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Airframe Technology

Lifelines to power and motion control

By Terry Karl and Mark Morrow

hen a fully loaded B747-400 finally lands after 10 or more hours in

flight, some 600,000 lbs. of aircraft
and passengers travelling at
approximately 170 miles per hour
must come to a stop safely.
While we all know that hydraulic pumps, valves, brakes,
and thrust reversers must work properly to accomplish this,
we often dont think about the ubiquitous metal tubes that
carry the hydraulic power through and to these subsystems.
These lifelines of the hydraulic system must also be in
optimum operating condition to meet these demands.
Most of todays attention in hydraulic system design
and maintenance is paid to the critical, large subsystems
and components, such as primary and secondary flight
control actuators, engine-driven pumps, auxiliary pumps,
electric motor pumps, and power transfer units. The emerging technologies surrounding the all electric aircraft and

Problems associated with tubing and

fittings cause some 30 to 60 percent of aircraft

delays and cancellations.

EHAs (electrohydrostatic actuators) command much more

attention than simple hydraulic tubing. These technologies
and accessories drive both the complexity and costs associated with aircraft hydraulic systems. As many mechanics
are aware, however, even with all these advancements and
the increased sophistication of hydraulic systems today,

fluid leakage remains as one of the most aggravating causes for unscheduled maintenance actions. One of the leading causes of fluid leakage involves hard tubing and tube
fittings. This article focuses on hydraulic tubing and various
methods of maintenance and repair for these tubes.

Hydraulic power lifelines

Hydraulic tubing and flexible hose styles are, indeed,
the lifelines of hydraulic power and motion control. These
distribution systems carry high-pressure (typically 3,000 psi)
hydraulic fluid power to all the various points in the aircraft
where work needs to be done. Although not nearly as
glamorous as the power and motion control accessories,
nevertheless, problems associated with tubing and fittings
cause some 30 to 60 percent of aircraft delays and cancellations. A typical commercial transport can contain up to
several hundred yards of tubing and thousands of fittings
and fitting connections. Hydraulic tube sizes can range
from as small as a quarter inch up to one and a half inches. Material types used range from aluminum (typically
6061T6) to corrosion-resistant steel (CRES alloys such as
300 series and more robust materials such as 21-6-9) to
exotic titanium material (such as 3Al-2.5V). Tubing wall
thickness for a given tube size can vary also, since the effort
to save weight in aircraft design is optimized. Therefore,
the mechanics dilemma in hydraulic tube repair can be
magnified quite quickly.

Tube failures
Many factors can contribute to tube failures. The most
commonly cited factors are chafing (either against structure
or at clamping points), installation stress (created by runs

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of tubing going from fixed point to
fixed point), and corrosion (due to
environmental conditions). While
thorough precautions are taken in the
selection of materials, design, and
installation by the airframe manufacturers, it is still possible that tube
leaks can occur. To minimize these
possibilities, maintenance of tubes
and fittings should always be accomplished in accord with the airframe
manufacturers recommended practices as detailed in the airframe maintenance manual.

Tubing maintenance
basics

sive accumulations of other fluids

such as cleaning fluids and other
foreign substances that might
eventually lead to corrosive damage to the tube. Finally, tubing
should not be in direct contact
with airframe structure, other
tubes and/or hose or other accessories that might lead to chafing.
In some cases, common aircraft cleaning solutions may also
have long-term damaging effects
on tubing life. If there are any
doubts as to whether any of the
cleaning solutions might contribute to decreased tubing life,
consult with the airframe manufacturers technical product support
personnel.
Also, while it may seem self-evident, always check the tube fitting, or
B nut connections to ensure they are
properly torqued. Consult the airframe technical manual for various
torque levels given different tube and
fitting materials.
When inspection does reveal
any of these problems, replacing the
entire tube assembly or sections

Figure 1. Tube Repair Methods

Hydraulic system tubing maintethereof may be required. Several

nance can be proactive in the sense
repair or replacement strategies may
that routine inspections for evidence
be employed, depending on the cirof weeping and leakage can be done
cumstances and what is permissible
visually or by wiping exposed suraccording to the airframe manufacfaces with a clean, white rag to deterturers maintenance manual.
mine if fluid is present. Tube clampRepair and/or replaceing points should be examined visument strategies
ally for evidence of looseness and
Following are repair or replacepossible chafing against the tubes
ment alternatives, depending upon
they are clamping. Loose or damaged
the aircrafts situation, the resources
clamps or clamps whose protective
available at the time,
elastomer padding is
Table I
the mechanics skill
worn or damaged
Tube Flattening Limits
and training level, and
should be replaced.
the urgency of bringTubes should be
Tube
Operating Pressure
ing the aircraft back
examined visually
Material
1000 PSIG Maximum
Greater Than 1000 PSIG
into flight-worthy confor evidence of
Aluminum
10 Percent
5 Percent
dition:
scratches,
nicks,
321 CRES
10 Percent
5 Percent
Minor repair of
dents, or any other
21-6-9 CRES
5 Percent
3 Percent
the tube assembly If
malformations
or
Carbon Steel
7.5 Percent
7.5 Percent
the tube is scratched
defects that could
Titanium
5 Percent
3 Percent
or nicked not deeper
cause failure points.
Ovality, or flatness, in the tube bend area can be measured by using the following formula:
than 10 percent of the
Tubing should also
Ovality Percentage = [(Max OD Min OD)/Nominal OD] X 100
tube wall thickness,
be free from excesTable II
Tube Bend Radii Recommendations

