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Module: NG1S422

AEROSPACE MATERIALS &

HARDWARE

EASA Part 66 – GCAA CAR 66

Module NG1S422- Book 6 (Wood & Fabrication) Revision 2
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Disclaimer S

The information contained within this document is for TRAINING USE ONLY.

These training notes should not be used for carrying out any work or procedure on ANY
aircraft. You must always use the correct aircraft maintenance manual or equipment
manufacturer’s handbook.

You should abide by the rules set out by your regulatory authority and as laid down in
the company policy where you are working. All reports, documentation, etc., must be in
compliance with your organization.

For Health and Safety, always follow the guidance laid down by the equipment
manufacturer, company policy, national safety policies and national governments.

Aircraft Maintenance Engineering

University of South Wales
Treforest Campus
Pontypridd
NP20 2BP

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BOOK 8
PIPE AND UNIONS

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Table of Contents HO
ED
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RIGID PIPES...................................................................................................................................................... 4 S
FUEL DELIVERY PIPES.........................................................................................................................11
Pipes in Pressurised and Fire Risk Areas....................................................................................12
........................................................................................................................................................................ 13
PIPE INSTALLATION.............................................................................................................................13
Supporting Pipes................................................................................................................................14
Connecting Pipes............................................................................................................................... 14
Pipes with Standard Couplings........................................................................................................ 15
FLEXIBLE HOSE ASSEMBLIES............................................................................................................... 16
Correct Methods of Fitting a Flexible Pipe..................................................................................16
Low Pressure Hose Assemblies....................................................................................................... 18
Re-usable End Fittings......................................................................................................................... 18
PIPE LINE IDENTIFICATION.................................................................................................................. 20
SYSTEM IDENTIFICATION................................................................................................................. 21
The ATA100 Code System.................................................................................................................. 21

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RIGID PIPES HO
Used for the movement of gasses and fluids within the aircraft and used in systems such as: ED
DU
 Hydraulic systems. S
 Pneumatic and vacuum systems.
 Fuel systems.
 Oxygen systems.
 Anti-icing systems.
 Domestic water and waste systems.
 Air conditioning systems.

Pipelines may be made of:

 Aluminium or aluminium alloy – for low pressure systems.

 Steel.
 Stainless steel.
 Copper. - 58 –
 Tungum – a copper alloy.
 Brass.

When replacing a pipe, it should be replaced with a pipe of the same material, diameter, length,
shape and gauge. It is also important, of course, that the end fittings are identical with the old
ones. Ideally the pipe will be supplied premanufactured under a stores part number,
nomenclature and with a EASA form 1.

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Some pipes can be ‘made up’ at user unit level while others have to be obtained from stores HO
using the appropriate stores part number and reference number. ED
DU
The aircraft manufacturer should design the pipes and their layout in such a way that mis-
S
connection is impossible, either by having different length pipes in the same run so that unions,
or connections, of one pipe do not occur at the same place as a pipeline next to it; or by having
pipelines (and unions) of different diameters so mis-connection is impossible. This is not always
done, however, and it is important that all systems are put through a functional test after any
pipeline replacement/disconnection/reconnection.

Flared Couplings. Many high pressure couplings have this method of assembly using a flared
pipe, adapter nipple, collar, outer and inner sleeve. Nipples now in use have a parallel extension
(called a skirt) to ensure that they are correctly aligned in the pipeline – and this should always
be inserted into the flared pipe, which has the collar and outer sleeve fitted. Used for high
pressure pipes.

Flareless Couplings. Also used for high pressure couplings. A ‘preset’ of the correct size is placed
over the unflared pipe end. The pipe is pushed fully home into its union adapter and the union
nut is tightened to a specific torque value. This causes the ‘preset’ to bend inwards and form a
leak proof compression joint with the pipe. It is important that the correct torque value is used.
Used for high pressure pipes.

Compressed Rubber Couplings. Uses a compressed rubber gland and used for low pressure
systems such as Pitot-static systems. The pipe end must be hard against the shoulder of the
recess in the union adapter before any attempt is made to tighten the union nut.

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Prior to fitting the pipe, the pipe ends should be suitably protected against the corrosive action HO
of the rubber. Copper pipes should be tinned, whilst stainless steel and aluminium alloy pipes ED
should be protected with a varnish such as BSX17. All sharp edges should be removed from the DU
pipe ends. S

The union nut is tightened against the union to a specific torque so compressing the elastomeric
seal and forming an air-tight joint. Warning, do not over tighten as the seal can be damaged.

