FINAL
AMT 117 FLUID LINE AND FITTINGS
Fluid Line Fittings
WEEK 15, 16, 17
Fluid Line Fittings
Fluid Line Fittings
Aircraft fluid lines are usually made of metal tubing or flexible hose. Metal tubing (also called
rigid fluid lines) is used in stationary applications and where long, relatively straight runs are
possible. They are widely used in aircraft for fuel, oil, coolant, oxygen, instrument, and
hydraulic lines. Flexible hose is generally used with moving parts or where the hose is
subject to considerable vibration.
Occasionally, it may be necessary to repair or replace damaged aircraft fluid lines. Very
often the repair can be made simply by replacing the tubing. However, if replacements are
not available, the needed parts may have to be fabricated. Replacement tubing should be of
the same size and material as the original tubing. All tubing is pressure tested prior to initial
installation and is designed to withstand several times the normal operating pressure to
which it is subjected. If a tube bursts or cracks, it is generally the result of excessive
vibration, improper installation, or damage caused by collision with an object. All tubing
failures should be carefully studied and the cause of the failure determined.
PIPE FITTINGS
Flexible hose may be equipped with either swaged fittings or detachable fittings, or they
may be used with beads and hose clamps. Hoses equipped with swaged fittings are
ordered by correct length from the manufacturer and ordinarily cannot be assembled by the
mechanic. They are swaged and tested at the factory and are equipped with standard
fittings. The detachable fittings used on flexible hoses may be detached and reused if they
are not damaged; otherwise, new fittings must be used.
Reusable fittings for medium-pressure hose.
Hose Clamps
To ensure proper sealing of hose connections and to prevent breaking hose clamps or
damaging the hose, follow the hose clamp tightening instructions carefully. When available,
use the hose clamp torque-limiting wrench. These wrenches are available in calibrations of
15 and 25 in-lb limits. In the absence of torque-limiting wrenches, follow the finger-tight
plus- turns method. Because of the variations in hose clamp design and hose structure, the
values given in Figure 9-41 are approximate. Therefore, use good judgment when
tightening hose clamps by this method. Since hose connections are subject to “cold flow” or
a setting process, a follow-up tightening check should be made for several days after
installation.
Support clamps are used to secure the various lines to the airframe or powerplant
assemblies. Several types of support clamps are used for this purpose. The most commonly
used clamps are the rubber-cushioned and plain. The rubber-cushioned clamp is used to
secure lines subject to vibration; the cushioning prevents chafing of the tubing. The plain
clamp is used to secure lines in areas not subject to vibration.
Rubber-cushioned clamp.
A Teflon-cushioned clamp is used in areas where the deteriorating effect of Skydrol,
hydraulic fluid, or fuel is expected. However, because it is less resilient, it does not provide
as good a vibration-damping effect as other cushion materials.
Use bonded clamps to secure metal hydraulic, fuel, or oil lines in place. Unbounded clamps
should be used only for securing wiring. Remove any paint or anodizing from the portion of
the tube at the bonding clamp location. Make certain that clamps are of the correct size.
Clamps or supporting clips smaller than the outside diameter of the hose may restrict the
flow of fluid through the hose. All fluid lines must be secured at specified intervals. The
maximum distance between supports for rigid tubing.
Maximum distance between supports for fluid tubing.
Universal or Bulkhead Fittings
When a fluid line passes through a bulkhead, and it is desired to secure the line to the
bulkhead, a bulkhead fitting should be used. The end of the fitting that passes through the
bulkhead is longer than the other end, which allows a locknut to be installed, securing the
fitting to the bulkhead.
Fittings attach one piece of tubing to another, or to system units. There are four types:
1) Bead and clamp,
(2) Flared fittings,
(3) Flareless fittings, and
(4) Permanent fittings (Permaswage, Permalite, and Cyrofit). The amount of pressure that
the system carries and the material used are usually the deciding factors in selecting a
connector.
The beaded type of fitting, which requires a bead and a section of hose and hose clamps, is
used only in low- or medium-pressure systems, such as vacuum and coolant systems. The
flared, flareless, or permanent type fittings may be used as connectors in all systems,
regardless of the pressure.
AN and AC Flared Tube Fittings
A Flared Fittings
A flared tube fitting consists of a sleeve and a nut, the nut fits over the sleeve and, when
tightened, draws the sleeve and tubing flare tightly against a male fitting to form a seal.
Tubing used with this type of fitting must be flared before installation. The male fitting has a
cone-shaped surface with the same angle as the inside of the flare. The sleeve supports the
tube so that vibration does not concentrate at the edge of the flare, and distributes the
shearing action over a wider area for added strength.
Flared tube fitting.
Fitting combinations composed of different alloys should be avoided to prevent dissimilar
metal corrosion. As with all fitting combinations, ease of assembly, alignment, and proper
lubrication should be assured when tightening fittings during installation.
Standard a fittings are identified by their black or blue color. All A steel fittings are colored
black, all AN aluminum fittings are colored blue, and aluminum bronze fittings are cadmium
plated and natural in appearance. A sampling of a fittings contains additional information on
sizes, torques, and bend radii.
AC Flared Tube Fittings
A series of flare-type fittings used in some of the older aircraft hydraulic systems. AC fittings have a 35
flare cone, and they may be distinguished from a similar appearing AN fitting by the threads on an AC
fitting extending all the way to the flare cone, while there is a slight shoulder between the cone and the
first thread of an fitting.
REFERENCES:
Airframe and Powerplant Mechanics General Handbook, FAA, Aviation
Mechanics Handbook by ASA, General Textbook by Jeppessen, Materials and
Hardwares by Thomas Forenz, AC 43.13 1A/1B.