Dash No.
-3
-4
-6
-8
-10
-12
-16
-20
-24

Tube O.D.
(in.)
3/16
1/4
3/8
1/2
5/8
3/4
1
1-1/4
1-/12

6061T6
Aluminum
3/8
_
_
1
1-1/4
1-1/2
2
2-1/2
3

Minimum Bend Radii (inches)

300 Series
21-6-9
Stainless Steel
Stainless Steel
3/8
9/16
_
1/2
3/4
1-1/8
1
1-1/2
1-1/4
1-7/8
1-1/2
2-1/4
2
3
2-1/2
3-3/4
3
4-1/2

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TI-3AL-2.5V
Titanium
9/16
3/4
1-1/8
1-1/2
1-7/8
2-1/4
3
3-3/4
4-1/2

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typically such damage may be burnished away using hand tools.
However, if the scratch or nick is on
the outside radius of a bend, then the
tube should be repaired or replaced
as outlined below. Tubes with severe
die marks, splits, cracks, evidence of
torsional twist, or dents should also
be replaced.
Replace the entire tube assembly
Obtain a complete new tube
assembly from stock. Make sure the
new tube assembly can be installed
without pre-stressing the end fitting
connections. Too much pre-stress to
the end fitting connections may significantly affect tube life. Use
Illustrated Parts List part numbers,
and follow the appropriate sections
of the airframe manufacturers maint-

Figure 5(a) - Mark the Tube

Figure 5(b) - Position the Fitting

Figure 5(c) - Position the Tool

enance manual.
Install a temporary hose assembly
Many manufacturers
permit the use of a
temporary
repair
that consists of a
hose assembly fabricated from field
assembly
or
reusable hose fittings and bulk hose.
Such hose assemblies are typically
limited for use until the aircraft reaches the next possible maintenance
facility that is capable of performing a
permanent repair. Care should be
taken to ensure the hose assembly
meets the pressure requirements of
the system it is being used with and
that there are no fluid compatibility
problems. In the case of hydraulic
systems using either phosphate ester
(typically known as Skydrol or HyJet) or MIL-H-5606 petroleum-based
products, Teflon-lined, wired-reinforced hose is preferred. Hose assemblies should be clamped in the locations where the hard tube was
clamped, and care should be taken
that all other installation practices for
hose are followed.
Major repair of the tube assembly
Many, if not all, airframe manufacturers permit repair of tube assemblies either on the aircraft or in the
maintenance shop. Damaged sections of the assembly may be cut out
and replaced in the form of a splice
(see Figure 1.). Damaged end fittings
may be cut off and replaced, but care
should be taken that the repaired
assembly fits the installation and that
no pre-stress is imparted to the
repaired tube due to misalignment or
differences in length caused by the
repair. After the defective tube assembly is removed from the aircraft, there
are five basic steps to follow:
1. Cut the defective area out of the
assembly
2. Deburr the cut ends
3. Form the replacement tube section
4. Install the new tube section
and/or fittings
5. Inspect the new tube assembly

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Figure 5(d) Swag the Fitting

Always ensure that the repair

tube material is of the correct material type, size, and wall thickness in
accordance with the manufacturers
instructions.

Generic tube repair

Step by step description of a
basic tube repair:
Tube cutting Cut the tube
using a chipless tube cutter, highgrade hacksaw, or other production
method that ensures a square-cut
end, with a minimum amount of
burrs. The cutter should be moved
slowly and uniformly to ensure that
tube deformation does not occur.
Tube deburring After cutting
the tube, carefully remove any burrs
from both the outside diameter and
inside diameter of the tube. Use of a
deburring tool helps to prevent the
inclusion of metallic chips inside the
tube which would contaminate the
hydraulic system. Cut and deburred
tube ends should be protected from
further damage or the collection of
dust or dirt if they are to be left unattended for any period of time.
Tube bending In most cases it
will be necessary to form the
replacement section of tubing to fit
the aircraft. Obtaining a smooth
bend with an absolute minimum of
tube flattening is needed to ensure
high integrity and life of the
replacement section as well as
avoiding any unwanted fluid flow
restriction. Tubes may be formed
either by hand or by powered tube
benders, but care must be taken,
depending upon the nature of the
tube material, as well as the wall
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thickness. Excessive flattening, kinking, wrinkling, or other deformation
of the tube must be avoided. Table I
on pg. 52, shows the acceptable limits of tube flattening.
The maximum OD and the
minimum OD are the largest and
smallest cross-sectional diameters
measured within the area of the
bend. The ovality in the bend area
should not exceed the values in
Table I. Recommended minimum
bend radii are as shown in Table II,
pg. 52.
Depending on the capability of
the apparatus used to bend the
tube, it may be necessary to use
larger bend radii.
Installing tube fittings After
the replacement section has been
formed and is ready for installation,
attachment of the permanent tube
fittings is required. While each of
the permanent tube fitting styles has
some unique requirements, there
are generic steps which are similar:
1. Mark the parent tube and the
replacement section to indicate where the repair fitting
is to be positioned
2. Position the tube fitting relative to the tubing
3. Position the installation tooling
4. Install the tube fitting
5. Inspect the installed joint
Figures 5(a) through 5(e) depict
this sequence of events for the axially swaged, Rynglok Tube Fitting
System.
Inspection of the repaired tube
assembly If possible, the repaired
tube assembly should be proof tested using appropriate equipment, in
accordance with the airframe manufacturers maintenance manual
instructions, prior to being installed
on the aircraft. Alternatively, the
repaired tube assembly may be
installed on the aircraft and tested as
the hydraulic system is tested before
deeming the aircraft flight-worthy.
Care should be taken to perform all
normal hydraulic system tests.
Permanent tube fittings:A bewildering array Over the years, quite

