2. Medium pressure, pressures up to 3,000
p.s.i. ap One wire braid reinforcement.
Smaller sizes carry pressure up to 3,000
p.s.i.
Larger sizes carry pressure up to 1,500
p.s.i.
3. High pressure (all sizes up to 3,000 p.s.i.
operating pressures).
Identification markings consisting of lines, letters, and numbers are printed on the hose. (See figure
5-2.) These code markings show such information as hose size, manufacturer, date of manufacture, and pressure and temperature limits. Code markings assist in replacing a hose with one of the same specification or a recommended substitute.
Hose suitable for use with phosphate ester base hydraulic fluid will be marked "Skydrol " use". AULIC In some instances several types of hose may be suitable for the same use. Therefore, in order to AULIC make the correct hose selection, always refer to the maintenance or parts manual for the particular airplane.
Teflon Hose ROC Teflon hose is a flexible hose designed to meet LUBRICATION CATA the requirements of higher operating temperatures and pressures in present aircraft systems. It can ILUBRICATION ROC generally be used in the same manner as rubber hose. Teflon hose is processed and extruded into LUBRICATION tube shape to a desired size. It is covered with stainless steel wire, which is braided over the tube for strength and protection.
Teflon hose is unaffected by any known fuel, petroleum, or synthetic base oils, alcohol, coolants, or solvents commonly used in aircraft. Although D D it is highly resistant to vibration and fatigue, the principle advantage of this hose is its operating Size Designation The size of flexible hose is determined by its inside diameter. Sizes are in one-sixteenth-inch increments and are identical to corresponding sizes of rigid tubing, with which it can be used.
Identification of Fluid Lines Fluid lines in aircraft are often identified by markers made up of color codes, words, and geometric symbols. These markers identify each line's function, content, and primary hazard, as well as the direction of fluid flow. Figure 5-3 illustrates the various color codes and symbols used to designate the type of system and its contents.
In most instances, fluid lines are marked with 1-inch tape or decals, as shown in figure 5-4 (A).
WARNING SYMBOL FIGURE 5-3. Identification of aircraft fluid lines.
On lines 4 inches 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, as shown in figure 5-4 (B). 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.
FUEL FLAM VEL Red FUEL Red FLAM (B) FIGURE 5-4. Fluid line identification using:
(A) tape and decals and (B) metal tags.
In addition to the above-mentioned markings, certain lines may be further identified as to 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, are marked PHDAN.
The 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.
Generally, tapes and decals are 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.
PLUMBING CONNECTORS Plumbing connectors, or fittings, attach one piece of tubing to another or to system units.
There are four types: (1) Flared fitting, (2) flareless fitting, (3) bead and clamp, and (4) swaged.
The amount of pressure that the system carries is usually the deciding factor in selecting a connector. The beaded type of joint, which requires a bead and a section of hose and hose clamps, is AN819 AN818 nut sleeve Tubing FIGURE 5-5. Flared-tube fitting.
AC
AN FEATURE AC 37° ANGLE 35°
- BODY LENGTH YES RECESS NO BODY LENGTH
COARSER THREADS FINER
BLUE GRAY
OR COLOR OR
BLACK YELLOW BODY
LONGER LENGTH SHORTER
BLUE OR BLACK GRAY OR YELLOW FIGURE 5-6. AN and AC fitting differences.
used only in low- or medium-pressure systems, such as vacuum and coolant systems. The flared, flareless, and swaged types may be used as connectors in all systems, regardless of the pressure.
5-6.) The AC fitting does not have this shoulder.
