All aircraft, from the smallest trainers to the largest transports, have systems to direct the flow

of fluids from their source to the units requiring them. These systems consist of hoses, tubing, fittings,
and connectors and are often referred to as an aircraft's "plumbing." Even though aircraft fluid lines and
related hardware are very reliable and require little maintenance, they cannot be overlooked

 RIGID FLUID LINES- As a rule, rigid tubing is used in stationary applications and where long,
relatively straight runs are possible.
 Systems that typically utilize rigid tubing include fuel, oil, oxygen, and instrument systems.
 MATERIALS Many fluid lines used in early aircraft were made of copper tubing. However, copper
tubing proved troublesome because it became hard and brittle from the vibration encountered
during flight, and eventually failed
To help prevent failures and extend the life of copper tubing, it must be periodically
annealed to restore it to a soft condition
 Annealing is a heat treatment that alters the physical and sometimes chemical properties of a
material to increase its ductility and reduce its hardness, making it more workable.
 Today, aluminum-alloy and corrosion-resistant steel lines have replaced copper in most
applications. Aluminum tubing comes in a variety of alloys
 In low pressure systems (below 1,000 psi) such as those used for instrument air or ventilating air
 Pure aluminum tubing made from 1100-H14 (half-hard)
 Alluminum alloy 3003-H14 (half-hard) is used.
 Low pressure fuel and oil and medium pressure (1,000 to 1,500 psi)
 Hydraulic and pneumatic systems 5052-O aluminum alloy. This alloy, even in its annealed state,
is about one and three-quarters times stronger than half-hard, commercially pure aluminum.
 Occasionally, 2024-T aluminum alloy is used for fluid lines because of its higher strength.
However, it is not as flexible and, therefore, is more difficult to bend and flare without cracking
 Aluminum alloy tubes are identified in a number of ways:
1. On large tubes – stamped directly on the tube’s surface
2. On small tubing – colored band - These color bands are no more than 4 inches wide and are
painted on the tube's ends and mid-section


 Corrosion-resistant steel tubing, either annealed or 1/4 hard, is used in: • high pressure systems
(3000 psi)
 Repairs to aircraft tubing must be made with materials that are the same as the original, or are
an approved substitute
 One way to ensure that a replacement is made of the same material is to compare the code
markings on the replacement tube to those on the original
 For samples of tubing can be tested for: hardness, § magnetic properties and § reaction to
concentrated nitric acid
1. Hardness- filing or scratching a material with a scriber
2. Magnet- annealed austenitic and ferritic stainless steels.
3. Nitric acid attacks these alloys at different rates and yields different colors in the corrosion
product

 SIZE DESIGNATIONS
1. Rigid tubing - outside diameter in increments of 1/16 inch.
2. Therefore, a -4 "B" nut tubing is 4/16 or 1/4 inch in diameter.
3. Another important size designation: wall thickness determines a tube's strength
4. One dimension that is not printed on rigid tubing is the inside diameter.
5. Subtracting twice the wall thickness from the outside diameter
 FABRICATING RIGID TUBING to replace a rigid fluid line, you may obtain a replacement tube
assembly from the aircraft manufacturer or fabricate a replacement in the shop.
 TUBE CUTTING cut it approximately 10 percent longer than the tube being replaced. This
provides a margin of safety for minor variations in bending.
 After determining the correct length, cut the tubing with either a fine-tooth hacksaw or a roller-
type tube cutter
 Tube cutter most often used on soft metal tubing such as copper, aluminum, or aluminum alloy.
However, they are not suitable for stainless- steel tubing because they tend to work harden the
tube
 USING A TUBE CUTTER
1. Marketing the tube with felt-tip pen or scriber
2. Align
3. Thumbscrew
4. Snug
5. Deburring tool (NOTE: The end of the tube must be smooth and polished so that no sharp
edges can produce stress concentrations and cracks when the tube is flared)
 6. Compressed air


 TUBE BENDING you must be able to produce bends that are 75 percent of the original tube
diameter and free of kinks. Any deformation in a bend affects the flow of fluid

 Tubing under 1/4 inch made of soft metal and having a thin wall can usually be bent by hand.
However, when using this method, it is extremely important that every particle of sand be
removed from the tube before it is installed
 Tubing larger than 1/4 inch in diameter typically requires bending tools to minimize flattening
and distortion. Small diameter tubing of between 1/4 inch and 1/2 inch can be bent with a hand
bending tool.
 JOINING RIGID TUBING Sections of rigid tubing can be joined to another tube or to a fitting by
several methods. These include single and double-flare connectors, flareless connectors, or a
hose and clamps over
 TUBE FLARING A flared-tube fitting consists of a sleeve and a B-nut.
 There are two types of flares used in aircraft plumbing systems, the single flare and the double
flare; the flare provides the sealing surface and is subject to extremely high pressure
 Single flare is formed with either an impact-type flaring tool, or one having a flaring cone with a
rolling action
 Roll-type flaring tools are quite popular in aviation maintenance shops because they are entirely
self-contained and produce a good flare. Can flare tubing from 1/8 to 3/4 inch outside diameter
 A double flare is smoother and more concentric than a single flare and, therefore, provides a
better seal. A double flare is more durable and resistant to the shearing effect of torque
 Flared fittings are identified by either an AN or MS number. Prior to World War II fittings were
made to an AC standard. AC fittings still used in some older aircraft
 DIFFERENCES BETWEEN AN AND AC FITTING
1. AN fitting has a shoulder between the end of the threads and the flare cone.
2. AC fitting does not have this shoulder.
3. Another difference between AC and AN fitting includes the sleeve design.
4. The AN sleeve is noticeably longer than the AC sleeve of the same size
 Flared-tube fittings are made of aluminum alloy, steel, or copper base alloys. For identification
purposes, all AN steel fittings are colored black, and all AN aluminum fittings are colored blue.
The AN 819 aluminum bronze sleeves are cadmium plated and are not colored. AN fittings come
in a variety of shapes and sizes, each with a specific use
 One specific type of fitting is the universal bulkhead fitting. Used to support a line that passes
through a bulk-head. Bulkhead fittings have straight machine threads, similar to those on
common nuts and bolts.
 Fluid lines are commonly attached to components by tapered pipe thread fittings. Tapered pipe
thread fittings create a seal by wedging the tapered external male thread and the tapered
internal female threads. This is the same type of thread used in household plumbing and
automotive application.
 Always follow the manufacturer’s direction when joining tapered pipe thread fittings
 Flareless fitting is designed to provide leak-free attachments without flares.
 Step referred to as presetting is necessary prior to installation of a new flareless
 Presetting is the process of applying enough pressure to the sleeve to cause it to cut into the
out-side of the tube
 To preset a flareless fitting, lubricate a nut and sleeve, sometimes called a ferrule, and slip them
over the end of a tube
 The ferrule may rotate on the tube, but it should not move back and forth
 BEADING - for this to be effective the tube must be beaded first
 The diameter and wall thickness of the tube being beaded determine which is use