleeve and the sleeve and union body.
The recommended method for installing a flareless fitting is to use a presetting tool to make the
installation of the sleeve on the tube. These may be powered or manual. In the manual version the
union nut and sleeve are installed on the tube and the tube end inserted into the presetting tool.
The bottom of the counterbore in the tool positions the tubing so the sleeve will be in the correct
place, the taper in the counterbore engages the pilot lip on the end of the sleeve. The union nut is
engaged with the tool and tightened to a pre-determined torque. This bulges the sleeve and forces
its pilot into the tube.

Some types can be installed with a steel pipe blank instead of the presetting tool, which enables
field repairs to be made in situ. Damaged sections of pipe can be replaced by splicing in a new
piece.
The following is a typical procedure for installing or presetting a flareless fitting on a tube:
1. See that the end of the tube is properly cut, de-burred, and dressed;
2. Select a presetting tool of the correct size for the tube being used. Mount the presetting
tool in a vice;
3. Select the correct size of sleeve and nut. Slide them onto the end of the tube, the nut first
with the threads out toward the end of the tube, then the sleeve with the pilot and the
cutting edge toward the end of the tube;
4. Select the correct lubricant for the type of system in which the tubing will be installed. For
example, if the tube is being put in a hydraulic system, the lubricant should be the
hydraulic fluid used for the system. A petroleum based oil should be used for fuel systems.
Lubricate the fitting threads, tool seat and shoulder sleeve;
5. Insert the tube end into the presetting tool until it is firmly against the bottom of the
counterbore. Slowly screw the nut on the tool threads until the tube cannot be turned with
the thumb and fingers. At this point the cutting edge of the sleeve is gripping the tube
sufficiently to prevent tube rotation and the fitting is ready for the final tightening
necessary to set the sleeve on the tube;
6. Tighten the nut to the number of turns or torque value specified for the size and material
of tubing involved. The sleeve is now permanently set with the cutting edge seated into the
outer surface of the tube. Sleeves should not be removed from tubing and reused under
any circumstances.
Note: Powered presetting tools are always preferred and hand presetting should only be
attempted for field repairs where access is limited.

After the sleeve for a flareless fitting has been seated on the tubing the nut is loosened and the
tube removed from the presetting tool. The sleeve should be inspected to ensure that it is
properly formed. The interior of the tubing should be checked for metal chips, dirt. or other
foreign materials.
The inspection procedures for flareless fittings after they have been preset is generally as follows:
1. Cut the tube to the correct length, with the ends perfectly square. Debur the inside and
outside of the tube. Slip the nut, then the sleeve, over the tube.
2. Step 2: Lubricate the threads of the fitting and nut with hydraulic fluid. Place the fitting in a
vice, and hold the tubing firmly and squarely on the seat in the fitting. (Tube must bottom
firmly in the fitting). Tighten the nut until the cutting edge of the sleeve grips the tube. This
point is determined by slowly turning the tube back and forth while tightening the nut.
When the tube no longer turns, the nut is ready for final tightening. Final tightening
depends upon the tubing. For aluminium alloy tubing up to and including 1/2 inch outside
diameter, tighten the nut from 1 to 1 1/16 turns. For steel tubing and aluminium alloy
tubing over 1/2 inch outside diameter, tighten from 1 1/16 to 1 1/2 turns.
3. Step 3: After presetting the sleeve, disconnect the tubing from the fitting and check the
following points. The tube should extend 3/32" to 1/8" beyond the sleeve pilot; otherwise
blow off may occur, The sleeve pilot should contact the tube or have a maximum clearance
of 0.005 inch for aluminium alloy tubing or 0.015 inch 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.

Notes:
• The cutting edge of the sleeve should be embedded into
the tube’s outside surface approximately 0.002 to
0.008in depending upon the size and the material of the
tubing. A lip of material will be raised under the pilot.
The pilot of the sleeve should be in contact with or very
close to the outside surface of the tube. The tube
projection from the pilot of the sleeve to the end of the
tube should conform to the appropriate specifications.
• The sleeve should be bowed evenly.
• The sleeve may rotate on the tube but with longitudinal
movement of not more 0.005 in.
• The sealing surface of the sleeve which contacts the 24°
angle of the fitting seat should be smooth, free from
scores, and showing no longitudinal or circumference
cracks.
• The minimum internal diameter of the tube at the point
where the sleeve cut is made should be checked against
the specification for the size of tubing used. The tube
assembly should be tested at a pressure equal to twice the intended working pressure.
Brazed Nipple Coupling
A conical nipple is brazed or silver soldered to the end of the pipe and is held in position by a union
nut which butts against a shoulder on the nipple. The conical face of the nipple mates with a cone
shaped adapter which may also be brazed or silver soldered in position.