Hose Clips. Used for low pressure connections of hoses to metal pipelines. Any hose clips used
must be of an approved type and must fit correctly in relation to the pipe ends or beading. A
clearance of between 0.25” and 0.50” (6mm to 13mm) should be allowed between the ends of
the pipes so that the ends will not make contact should flexure of the pipe occur.

If a new pipe connection is difficult to fit, it may be lubricated with the fluid used in the
particular system, but for some types of pipe, hot water immersion in accordance with the
manufacturer’s instructions can e used.

Couplings are affected by expansion, contraction, vibration and heat and should be inspected
regularly for deterioration and freedom from oil and grease. When connectors are to be
removed from pipe ends, do not lever with a screwdriver or similar tool as this could damage
the pipe.

Brazed Nipple Couplings. A conical nipple is brazed or silver soldered to the end of one pipe and
a union sleeve is brazed onto the other. A union nut screws onto the union sleeve to hold both
pipes together. Used on high pressure systems.

Self-Sealing Couplings. May-be of the screw or bayonet type and allows for quick release and
assembly of the pipe joint without fluid loss or air inlet.

When making or breaking the joint of a self-sealing coupling, avoid turning between the two
halves, otherwise the seating for the valve in the union half coupling may damage the seal in the
fixed half-coupling.

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Note:

This does not apply to Avimo type self-sealing couplings, which are connected by a bayonet pin
and socket arrangement and must be rotated to make or break the joint.

When a self-sealing coupling is disconnected, blanks should be fitted to both halves. A leaking
half-coupling should be replaced and the system functional tested after coupling
disconnect/reconnect.

Banjo Unions. These consist of an inlet union screw, inlet union and two bonded seals or bonded
washers (figure 69). They are designed to allow a pipe connection to be made to a component at
right angles to the component. The inlet union screw is drilled internally to allow for fluid
passage as is the inlet union.

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The bonded washers are made up of a plain metal washer to which is bonded an elastomeric
seal. This is usually bonded to the inside diameter of the washer and is designed to be thicker
than the metal washer.

As the union screw is tightened down so the elastomeric seal will be squeezed and provide a
seal. The union screw is usually torque loaded.

Vee Flange Couplings. A method of joining used on larger diameter pipes such as fuel pipes and
low pressure pneumatic pipes. There is a Vee section ring brazed onto the ends of the pipes to
be joined. The pipes and the two Vee sections are butted together and retained by a Vee Flange
Coupling. It is important that the abutment faces of the two Vee flange sections are clean,
absolutely flat, undamaged, not strained and parallel.

This method has three main advantages over the method whereby the flanges are held together
by bolts (or studs) and nuts, namely:

(a) Even distribution of stress around the flanges.

(b) Ease and speed of removal/installation.
(c) The assembly has a good strength/weight ratio and is more compact.

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Examples of usage of Vee flange couplings are to: HO
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 Attach the cases of driven components to engine gearboxes. DU
 Join components such as valves to ducts. S
 Join sections of ducting/pipework in air-conditioning/fuel systems.

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Such diverse uses will demand a variety of designs and materials; therefore, the appropriate HO
AMM must be referred to prior to working on any Vee flange coupling. ED
DU
Note: The torque loading of the clamp bolt(s) on Vee flange couplings is critical and the clamp
S
halves need to be torque tightened slightly then tapped with a soft faced mallet to distribute any
stresses set up in the clamp/pipe arrangement. The effect of this tapping will reduce the torque
loading of the clamp bolt, which then requires re-torqueing. This procedure is repeated until the
final correct torque value is reached.

FUEL DELIVERY PIPES (LP)

Pipes fitted to the airframe to deliver fuel to the engines from the fuel tanks. Often called low
pressure (LP) to distinguish them from the high pressure (HP) pipes used on the engine side of
the fuel system. Not normally required to handle pressures over 50psi (345kPa) and are usually
made from aluminium alloy with the diameter being large enough to cope with the high flow
rates and typically are about 2½” (64mm) in diameter (for large aircraft).

Pipes are thin walled and need care when handling.

Pipes sections are fitted with various connectors. These need to be fuel tight using seals capable
of withstanding any flexing that may occur (wings will flex during flight and the pipes
themselves are not able to take much flexing). Also, all pipe-work and couplings must be
electrically bonded because the fluid flow will induce a static charge.