Other differences between the AC and AN fittings include the sleeve design, the AC sleeve being noticeably longer than the AN sleeve of the same size. Although certain flared-tube fittings Flared-Tube Fittings are interchangeable, the pitch of the threads is A flared-tube fitting consists of a sleeve and a nut, as shown in figure 5-5. The nut fits over the sleeve and, when tightened, draws the sleeve and different in most cases. Figure 5-7 shows the AN and AC811 fittings that can be safely interchanged. Combinations of end connections, nuts, tubing flare tightly against a male fitting to form a seal. Tubing used with this type of fitting must Type End Type Typc be flared before installation. Sizes OD Tube Connection (Male (Female Sleeve Nut Type Flare Tub‹ The male fitting has a cone-shaped surface with Thread) Thread) the same angle as the inside of the flare. The sleeve supports the tube so that vibration does All Sizes All Sizes ANI 8112 ANI 8112 ANI 8112 AN 8112 not concentrate at the edge of the flare, and All Sizes AN AN AN 811 All Sizes AN AN 811 811 distributes the shearing action over a wider area All Sizes AN AN 811 for added strength. Tube flaring and the instal- All Sizes 811 811 811 All Sizes 811 811 AN lation of flared-tube fittings are discussed in detail All Sizes 811 811 AN 811 later in this chapter. AN 811 AN 811 The AC (Air Corps) flared-tube fittings have 78,16> 4. 516, 1¾, 2 16, 14, 2 AN AN 811 811 811 AN AN been replaced by the AN (Army/Navy) Standard 78, 16. 4, 16, 14, 2 AN 811 811 and MS (Military Standard) fittings. However, 1 This is the normal assembly of AN fittings.
since AC fittings are still in use in some of the 2 This is the normal assembly of AC811 fittings.
older aircraft, it is important to be able to identify them. The AN fitting has a shoulder between the FIGURE 5-7a. Interchangeability of AN and AC811 end of the threads and the flare cone. (See figure fittings.
TYPICAL CONNECTION CT 45 MT OT FIGURE 5-7 b. AC811 solderless fittings.
- AN744 to AN932 —- Material:
Aluminum alloy. (code D) Steel.. (code, absence of letter) Brass- (code B) Aluminum bronze. (code Z-for AN819 sleeve) Size:
The dash number following the AN number indicates the size of the tubing (or hose) for which the fitting is made, in 16ths of an inch. This size measures the O. D. of tubing and the I. D. of hose.
Fittings having pipe threads are coded by a dash number, indicating the pipe size in 8ths of an inch.
The material code letter, as noted above, follows the dash number.
BOLT AN775 ELBOW AN777 BOLT AN774 ELBOW AN776 ELBOW AN778 TEE AN779 PLUG AN806 TEE AN804 PLUG AN814 ADAPTOR AN807 UNION AN815 CAP AN820 NUT AM817 SLEEVE NUT AN818 AN819 NIPPLE AN816 ELBOW AN821 ELBOW AN822 ELBOW AN823 TEE AN824 FIGURE 5-8. AN plumbing fittings.
TEE AN826 TEE CROSS AN827 AN825 UNION AN832 TEE ELBOW AN833 AN834 ELBOW AN837 ELBOW AN839 ELBOW AN838 AN840 HOSE NIPPLE HOSE NIPPLE AN841 * HOSE ELBOW AN842 HOSE ELBOW AN843
HOSE ELBOW AN844 ELBOW AN847 · ELBOW AN848 * ELBOW AN845 *AN867 ELBOW AN846 *AN871 BUSHING CONNECTOR AN849 AN893 BUSHING AN894 * Inactive for new design.
FIGURE 5-8. AN plumbing fittings. Continued 106
AN COUPLING NIPPLE AN911 BUSHING AN912 PLUG AN913 ELBOW AN914 AN910 ELBOW AN915 ELBOW AN916 TEE AN917 REDUCER AN919 NUT AN924 CROSS AN918 TEE AN926 ELBOW AN927 Y AN ELBOW AN928 CROSS AN925 PLUG AN932 CAP AN92 FIGURE 5-8. AN plumbing fittings.-Continued sleeves, and tube flares are allowed to make up a complete fitting assembly. The use of dissimilar metals should be avoided since their contact will cause corrosion.
straight threads, but they have different pitch for the various types.
Flared-tube fittings are made of aluminum alloy, steel, or copper base alloys. For identifi- When combining AC and AN end connections, nuts, sleeves, or tube flares, if the nut will not move more than two threads by hand, stop and investigate for possible trouble.