Low Pressure Couplings

Rubber Hose Coupling
Seldom used on commercial aircraft, this type of coupling employs a length of rubber hose to
connect two rigid pipes. The pipe ends are beaded (expanded radially to form a raised ring), the
hose is secured to the pipes with hose clips.
Low Pressure Union

This is a coupling used on certain low pressure lines and vents. It consists of a rubber ring which is
compressed around the pipe when the union nut is tightened. The end of the pipe, which is not
flared, butts against a shoulder in the body of the union.

Fabrication, Repair and Installation of Fluid Lines

Most of the plumbing jobs an aircraft technician will called upon to do will be field and emergency
repair or replacement where specialised fabrication equipment may not be available It is
important that the technician knows basic techniques that can be used without specialised tools
or equipment The techniques covered in the text are basic operations that can be done with tools
found at most aviation maintenance facilities
Preparation of Tubing
When a section of tubing is to be replaced it must be replaced with a tube of the identical
material, diameter, and wall thickness. The replacement section should be straight and round.
The ends of the tube are cut to the correct dimension. It is important to make clean, square cuts at
90° to the centre line of the tubing. When the technician wants to cut aluminium tubing or tubing
of any comparatively soft metal, a tube cutter similar to that shown should be used.
The tube cutter will make a clean, right angle cut without leaving burrs or crushing the tube. A
hardened reamer is often included as part of a cutter. The reamer is used to smooth the inner
edge of the cut where the metal has been pressed inward a small amount. If the tube ends are not
properly cleaned and smoothed, the seal will not be satisfactory because any nick, cut, or scratch
will be enlarged in the flaring operation or interfere with the flareless coupling.
When a section of tubing is to be replaced in
an aircraft system, the section being replaced
can be used as a pattern. If this is not possible,
a piece of welding rod or stiff wire can be
used.
Short, straight sections of tubing between
fixed parts of an aircraft should be avoided
because of the danger of excessive stress
when the tube expands or contracts with
temperature changes. It is general practice to
make installations with bends in the tubing to
absorb any changes in length.

Bending
Tubing correctly bent will maintain a circular shape and present a smooth, uniform appearance
without kinks or distortion. The figure below shows a bend which is acceptable. The other bends
exhibit excessive flattening and kinking. A small amount of flattening in bends is acceptable, but
should not exceed an amount such that the small diameter of the flattened portion is less than
75% of the original outside diameter.
Hand Bending
The wall thickness and the outside diameter govern the minimum permissible bend radius for
tubing, but it is advisable to make the bends as large as the installation will permit. It is also
desirable to make all bends of the same radius in any one line. Minimum bend radii for aluminium-
alloy and stainless steel tubing installations for use on aircraft are provided in the table below.

The radius of the bend is usually measured at the tube centreline, however, sometimes it is stated
at the inner surface of the tubing. Soft tubing of less than a 1/4 in diameter can be carefully bent
by hand without a bender.
Use of Bending Tools

For larger sizes, specialised tools and equipment are needed. Bending tools are divided into two
types: hand benders, which require a different tool for each tube OD and production benders,
which can be used for different tube sizes by changing the attachments. Production benders may
be either manually or power operated. Production benders are normally only found in pipe
manufacture facilities, hand benders being more common in hangar environments.

The choice of the particular bender to be used depends upon the size and the material of the
tubing to be bent, the kind of benders available and the number of bends to be made. If only one
or two bends are to be made, it is often more economical to use a hand bender rather than take
the time to set up a production bender.
There are various aids to prevent the collapse of thin walled pipes during the bending process.
These include filling the tube with sand and using special spring assemblies which are inserted into
the tube prior to the bend being made, and extracted when the operation is complete. Another
method is the use of a low melting point bismuth based alloy (70°-124°C depending on type)
poured into the tube when pre-treated with release agent. After the bend is made the tube is
heated and the alloy poured out. The tube must then be thoroughly flushed to remove all traces of
release agent.