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Figure 72 shows a typical example of a rigid coupling and figure 73 shows examples of flexible
couplings. There are many types in use and reference should always be made to the AMM for
type and fitting instructions. In general:

 Ensure the correct seals are fitted and in the correct orientation.
 Ensure pipes are un-damaged particularly around the seal mating surfaces.
 Torque load correctly.
 Ensure correct electrical bonding.
 Carry out leak checks after assembly. This may need an engine run.
 Some airlines require a duplicate inspection on fuel feed pipelines.

Pipes in Pressurised and Fire Risk Areas

Where pipes have to pass through pressurised areas (rare) or fire risk areas additional
precautions are taken to ensure that any leakage does not get outside the immediate vicinity or
to any engine hot sections. These features can include such things as scuppers and channels to
direct any spilt fluid overboard. (Engines have a fire-proof bulkhead by regulation). Any
pipes/couplings near the engine would be enclosed and provided with an overboard drain.

Pipes also run to the back of the aircraft for tail mounted engines, tail mounted fuel tanks
(aircraft trimming and fuel transfer) or to an APU. Here flexible pipes are used shrouded by a
‘normal’ aluminium alloy fuel pipe. Any leakage from the flexible pipe is transferred into the
shroud. The shroud is ported to a drain mast and any fuel accumulation is drained overboard. A
standard ramp check would include checking the mast for any fuel leakage. If any is present, the
leak must be found and rectified.

Shroud drains are shown in figure 74.

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PIPE INSTALLATION
Before pipes are fitted into aircraft they should be inspected for damage, cleanliness and
corrosion. If damage to the pipe is suspected, the pipes should be pressure tested and the
roundness of the bore checked.

Checks should be made that the pipes are of the specified type and should have approved
certificates identified to the pipe (EASA form 1).

Prior to assembly, all pipes must be blown through with clean dry air and, where applicable,
flushed out with clean filtered fluid of the type to be used in the particular system in which the
pipe is to be installed.

For oxygen systems, a final approved degreasing process must be used to ensure cleanliness,
since oil or grease in contact with oxygen under pressure would cause an explosion.

If the pipe is not to be installed immediately, its ends must be blanked using the correct blanks.
Plugs and caps conforming to standards appropriate to the system pipeline should be used. In
instances where standard blanks cannot be fitted, it must be ensured that the blank is so made
that it is impossible for it to be left in position when the pipe is connected.

Note: The use of rag, tape or paper for blanking off purposes is not allowed.

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When installing pipes, they should not be allowed to come into contact with materials which HO
might cause galvanic corrosion. Some small aluminium alloy pipes are treated internally and ED
externally with varnish. Pipes so treated must not be used in fuel, oil, pneumatic and oxygen DU
systems, or in any system where peeling varnish may cause malfunctioning of the system. S

Supporting Pipes
Pipes must be supported in accordance with the AMM.

Multiple pipe clamps may be used. These are often made of fibre, aluminium, moulded rubber
and other materials. The two halves of the clamps are usually joined together by bolts, which
also serve to secure the clamp to the aircraft structure. It is important to ensure that the clamps
are of the correct size to prevent damage to the pipe.

Where packing is required between the pipes and the clamps, the material used should be in
accordance with the AMM. Typical materials are cork sheet, tinned copper gauze and various
types of tape, but leather must never be used, since this will cause corrosion.

Some pipe clamps are self-bonding (electrical bonding), but where this is not possible, metal
gauze or a cork-based material having copper strands interwoven, can be used.

Where single pipes require support, standard clips such as ‘P’ clips can be used.

Clearance between pipes and structure should be at least 0.1in (2.5mm) and adequate clearance
should be provided between pipes and moving parts, eg landing gear bays [tyres may ‘grow’
when rotating by as much as 2in (51mm) in diameter and 1in (25mm) in width when rotating
fast].

Connecting Pipes
Before connecting the pipe union nuts, a check should be made to ensure that the pipe end is of
the correct type and size, that is clean and undamaged.

Two spanners must always be used when tightening (or disconnecting) a pipe coupling; one to
hold the sleeve or adapter and one to turn the union nut. Over-tightening of couplings must be
avoided. Special tightening techniques and torque’s, when specified, must be used.

If lubrication of the threads is specified, it is essential that only the correct lubricant is used and
that it does not enter the bore of the pipe.

For oxygen systems, the following lubricants are suitable: DTD 900/4042, which provides a dry
self-lubricating film of graphite and which should be applied to a thoroughly degreased surface
and allowed to air dry before being put into service; and DTD 900/4286 which acts as a sealant
as well as a lubricant and has a grease-like consistency; and PTFE tape.