The AN standard fitting is the most commonly used flared-tubing assembly for attaching the tubing to the various fittings required in aircraft plumbing systems. The AN standard fittings include the AN818 nut and AN819 sleeve. (See figure 5-8.) The AN819 sleeve is used with the AN818 coupling nut. All these fittings have cation purposes, all AN steel fittings are colored black, and all AN aluminum alloy fittings are colored blue. The AN 819 aluminum bronze sleeves are cadmium plated and are not colored The size of these fittings is given in dash numbers, which equal the nominal tube outside diameter (O.D.) in sixteenths of an inch.
Threaded flared-tube fittings have two types of ends, referred to as male and female. The male end of a fitting is externally threaded, whereas the female end of a fitting is internally threaded.
Cone angle Sleeve pilot Sleeve Tube shoulder. Bevel Tube Sleeve cutting edge Body • Nut FIGURE 5-9. Flareless-tube fitting.
The MS (Military Standard) flareless-tube fittings are finding wide application in aircraft plumbing systems. Using this type fitting eliminates all tube flaring, yet provides a safe, strong, dependable tube connection. The fitting consists of three parts: a body, a sleeve, and a nut. The body has a counterbored shoulder, against which the end of the tube rests. (See figure 5-9.) The angle of the counterbore causes the cutting edge of the sleeve to cut into the outside of the tube when the two are joined. Installation of flarelesstube fittings is discussed later in this chapter.
Quick-disconnect Couplings Quick-disconnect couplings of the self-sealing type are used at various points in many fluid systems. The couplings are installed at locations where frequent uncoupling of the lines is required for inspection and maintenance.
Quick-disconnect couplings provide a means of quickly disconnecting a line without loss of fluid or entrance of air into the system. Each coupling assembly consists of two halves, held together by a union nut. Each half contains a valve that is held open when the coupling is connected, allowing fluid to flow through the coupling in either direction. When the coupling is disconnected, a spring in each half closes the valve, preventing the loss of fluid and entrance of air.
The union nut has a quick-lead thread which permits connecting or disconnecting the coupling by turning the nut. The amount the nut must be turned varies with different style couplings. One style requires a quarter turn of the union nut to lock or unlock the coupling while another style requires a full turn.
Some couplings require wrench tightening;
others are connected and disconnected by hand The design of some couplings is such that they must be safetied with safety wire. Others do not require lock wiring, the positive locking being assured by the teeth on the locking spring, which engage ratchet teeth on the union nut when the coupling is fully engaged. The lock spring automatically disengages when the union nut is unscrewed. Because of individual differences, all quick disconnects should be installed according to instructions in the aircraft maintenance manual.
Flexible Connectors Flexible connectors may be equipped with either swaged fittings or detachable fittings, or they may be used with beads and hose clamps. Those 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 fittings on detachable connectors can be detached and reused if they are not damaged;
otherwise new fittings must be used.
The bead and hose clamp connector is often used for connecting oil, coolant, and low-pressure fuel system tubing. The bead, a slightly raised ridge around the tubing or the fitting, gives a good gripping edge that aids in holding the clamp and hose in place. The bead may appear near the end of the metal tubing or on one end of a fitting.
TUBE FORMING PROCESSES Damaged tubing and fluid lines should be replaced with new parts whenever possible. Sometimes replacement is impractical and repair is necessary. Scratches, abrasions, and minor corrosion on the outside of fluid lines may be considered negligible and can be smoothed out with a burnishing tool or aluminum wool. Limitations on the amount of damage that can be repaired in this manner are discussed later in this chapter under "Repair of Metal Tube Lines." If a fluid line assembly is to be replaced, the fittings can often be salvaged; then the repair will involve only tube forming and replacement.
Tube forming consists of four processes: (1) Cutting, (2) bending, (3) flaring, and (4) beading.
If the tubing is small and of soft material, the assembly can be formed by hand bending during installation. If the tubing is ¼-inch diameter, or larger, hand bending without the aid of tools is impractical.
Tube Cutting When cutting tubing, it is important to produce a square end, free of burrs. Tubing may be cut with a tube cutter or a hacksaw. The cutter can be used with any soft metal tubing, such as copper, aluminum, or aluminum alloy. Correct use of the tube cutter is shown in figure 5-10.
Cutting a tube open side of sues Tube Clean cut → FIGURE 5-10. Tube cutting.