Testing of Rigid Pipes

Testing should be carried out if the pipe is suspect, or testing is detailed in the maintenance
schedule.
Test equipment should be clean and serviceable, and all relevant safety precautions should be
observed. This is most important when using high pressure air as the test medium.
Pressure Test
For pressure testing use the system fluid or paraffin. Test the pipe at 1.5 times maximum working
pressure.
Bore Test
Pass a ball through the pipe from each end in turn. The ball diameter should be at least 80% of the
diameter of the pipe. Flow test may be specified.
Bonding Test
After installation of the pipe, the bonding should be checked between the end couplings, the
maximum resistance should not be greater than 0.05 ohms.
Installation and Inspection of Rigid Pipes
Inverted ‘U’ bends must not be used in engine bay installations because of the risk of vapour locks
causing malfunction in the system.
It is also a requirement that it must be mechanically impossible to cross connect pipes of different
systems by using different sizes of couplings, or varying the lengths of individual pipes.
Pipes are supported in groups using multiple pipe clamps. These clamps are made of red fibre,
aluminium alloy, moulded rubber, nylon and other materials. Individual pipes are usually
supported in ‘P’ clips, both types are adjustable by inserting packing to give the required clearance
with the surrounding structure.
Before installation, always check that the pipe is correct for the job. Flush pipe with system fluid to
ensure all traces of contamination or inhibitor are removed. If the pipe is not to be fitted
immediately, BLANK OFF.
It is normally advisable to connect the pipe couplings finger tight, then check the routing of the
pipe. If this is correct, the couplings should be tightened to the specified torque loading, and the
supporting clamps fitted.
A functional test should be carried out and the couplings checked for leaks, followed by a bonding
test.

Pre-Installation Check
Before fitting the pipe, ensure that the pipe is Correct in all respects. Examine the pipe for the
following:
• Corrosion, internally as far as possible and externally
• Scores
• Dents (carry out bore test)
• Flattening
• Kinks
• Condition
• Chafing - particularly where the pipe is clipped or passes through bulkheads
• Position of olive/nipple
Inspection of Installed Pipes
Pipes which are installed should be checked for the above defects as far as possible. However,
additional checks should include the following:
• Check that the pipe is clear of the surrounding structure. The minimum clearances are as
follows:
o From control rods and rigid moving parts - 18 mm (0.75 in)
o From fixed structure - 6 mm (0.25 in)
o From control cables - 25 mm (1.00 in)
• Leak test - using aircraft power or special test rig, operate system and check for leaks
• Flow test if specified
• Carry out bonding test
• Check couplings for correct locking
Bore Testing of Pipes
Pipes should be tested to ensure that the bore is clear and dimensionally correct after forming.
One method of satisfying this requirement is to pass a steel ball, or bullet, with a diameter of 80%
of the internal diameter of the pipe, through the pipe in both directions. When the design or size
of the pipe and end fittings, makes this test impractical or when a more searching test is required,
the drawing will normally require a flow test to be performed.

Pressure Testing of Pipes

Hydraulic Pipes
Hydraulic pressure testing consists of firstly carrying out a flow test. This means a full bore flow by
pumping fluid through the pipe and checking the flow at the open end. If this check is satisfactory,
the open end should be suitably blanked.
Once the flow test has been carried out, the oil pressure should then be built up to that prescribed
on the drawing, usually 1½ times the maximum working pressure. The duration of the test must
give the pipe a chance to show any leaks or other problems.
Pneumatic and Oxygen
These pipes are usually given an initial hydraulic pressure test, using water as the test medium,
followed by a compressed air test that is limited to maximum system pressure. Using high-
pressure air during the test is very dangerous and the pipe(s) under test should be placed behind a
protective screen and/or submerged in water.
Cleaning after Test
After a pipe has been tested, it should normally be flushed out using a suitable solvent, dried out
using a jet of clean, dry air and blanked off, using the approved blanks.
Pipes that will be used in high-pressure air and gaseous or liquid oxygen systems must be
scrupulously clean and free from any possible contamination by oil or grease. It is normal to
recommend that pipes for use in these systems are flushed with Trichloroethane or some other
suitable solvent, blown through with double filtered air and blanked-off, with the approved blanks
immediately afterwards.
Plumbing Installation
The proper functioning of the many fluid systems in aircraft is assured by the original design and
manufacture of the systems, continued satisfactory operation depends on the proper
maintenance, service, and installation of replacement parts.
Installation of Tubing
An important step in the installation of tubing is the proper lubrication of the fittings. While not
essential to all fittings, lubrication must be applied to some and is a good practice for others. In
the application of a lubricant, it is important that none of the lubricant enter the tubing unless the
lubricant is the same material that will be used in the system. The figure below shows the points
of lubrication for typical fittings.