a few permanent
tube fitting styles
have been developed, both for production of the aircrafts
hydraulic
tube system, as
well as for repair of
the aircraft once in
s e r v i c e .
Development of
this wide variety of
choices is due in
large part to the complex variety of
installations on the aircraft. Many
mechanics have often encountered
situations where, among other
things, they have wondered exactly
how the installation was designed
and installed on the aircraft and
whether any thought was given to
the poor mechanic who one day
might have to maintain these tubes.
As a result, each of the types of permanent tube fitting styles offers
attractive attributes, depending
upon a variety of circumstances.
Correspondingly, each tube fitting system also entails some less
than desirable attributes. Each
mechanic and system maintenance
engineer must examine the primary
criteria of their aircraft needs, fleet
needs, logistics, mechanic skill and
training levels, and other pertinent
factors, when deciding what tube fitting styles best meet their requirements. Having said that, it is worth
mentioning the most prominent permanent tube fitting styles available
today:
Weld-style fittings: Widely used
to produce aircraft hydraulic tube
assemblies, this method of attachment may also be used for repair,
but requires the proper weld equipment and inspection facilities and is
more difficult to accomplish on
board the aircraft. Mechanic skill
levels are relatively high. Welded
tube connections, accomplished
correctly, create joints of equal or
greater strength than the parent
tube, and are light in weight.
Bite-style fittings: This fitting
style relies on sleeves that literally
bite into the parent tube to effect the

Figure 5(e) - Inspect the Installation

connection. They are relatively simple to accomplish, require a lesser
skill level on the part of the mechanic, but also require a larger envelope
in which to turn wrenches that
install the fitting.
External swage-style fittings:
Although used industry-wide, external swage-type fittings require a
considerable amount of equipment
to accomplish repairs and a relatively skilled workforce to install them.
The prevalence of the system provides for logistic advantages. In
some cases, the production tubes
were manufactured with this system,
minimizing the envelope restrictions
for access to accomplish repairs.
This fitting style also uses an elastomeric seal on the interior of the fitting as a secondary seal, if required.
Shaped
memory
fittings:
Advancements in metallurgical science allowed for the development
of a special fitting style that relies on
the memory of the metal. These
fittings are stored in cryogenic
dewars of liquid nitrogen and
removed when needed to be
installed on the hydraulic tubes.
Special equipment pre-chills the
tube ends to properly accept these
lightweight fittings; however, since
these fittings accomplish their
method of attachment to the tubing
by warming up in the ambient environment, they are somewhat time
sensitive in their installation.
Axially swaged-type fittings: This
fitting style axially swages a permanently attached ring around a fitting
body, which permanently deforms

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both the fitting and the tube to effect a
metal-to-metal seal without the use of
elastomers. The fitting material is compatible with all types of tubing and wall thicknesses. Mechanic training and skill level
are relatively low. Installation equipment
investment required is more than bite-type
fittings and shaped memory fittings, but
less than external swage and weld-style
fittings.

The road ahead

Care and maintenance of hydraulic
system tubing are as important as any
other aspect of system maintenance.
With the ever increasing complexity of
todays aircraft, proper attention to
hydraulic tubes on both a preventative as
well as a repair and replacement scheme
can avert potential problems before they
impact the aircrafts flight operations.
Older and newer technologies and
approaches are available to meet each
individual aircrafts needs. Newer technologies attempt to address all elements
of cost associated with the repair and
maintenance of hydraulic tubing. Each
mechanic is encouraged to familiarize
themselves with alternative tube repair
technologies in an effort to ensure optimized repair capability for the aircraft on
which they work. AMT
Terry Karl is the Engineering Manager,
and Mark Morrow is the Distributor
Business Manager for Eaton Aeroquip
Engineered Systems Division.

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