A new piece of tubing should be cut approximately 10 percent longer than the tube to be replaced to provide for minor variations in bending.
Place the tubing in the cutting tool, with the cutting wheel at the point where the cut is to be made.
Rotate the cutter around the tubing, applying a light pressure to the cutting wheel by intermittently twisting the thumbscrew. Too much pressure on the cutting wheel at one time could deform the tubing or cause excessive burring. After cutting the tubing, carefully remove any burrs from inside and outside the tube. Use a knife or the burring edge attached to the tube cutter.
When performing the deburring operation use extreme care that the wall thickness of the end of the tubing is not reduced or fractured. Very slight damage of this type can lead to fractured flares or defective flares which will not seal properly.
fine tooth file can be used to file the end square and smooth.
If a tube cutter is not available, or if tubing of hard material is to be cut, use a fine-tooth hacksaw, preferably one having 32 teeth per inch. The use of a saw will decrease the amount of work hardening of the tubing during the cutting operation.
After sawing, file the end of the tube square and smooth, removing all burrs.
An easy way to hold small-diameter tubing, when cutting it, is to place the tube in a combination flaring tool and clamp the tool in a vise. Make the cut about one-half inch from the flaring tool. This procedure keeps sawing vibrations to a minimum and prevents damage to the tubing if it is accidentally hit with the hacksaw frame or file handle while cutting. Be sure all filings and cuttings are removed from the tube.
Tube Bending The objective in tube bending is to obtain a smooth bend without flattening the tube. Tubing under one-fourth inch in diameter usually can be bent without the use of a bending tool. For larger sizes, a hand tube bender similar to that shown in figure 5-11 is usually used.
To bend tubing with the hand tube bender, insert the tubing by raising the slide bar handle as far as it will go. Adjust the handle so that the full length of the groove in the slide bar is in contact with the tubing. The zero mark on the radius block and the mark on the slide bar must align. Make the bend by rotating the handle until the desired angle of bend is obtained, as indicated on the radius block.
Bend the tubing carefully to avoid excessive flattening, kinking, or wrinkling. A small amount of flattening in bends is acceptable, but the small diameter of the flattened portion must not be less than 75 percent of the original outside diameter. Tubing with flattened, wrinkled, or irregular bends should not be installed. Wrinkled bends usually result from trying to bend thin-wall tubing without using a tube bender. Examples of correct and incorrect tubing bends are shown in figure 5-12.
Tube bending machines for all types of tubing are generally used in repair stations and large maintenance shops. With such equipment, proper bends can be made on large diameter tubing and on tubing made from hard material. The production tube bender is an example of this type of machine.
The ordinary production tube bender will accommodate tubing ranging from /2-inch to 12- inch outside diameter. Benders for larger sizes are available, and the principle of their operation is similar to that of the hand tube bender. The radius blocks are so constructed that the radius of bend will vary with the tubing diameter. The radius of bend is usually stamped on the block.
When hand or production tube benders are not available or are not suitable for a particular bending operation, a filler of metallic composition or of dry sand may be used to facilitate bending.
When using this method, cut the tube slightly longer than is required. The extra length is for inserting a plug (which may be wooden) in each end.
After plugging one end, fill and pack the tube with fine, dry sand and plug tightly. Both plugs must be tight so they will not be forced out when the bend is made. The tube can also be closed by flattening the ends or by soldering metal disks in them. After the ends are closed, bend the tubing 109
Note: This bender can be slipped over partially connected tubes as it is Raise slide bar upward applied at direct point of bend.
Hight hand
2. Place tube Left hand
3. Drop clip over tube Note: Zero mark coincides with mark on block Left hand With right hand continue to bend tube to desired angle by pressing handle as shown below.
90° mark To remove bent tube. lift slide bar handle to original position and raise clip Right hand Left hand FIGURE 5-11. Tube bending.
over a forming block shaped to the specified radius.
In a modified version of the filler method, a fusible alloy is used instead of sand. In this method, the tube is filled under hot water with a fusible alloy that melts at 160° F. The alloy-filled tubing is then removed from the water, allowed to cool, and bent slowly by hand around a forming block or with a tube bender. After the bend is made, the alloy is again melted under hot water and removed from the tubing.