The following general rules apply:

• Lubricate nuts and fittings on the outside of the sleeve and on the male threads of the
fittings, except for the starting threads.
• Lubricate coupling nuts and fittings on the outside of the flare, and lubricate the female
threads, except for the starting threads.
Petroleum based lubricant must not be used for the fittings of oxygen systems. A special lubricant
conforming to ANC86 or MILT5542B may be used.
Several lubricants may be used on hydraulic fittings, including the fluid to be used in the system.
Straight threads of brass or steel may be left dry or may be lubricated with the system fluid. If the
threads are aluminium alloy, petrolatum (petroleum jelly) may be used.
For pipe threads, the lubricant must be of a type that is not soluble in the fluid being carried in the
system. The lubricant used with a pipe fitting also serves as a seal and fills the space at the roots of
the threads. If a petroleum based lubricant is used on a fuel system carrying gasoline or jet fuel,
the lubricant will be dissolved and a leak will develop.
High temperature air pipe fittings are often coated with an anti-seize compound which lubricate
the threads and facilitate removal. These are usually metal based pastes with copper,
molybdenum or other materials in a carrier.
Before tubing assemblies are installed, a final inspection should be made. Flares and sleeves must
be concentric and free of cracks. The tubing must not be appreciably dented or scratched. Each
assembly must be in initial alignment with the fitting to which it is to be attached. A fitting or an
assembly must never be forced into position. A section that must be forced to line up is under
initial stress and may fail in operation.
The tubing should be pushed against the fitting snugly and squarely before starting to turn the
coupling nut. The tubing should not be drawn up to the fitting by tightening the nut because a
flare may be easily sheared off, or a flareless sleeve distorted. To make sure that a snug fit is
effected, all nuts should be started by hand.
Tubing installed in aircraft must not be used as a footrest or as a ladder and lamp cords and other
weights should not be suspended from it.
The most important of all operations for tubing installation is that of tightening or torquing the
nuts. The most common mistake is to over tighten the nuts in order to ensure a leak free union in
a pressure system. Over tightening causes damage to the tubing and fittings and may cause a
failure in flight. Correct torque values are given in the table the Aircraft Maintenance Manual.
To obtain correct torque values when tubing sections are installed, it is essential to use a torque
wrench. Special crowsfoot and obstruction wrenches are available.

Flexible Hoses
General
Modern hoses are manufactured from either synthetic rubber or Teflon. Synthetic rubber hoses
are reinforced with cotton or metal braid depending on the pressure that the hose has to
withstand, with a rubber sheath on the outside to protect the braiding. Teflon hoses are made of
Tetrafluoroethylene resin which is strengthened and protected by a stainless steel braiding. Teflon
will generally withstand higher temperatures and pressure than synthetic rubber. Kevlar is also
used on aircraft hoses, these can be found in certain areas of the Boeing 777 aircraft.
Low-Pressure Hoses
An example of the type of construction used in these hoses is where the inner and outer tubes are
made from synthetic rubber, with the inner having a braided cotton reinforcement. These hoses
are used on instrument systems, vacuum systems, autopilots and other low-pressure systems,
usually operating at pressures below 300 PSI (2.07 x 10³ kN/m²).
A typical marking on this type of hose could be a yellow line with the letters ‘LP’ along it. The line
(lay line) is used to ensure that the hose is not assembled with a stress-inducing twist in it. Other
markings could include the hose manufacturer’s code and part number, its size and the date of
manufacture
Medium-Pressure Hoses
Medium-pressure hoses are generally used with fluid pressures up to 1500 PSI (10.34 x10³ kN/m²).
Their maximum pressure varies with diameter, so that whilst smaller diameter hoses will be able
to withstand such pressures, larger sizes may be restricted to lower pressures.
Typical construction of this type of hose could be a seamless inner liner made from different
materials, a layer of cotton braid, a layer of stainless-steel reinforcement and an outer layer of
tough, oil-resistant, rubber-impregnated cotton.

High-Pressure Hoses
All high-pressure hoses have a maximum working pressure of at least 1500 to 3000 PSI (10.34 x
10³ kN/m² to 20.68 x 10³ kN/m²) and use a synthetic rubber liner to carry petroleum products. The
inner liner is usually wrapped with two or more steel braids as reinforcement. To distinguish high-
pressure from medium-pressure hose, the entire hose usually has a smooth outer cover.