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Pipes with Standard Couplings HO
When connecting pipes having standard types of threaded couplings, e.g. those complying with ED
the AGS series, the following points should be checked: DU
S
(a) That flared pipe ends are free from cracks, distortion or other damage.
(b) That union nuts are free to be withdrawn over their entire length, that they are
not impeded by bends or other obstructions and that they rotate freely.
(c) That all loose parts such as adapter nipples, rubber glands, washers, etc. are
fitted to the coupling, are of the correct type and are correctly located.
(d) That the pipe end aligns correctly with its mating part. Pipe ends must never be
forced into position, since this may induce considerable stress into the pipe and
the coupling.
(e) That the pipes are never drawn together by their union nuts, since this imposes a
strain on the flaring which may cause deformation or other damage.

Once a standard coupling has been bedded-in initially, less torque will be required on
subsequent reassembly to make a leak proof joint. However, should a leak occur, the coupling
must not be over tightened in an attempt to stop the leak, but must be disconnected and the
cause of the leak ascertained.

Adapter nipples with skirts have replaced those without skirts but it is important to check that
the nipple sits correctly before assembly of the union. (It has been known for un-skirted nipples
to rotate in the assembly prior to tightening thus causing a weak joint and one that is not
pressure proof).

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AN Standard Fittings HO
ED
DU
S

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MS Flareless tube fittings. HO
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DU
S

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FLEXIBLE HOSE ASSEMBLIES HO
Fitted in systems where there is some movement between components – for example: in brake ED
pipelines where there is movement between the retractable landing gear and the airframe and, DU
further down the line, where there is movement within the shock-absorber and where there is S
movement between the wheel bogie and the shock-absorber. In some cases, however, swivel
unions may be fitted instead (eg on the torque links).

From a designer’s point of view, the following points should be borne in mind when selecting a
hose assembly for a particular purpose.

 Maximum system pressure.

 Maximum system fluid temperature, particularly soak temperatures after system
shut down when fluid temperatures could increase by as much as 20°C.
 Compatibility of hose material and its end fittings with the system fluid and
external environmental conditions. This includes fluids to be used in other
systems where they may come into contact with a particular hose installation.

The general construction of a hose includes the following features:

 A flexible impermeable inner lining compatible with the fluid used in the system.
Has little strength.
 A flexible support structure to the lining which usually contains reinforcing. Has
the strength to resist the forces set up by the system pressure.
 End fittings, usually metal, secured to the flexible part of the hose which allows
the hose to be secured to components etc. When secured will provide a leak-
proof joint and has provision for tightening (usually a hexagon union nut) and
locking.

Correct Methods of Fitting a Flexible Pipe

Hose assemblies for use in high-pressure fluid systems are usually supplied by the
manufacturers complete with end fittings which, in most cases, cannot be dismantled or
repaired in any way. However, there are some types of hose assemblies on which the end
fittings may be changed if necessary.

The hose lining is made of a material to withstand the pressure, temperature and to be
compatible with the fluid in the system.

The hose is strengthened by high tensile steel wire braiding or fabric reinforcement.

Hose assemblies are generally designed either for specific functions or for a limited range of
functions and it is essential to ensure that only the hose specified in the Illustrated Parts
Catalogue (IPC) is fitted.

A material which is widely used is polytetrafluoroethylene (PTFE). This material is chemically

inert, is unaffected by synthetic oils and fluids and operates at high temperatures and normally
has an unlimited shelf life. PTFE hose is, however, more susceptible to damage from careless
handling than rubber hose and care is required during handling.

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Hose assemblies fitted in high temperature areas (eg near engines, brakes etc) may be protected HO
by fire protective coverings. ED
DU
Hose assemblies often go through a great deal of flexing. They may also have a natural ageing
S
process. It is therefore important that lives as stated in the AMM are not exceeded.

The end fittings on a hose assembly are made from steel or light alloy and are designed to exert
a grip on both the tube and wire braids so as to resist high-pressure, twisting and vibration
loads. They also provide an electrical bond.

Length

The length of a hose assembly with straight end fittings is taken as the distance between the
extremities of the two nipples. In the case of an elbowed end fitting, the length is taken from the
centre of the elbow bore.

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Construction of High-Pressure Hose Assemblies HO
ED
A typical high-pressure hose assembly consists of an inner lining covered by one or two closely
DU
woven wire braids, either moulded in, or sandwiched between, the synthetic rubber of the
S
lining or woven on the surface of the tube.