When using either filler method, make certain that all particles of the filler are removed so that none will be carried into the system in which the tubing is installed. Store the fusible alloy filler where it will be free from dust or dirt. It can be 110
Grip die Flaring tool " shown in vise Yake Perfect bend Flattened bend Wrinkled bend Kinked bend FIGURE 5-12. Correct and incorrect tubing bends.
re-melted and re-used as often as desired. Never heat this filler in any other than the prescribed method, as the alloy will stick to the inside of the tubing, making them both unusable.
Tube Flaring Two kinds of flares are generally used in aircraft plumbing systems, the single flare and the double fare. Flares are frequently subiected to extremely high pressures; therefore, the flare on the tubing must be properly shaped or the connection will leak or fail.
A flare made too small produces a weak joint, which may leak or pull apart; if made too large it interferes with the proper engagement of the screw thread on the fitting and will cause leakage.
crooked flare is the result of the tubing not being cut squarely. If a flare is not made properly, flaws cannot be corrected by applying additional torque when tightening the fitting. The flare and tubing must be free from cracks, dents, nicks, scratches, or any cther defects.
The Haring tool used for aircraft tubing has male and female dies ground to produce a flare of 35° to 37°. Under no circumstances is it permissible to use an automotive type flaring tool which produces a flare of 45°.
Single Flare A hand flaring tool similar to that shown in figure 5-13 is used for flaring tubing. The tool Tubing, grip die Tubing Grip die 00000 Flaring tool Steel pilots Top view plunger Side view FIGURE 5-13. Hand faring tool (single flare).
consists of a flaring block or grip die, a yoke, and a faring pin. The flaring block is a hinged double bar with holes corresponding to various sizes of tubing. These holes are countersunk on one end to form the outside support against which the flare is formed. The yoke is used to center the flaring pin over the end of the tube to be flared.
To prepare a tube for flaring, cut the tube squarely and remove all burrs. Slip the fitting nut and sleeve on the tube and place the tube in the proper size hole in the flaring tool. Center the plunger or flaring pin over the end of the tube.
Then project the end of the tubing slightly from the top of the flaring tool, about the thickness of a dime, and tighten the clamp bar securely to prevent slippage.
Make the flare by striking the plunger several light blows with a lightweight hammer or mallet.
Turn the plunger a half turn after each blow and be sure it seats properly before removing the tube from the flaring tool. Check the flare by sliding the sleeve into position over the flare.
the outside diameter of the flare should extend approximately one-sixteenth inch beyond the end of the sleeve, but should not be larger than the major outside diameter of the sleeve.
Double Flare A double flare should be used on 5052-0 and 6061-T aluminum alloy tubing for all sizes from ⅛- to g-inch outside diameter. This is necessary to prevent cutting off the flare and failure of the tube assembly under operating pressures. Double flaring is not necessary on steel tubing. See figure 5-14 for an illustration of single- and doublefared tubing. The double flare is smoother and more concentric than the single flare and, therefore, seals better. It is also more resistant to the shearing effect of torque.
of the tube is lubricated with light oil to reduce the friction between the rollers during beading.
The sizes, marked in sixteenths of an inch on the rollers, are for the outside diameter of the tubing that can be beaded with the rollers.
Separate rollers are required for the inside of each tubing size, and care must be taken to use the correct parts when beading. The hand-beading tool works somewhat like the tube cutter in that the roller is screwed down intermittently while rotating the beading tool around the tubing. In A. Single-flared end addition, a small vise (tube holder) is furnished with the kit.
Other methods and types of beading tools and machines are available, but the hand-beading tool is used most often. As a rule, beading machines are limited to us. with large-diameter tubing, over 11¾6 inch, unk ss special rollers are supplied.
The grip-die method of beading is confined to small tubing.
Flareless-Tube Assemblies Although the use of flareless-tube fittings eliminates all tube flaring, another operation, referred to as presetting, is necessary prior to installation B. Double-flared end of a new flareless-tube assembly. Figure 5-15 (steps 1, 2, and 3) illustrates the presetting oper- FIGURE 5-14. Cutaway view of single- and ation, which is performed as follows:
double-flared tube ends.