Hose End Couplings

The end couplings are made of steel or light alloy depending on the installation. The end fittings
grip the hose including the internal braiding to ensure a leak proof joint and provide an electrical
bond between the ends. Hoses which are located in a fire zone are required to be fireproof (i.e.
engine bay). This requirement is usually met by a cover or sheath made from a silicon asbestos
compound.
The following information is usually stamped on the end fittings or on the hose itself by the use of
tags:
• Date of manufacture;
• Date of last test;
• Drawing number;
• Part number;
• Serial number;
• Inspector’s stamp.
In addition to the above, hoses may have parallel lines running between the end fittings to show
when they are twisted. The number of lines may denote the number of layers of braiding.
End fittings must be installed on flexible hoses to allow their attachment to system components.
The end fitting must ensure a good pressure seal and provide mechanical retention. Basically there
are two kinds of flexible hose end fittings; detachable and permanent.
Swaged End Fittings
Swaged end fittings are permanently attached to the hose end by deformation accomplished using
a high pressure press machine in a workshop. This provides both retention and sealing features. If
the hose or end fitting become damaged the whole assembly must be replaced.
Re-useable End Fittings
The purpose of a re-usable end fitting is to save in the cost of replacing the complete assembly
when only the hose itself is unserviceable. The fitting usually comprises of a socket with a course
left hand thread and a fine right hand thread, a nipple with a right hand thread and a union nut.
The nut and nipple are often pre-assembled at manufacture. In some versions the sealing function
is improved by incorporating a cutting spur or separate sleeve which splits the inner lining of the
hose from the outer which provides the retention function.


Hose Installation Procedure

The hose must be exactly the same specification as the original.
1. Cut hose squarely to correct length with a fine hacksaw. Remove rubber debris.
2. Place socket in the vice and take care not to over tighten. Screw the hose into the socket
until it bottoms (left hand thread). Then back off 1/4 turn.
3. Tighten nipple and union nut on to the assembly tool, if the tool is not available, use a
mating adapter. Two spanners are required.
4. Lubricate the inside of the hose and the nipple threads with oil or petroleum jelly.
5. Screw nipple into the socket (right hand thread) until the union nut is less than 1/16 in.
away from the socket, but not touching. Using two spanners, remove the assembly tool
from the union nut and check that the nut is free to turn.
6. Clean and flush the hose with system fluid and carry out a bore test and a pressure test.


Pre-Installation and Installation Check

Before fitting a hose the following should be checked:
• Damage
• Corrosion of end fittings
• Cleanliness (internally as far as possible)
• Flush hose with system fluid
• Verify part number and batch no. (if a new hose)
• Pressure test if specified, or if in doubt

Installation
Observe the following points when fitting flexible hoses:
• Ensure hose does not come into contact with other parts of the aircraft or engine and
allow for hose flexing. Check for correct routing.
• Do not exceed manufacturer’s minimum bend radius limits.
• Straight hoses must be 3% longer than between the ends of the component.
• If lubricant is used on the threads, ensure that it does not enter the hose.
• Use only approved lubricant for oxygen hose. DO NOT USE OIL OR GREASE WITH OXYGEN.
• Ensure the hose is not twisted, support hose while tightening.
• Only use the approved hose support guide and clips at the correct intervals. Use packing
between hose and clips.
• Carry out system function and leak test. If it is part of the aircraft fuel system, then a flow
test must be carried out.
• Carry out bonding test.
• Wire lock the hose assembly end fittings.