The whole assembly may be enclosed by an outer cover, the purpose of which is to provide
protection for the inner parts of the hose, to resist abrasion and the effects of weather and
external fluids and chemicals, and, in some cases, to provide a degree of fire resistance.

Low Pressure Hose Assemblies

These are thin-walled and textile-reinforced. They are used for Pitot-static instrument lines
especially where they pass between the structure and instrument panels mounted on anti-
vibration mountings. The rubber or canvas spiral-corrugated hose having a spiral steel spring
embedded in the corrugations, is often used for systems where there are negative pressures.

With low-pressure hose it is important to ensure that bends are not too acute, since this may
result in kinking of the hose at the bend. Where sharp bends cannot be avoided an internal
support coil may be fitted.

Re-usable End Fittings

Usually consist of a socket, nipple and union nut. When the nipple is screwed into the hose (and
socket), the taper in the nipple causes the hose to be clamped firmly between nipple and socket
– so forming a seal. This is known as a compression seal but other methods of assembly may be
used.

Make sure that when a hose is selected it conforms to the specification as laid down in the AMM
and that it is given a visual examination for any signs of damage. When cutting the hose, it is
important to cut it to the correct length using a fine-toothed hacksaw blade (remove any
debris).

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Actual assembly of the hose and socket is carried out by holding the socket firmly in a vice and
screwing the hose into the socket until it bottoms. (Some manufacturers recommend that, after
screwing the hose fully into the socket, it should be unscrewed a quarter turn to allow for
expansion when the nipple is inserted.)

After assembly the hose should be marked with a grease pencil, paint or tape, at the point where
it enters the socket, in order to provide a means of checking that the hose is not forced out of the
socket during the subsequent insertion of the nipple. The nipple is then screwed into the socket
(and hose), torque loaded and locked (usually with locking wire).

The assembly should have a metal identification tag attached and be pressure tested (see
module 7).

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FLUID LINE IDENTIFICATION HO
ED
Fluid lines in aircraft are often identified by markers made up of colour codes, words, DU
and geometric symbols. S

These markers identify each line's function, content, and primary hazard. Figure 77
illustrates the various colour codes and symbols used to designate the type of system
and its contents. Fluid lines are marked, in most instances with 1" tape or decals. On
lines 4" in diameter (or larger), lines in oily environment, hot lines, and on some cold
lines, steel tags may be used in place of tape or decals. Paint is used on lines in engine
compartments, where there is the possibility of tapes, decals, or tags being drawn into
the engine induction system.

In addition to the above-mentioned markings, certain lines may be further identified

regarding specific function within a system, for example, drain, vent, pressure, or
return. Lines conveying fuel may be marked FLAM; lines containing toxic materials are
marked TOXIC in place of FLAM. Lines containing physically dangerous materials, such
as oxygen, nitrogen, or Freon™, may be marked PHDAN. Aircraft and engine
manufacturers are responsible for the original installation of identification markers, but
the aviation mechanic is responsible for their replacement when it becomes necessary.

Tapes and decals are generally placed on both ends of a line and at least once in each
compartment through which the line runs. In addition, identification markers are placed
immediately adjacent to each valve, regulator, filter, or other accessory within a line.
Where paint or tags are used, location requirements are the same as for tapes and
decals.

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Fluid
line identification using: (A) tape and decals and (B) metal
tags.

Fig.77 COLOUR/SYMBOL PIPELINE IDENTIFICATION

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SYSTEM IDENTIFICATION HO
Pipe identification is identified by tape or identification labels attached to each section. Systems ED
in use include: DU
S
* Manufacturer’s own system.

* The colour/symbol system. This uses words, colours and symbols to indicate the
contents/system of the pipe. * The ATA100 code system. Based on the ATA100 chapter
numbering system of the AMM and will indicate:

(a) The system – by a symbol.

(b) The component to which the pipe is fitted.
(c) The subsystem to which the pipe is fitted.
(d) Whether it is suction – pressure, etc.

The ATA100 Code System

The numbering system (figures 78 and 79) may take the following form (starting from the end
of the pipe):

 1st Part ……………… Pipe end identification number.

 2nd Part ……………… System symbol.
 3rd Part ……………… ATA chapter number.
 4th Part ……………… Component key number.
 5th Part ……………… Component port or connection code.
 6th Part ……………… Pipe function and subsystem code.
 7th Part ……………… Flow direction – if applicable.

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