(a.) Cut the tube to the correct length, with the ends perfectly square. Deburr the inside and outside of the tube. Slip the nut, then To make the double flare, separate the clamp the sleeve, over the tube (step 1).
blocks of the double-flaring tool and insert and (b.) Lubricate the threads of the fitting and clamp the tubing with the burred end flush with nut with hydraulic fluid. Place the fitting in the top of the clamp. Insert the starting pin into a vise (step 2), and hold the tubing firmly and the flaring pin guide and strike the pin sharply squarely on the seat in the fitting. (Tube with a hammer until the shoulder of the pin stops must bottom firmly in the fitting.) Tighten against the clamp blocks. Remove the starting pin the nut until the cutting edge of the sleeve and insert the finishing pin; hammer it until its grips the tube. This point is determined by shoulder rests on the clamp block. slowly turning the tube back and forth while tightening the nut. When the tube no longer Beading turns, the nut is ready for final tightening.
(c.) Final tightening depends upon the tub- Tubing may be beaded with a hand-beading ing. For aluminum alloy tubing up to and intool, with machine-beading rolls, or with grip dies. cluding ½-inch outside diameter, tighten the The method to be used depends on the diameter nut from one to one and one-sixth turns.
and wall thickness of the tube and the material For steel tubing and aluminum alloy tubing from which it was made. over ½-inch outside diameter, tighten from The hand-beading tool is used with tubing one and one-sixth to one and one-half turns.
having ¼- to 1-inch outside diameter. The bead is formed by using the beader frame with the After presetting the sleeve, disconnect the tubproper rollers attached. The inside and outside ing from the fitting and check the following points 112
Sleeve pilot Tube nut for aluminum alloy tubing or 0.015 inch for Fitting.
Sleeve • Tube steel tubing.
(c.) A slight collapse of the tube at the sleeve cut is permissible. No movement of the sleeve pilot, except rotation, is permissible.
REPAIR OF METAL TUBE LINES Sleeve cutting edge Scratches or nicks no deeper than 10 percent Step 1 of the wall thickness in aluminum alloy tubing may be repaired, if they are not in the heel of a bend. Replace lines with severe die marks, seams, or splits in the tube. Any crack or deformity in a flare is also unacceptable and is cause for rejection. A dent of less than 20 percent of the tube diameter is not objectionable, unless it is in the heel of a bend. Dents can be removed by drawing a bullet of proper size through the tube by means of a length of cable.
A severely damaged line should be replaced.
However, the line can be repaired by cutting out the damaged section and inserting a tube section of the same size and material. Flare both ends of the undamaged and replacement tube sections and make the connection by using standard unions, sleeves, and tube nuts. If the damaged portion is short enough, omit the insert tube and repair by using one union and two sets of con- Step 2 necting fittings.
3/32 to When repairing a damaged line, be very careful 1/8 inch to remove all chips and burrs. Any open line that is to be left unattended for some time should be sealed, using metal, wood, rubber, or plastic plugs or caps.
When repairing a low-pressure line using a flexible fluid connection assembly, position the Step 3 hose clamps carefully in order to prevent overhang Slight deformation permissible of the clamp bands or chafing of the tightening screws on adjacent parts. If chafing can occur, .005 inch maximum - aluminum the hose clamps should be repositioned on the alloy tubing hose. Figure 5-16 illustrates the design of a flexible 015 inch maximum - corrosion fluid connection assembly and gives the maximum resistant steel tubing allowable angular and dimensional offset.
FIGURE 5-15. Presetting flareless-tube assembly. Layout of Lines (illustrated in step 3):
(a.) The tube should extend ⅔2 to ⅛ inch beyond the sleeve pilot; otherwise blowoff may occur.
(b.) The sleeve pilot should contact the tube or have a maximum clearance of 0.005 inch Remove the damaged or worn assembly, taking care not to further damage or distort it, and use it as a forming template for the new part. If the old length of tubing cannot be used as a pattern, make a wire template, bending the pattern by hand as required for the new assembly. Then bend the tubing to match the wire pattern.
Never select a path that does not require bends 113