Inspection and Testing of Installed Hose

Inspection
Examine the pipe for obvious:
• Leaks: from the end fittings and particularly where the hose joins the end fitting.
• Blisters: puncture the blister, if fluid emerges, reject the hose, if not, pressure test and if it
leaks under test reject the hose.
• Ageing crack: they consist of very small short cracks. If the cracks join in a continuous line
or the braiding is showing, reject the hose.
• Security: ensure the hose end fittings are locked properly.
• Corrosion: examine the end fittings for corrosion, light corrosion can be removed,
otherwise reject the hose.
• Twisting: any twist will be seen by the line running the length of the hose. If a hose has a
permanent twist, pressure test and if no leaks are visible, consider it serviceable.
• Cut covers: examine closely for cuts. If any cuts penetrate to the braiding, reject the hose.
• Chafing: if braiding is showing, reject the hose. If light chafing is present, the hose should
be moved but do not tape it up.
• Kinks: reject the hose.
Testing
Hoses require testing when detailed in the maintenance schedule or if the hose is suspect.
The tests that may be carried out on a hose are:
• Pressure test
• Bore test
• Bonding test
Pressure Test
Flexible hoses are pressure tested to 1½ times the maximum working pressure. Test with the
normal system fluid or paraffin. Air and oxygen hoses to be tested under water for safety and a
visual indication will be shown by the appearances of bubbles. They must also be tested by using
water as a test medium and dried out with a warm air blast. While the hose is under test flex it
15°. Those which flex while in service should be flexed 15° beyond their normal range of
movement.
Bore Test
Purpose of a bore test is to ensure that the hose will deliver the amount of fluid that it is designed
to deliver. The bore may be checked by one of the following methods; Visually, Ball test or Flow
test.
Visually - View from each end in turn, this method is only suitable for short straight hoses.

Ball Test - Pass a steel ball through the hose from each end in turn. The diameter of the ball must
be at least 90% of the internal diameter of the end fitting. If the ball does not pass through the
hose freely, the pipe is unserviceable. On small bore straight hoses a steel rod may be used
instead of a ball.
Flow Test - The flow test consists of passing a fluid through a hose from each end in turn and
timing the flow rate. The figure obtained is then compared with the flow rate figure given in the
manufacturer’s manual.
Note: The bore testing of a hose may include one or more of the above tests.
Bonding Test on Hose Assemblies
Hoses are tested for bonding before fitting, when the resistance should not exceed 0.05 ohms or
0.025 per foot length whichever is the greater.
Note: Bonding is only possible when hoses have a metal in their structure. However, all installed
hoses should be tested between the end couplings and the components to which they are
connected. The resistance should not exceed 0.050 ohms
Maintenance Practices for Aircraft Hose
Hose for aircraft fluid systems requires reasonable care and an understanding of the conditions
that can cause damage, deterioration, or malfunction. The primary purpose of the hose is to carry
a fluid at a required pressure and flow rate to serve the functions of the system involved.
The following practices are recommended for the care of hose:
• Do not use hose assemblies as footholds or hand holds.
• Do not lay hose where it may be stepped upon or run over by a vehicle.
• Do not lay objects on top of hose assemblies.
• When loosening or tightening hose fittings, turn the swivel nut only.
• Do not turn the hexes that form part of the socket or nipple assembly.
• Hold the socket with a wrench to prevent it from turning.
• Hold the fitting to which a hose assembly is to be connected to prevent it from turning. Use
an end wrench of the correct size.
• Cover open ends of hose assemblies with caps or plugs until the assemblies are to be
installed.
• Check the hose and the fittings for cleanliness, inside and out, before installation.
When inspecting hose in aircraft systems, the principal conditions to check for are leaks, wear or
damage to the outer surface, broken wire strands in the metal braid, corrosion of the metal braid,
evidence of overheating bulges, twists in the hose alignment, damage or wear of the chafe guards,
damage or wear of the fire sleeves, damage to the end fittings, separation of the plies, blisters in
the outer cover and any other indication of damage or deterioration.
Any appreciable defect in the condition of the hose or the fittings is usually reason for
replacement. A leak may be caused by a loose fitting. This may be corrected by loosening and
inspecting the fitting, if there is no sign of damage to the fitting, tighten it to the proper torque. A
fitting must not be over torqued to stop a leak. Leaks or seepage from the hose surface requires
replacement of the hose assembly.

If there is more than one broken wire per plait in the covering braid or if there are more than six
broken wires per lineal foot, the hose should be replaced.
Hose that is reinforced with carbon-steel wire braid is subject to corrosion. This is easily detected
by a rust colour on the surface. If the corrosion is appreciable, the hose should be replaced.
Stainless steel wire braid often turns a golden yellow to brown colour when subjected to heat. This
condition should not be confused with corrosion. If the colouring is extreme, it is possible that the
hose has been overheated and may require replacement.
The hose mountings in the aircraft should be inspected for the condition of the clamps, any
bulging of the hose or other damage to the hose at the clamps, the condition of the cushioning in
the clamps, the position of the hose and the cushion in the clamp, and the security of the clamp
screws. The positioning of the cushion material in the clamp must be such that the material does
not lodge between the end tabs of the clamp when the clamp is closed.
Hose that is twisted, as indicated by the lay line along the hose, can be corrected by loosening one
of the fittings, straightening the hose, and retorquing the fitting.
Fire sleeves are mounted on hose to protect the hose from excessive heat and flame. If the fire
sleeve is worn through, torn, cut, or oil soaked, the hose assembly should be replaced. The
removed hose assembly may be inspected and tested and, if found to be serviceable, may have a
new fire sleeve installed and then be returned to service.
End fittings are checked for corrosion, cleanliness, nicks, scratches, cracks, damage to threaded
areas, damage to cone-seat sealing surfaces, damage to flanges, and backed out retaining wires on
swivel nuts. The hose assembly should be replaced if any condition found could cause malfunction
or deterioration.
In all inspections of hose installations, the technician should consult the applicable manufacturer’s
manual to assure that specified conditions are met. There are many different types and designs of
fittings, and it is essential that the instructions and specifications for the particular type of fitting
being inspected are understood.
Installation Practices for Aircraft Hose
Before installation of a section of aircraft hose, the hose should be thoroughly inspected as
previously explained. If the hose is straight, the inside can be examined by looking though it
toward a light source. If there is an elbow on one end, a torch or other light source can be used to
illuminate the inside of the elbow, and the interior of the tube can be examined by looking in the
opposite end. If it is not possible to look inside the hose, a steel ball slightly smaller than the ID of
the hose should be passed through the tube. The ball should roll freely through the tube from one
end to the other.
Hose that is pre-formed to fit certain installations should not be straightened out. Straightening
causes undue stresses, wrinkling inside the hose, and other possible defects. To prevent the
straightening of pre-formed hose, a wire or cord can be attached to each end and pulled taut.
The installation of flexible hose assemblies requires that the hose be of a length that will not be
subjected to tension. The hose section should be of sufficient length to provide about 5 to 8%
slack. The hose should be installed without twisting by keeping the lay line on the hose straight.
Bends in the hose should not have a radius less than 12 times the ID of the hose for normal
installations. The coupling nuts for flexible hose assemblies should be torqued to the correct value
as specified by the manufacturer.

When a plain hose is used to provide a flexible joint between two sections of tubing, the ends of
the tubing should be beaded. Clamps should not be over tightened because of the danger of
damaging the hose. A good practice is to tighten the clamp finger tight plus a one quarter turn. It
must be emphasized that plain hose and clamps should not be used where the fluid in the system
is under pressure.
Inspection of Fluid Line Systems
Lines and fittings should be inspected carefully at regular intervals for leaks, damage, loose
mountings, cracks, scratches, dents, and other damage. Flexible lines (hoses should be checked for
cracks, cuts, abrasions, soft spots and any other indication of deterioration. Parts with defects
should be either replaced or repaired. A damaged metal line should be replaced in its entirety if
the damage is extensive. If the damage is localized, it is permissible to cut out the damaged
section and insert a new section with approved fittings. Care must be taken that no foreign
material enters the line during the repair operation. When soft aluminium tubing using flared
fittings is replaced, a double flare should be used on all tubing with a 3/8in [0.952cm] OD or
smaller.
The following defects are not acceptable for metal lines:
• Cracked flare.
• Scratches or nicks greater in depth than 10% of the tube wall thickness or in the heel of a
bend.
• Severe die marks, seams, or splits.
• A dent of more than 20% of the tube diameter or in the heel of a bend.
British Standard Pipe and Hose Marking Scheme
This International Standard specifies the requirements for a scheme to indicate by appropriate
marking, the functions of pipe systems in aircraft. It thus provides the minimum identification
necessary for normal maintenance purposes.
Where the ambient temperatures allow, the scheme consists of adhesive tape markers fixed to
the pipe systems. The markers indicate the pipe functions and give due warning where the
contents are dangerous. When required, the direction of flow of the pipe contents is also shown.
The contents of pipelines other than those listed here, e.g. pitot, are indicated by supplementary
markers bearing the name of the pipe function.
Where necessary, additional words may be added to describe the specific function of the pipe e.g.
Methyl Bromide; Autopilot etc.
Markers bearing the skull and crossbones are applied adjacent to the basic identification markers
where the contents of the lines are dangerous to maintenance personnel.
All lettering and symbols are printed in black on a white background. The background to the
lettering may be coloured as shown.
The markers are located at both ends of a pipeline and at intervals along the pipe. A marker
should be installed adjacent to each servicing point and inspection door.

n/s = not shown


Note: The letters above the markers are the serial letters of the colours as given above. The
numbers below the markers are the symbol numbers for identification purposes. The symbol may
be located on either margin of a marker. The supplementary identification marker may also be
located on either side of the basic identification marker.

6.6.2 Pipe and Hose Unions

General
Just as there is a wide range of pipe and hose end fittings, so there is a wide range of unions to fit
them to. These include straight connectors, elbows (right angle), angles, tees, reducers and
pivoting couplings.
They are available in a variety of materials to suit the application, in flare or flareless
configurations with straight and tapered threads of various forms. The part may bear a full or
partial Part Number.
It is, therefore, vital that parts are identified and ordered by Part Number by reference to the
aircraft or equipment Illustrated Parts Catalogue (IPC) or other authoritative documentation.

Aircraft General Standards (AGS)

It has already been discussed, in earlier topics, how this British standard comprises a wide range of
small parts, which includes items such as bolts, nuts, rivets and taper pins. The standard also
includes pipe end-fittings (union nuts and adapters), sleeves, collars, and nipples.
The cones (flares) on AGS end-fittings (unions and adapters) have an included angle of 32°, with
the pipe flaring machines being shaped accordingly.
Airforce and Navy (AN)
This standard may also be found in a wide range of aircraft and components, but it should be
noted that the flares and other hardware for this standard have an included angle of 74°.
Military Standard (MS)
This standard (as previously discussed) has replaced the standards from the AN system. Many AN
part numbers have been incorporated into the MS system and now appear with MS designations.
Other Standards
Other specifications in current use with aircraft manufactured in the USA include National
Aerospace Standards (NAS) and Military Specifications (Mil Specs). These may have an equivalent
civilian or Military Standard.
The Society of Automotive Engineers (SAE), and the Aeronautical Materials Division of SAE
specifications (AMS) are yet another set of standards to which aerospace materials may be
produced. The Society of Automotive Engineers has a second standard - referred to as the
Aeronautical Standard (AS) – which is for components that do not qualify for an AMS standard.

All these specifications provide for a range of fasteners with Unified threads in the UNC, UNF and
UNJF series and, whereas British aircraft fasteners are manufactured in a selected range of Unified
threads, American fasteners are in some instances supplied in both UNC and UNF threads.
From all this it can be seen that great care must be taken when matching up union assemblies with
these many different forms of thread.
Quick-Release Couplings
Quick-release couplings are required at various points in aircraft systems. Typical uses are in fuel,
oil, hydraulic and pneumatic systems. Their purpose is to save time in the removal and
replacement of components; to prevent the loss of fluid and to protect the fluid from
contamination. The use of these couplings also reduces the maintenance cost for the system
involved.
A coupling consists of a male and female assembly. Each assembly has a sealing piston (poppet
valve) that prevents the loss of fluid when the coupling is disconnected. Three checks may be used
to verify a positive connection. These involve an audible, visual and tactile indication. A click may
be heard at the time the coupling is locked and indicator pins will extend from the outer sleeve
upon locking, which can be seen and felt.

Banjo Coupling
A banjo coupling is used wherever a fluid tight seal is required, but relative (rotational) movement
between the fitting and hose is also required (such as on some brake units).
The fitting consists of a bolt, drilled longitudinally, and also partly radially. A ring (the ‘banjo’) with
a hollowing on the inside accepts the fluid via the bolt’s drillings.
To ensure a leak free fitting but also relative rotational motion between bolt and ring, a washer is
placed either side of the banjo.

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Dip B1-6.6 - Pipes and Unions SR 16-12-07

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AARC Diploma

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AARC EASA Diploma

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Module 6.6 Enabling Objectives and Certification Statement

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6.6 Pipes and Unions

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Low pressure types:

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• Pipes manufactured to American AN specifications have an included flare angle of 74

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Low Pressure Couplings

Low Pressure Union

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Fabrication, Repair and Installation of Fluid Lines

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Use of Bending Tools

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Testing of Rigid Pipes

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Pressure Testing of Pipes

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The following general rules apply:

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Hose End Couplings

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Hose Installation Procedure

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Pre-Installation and Installation Check

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Inspection and Testing of Installed Hose

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n/s = not shown

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6.6.2 Pipe and Hose Unions

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Aircraft General Standards (AGS)

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