Screw clamps or spring tensioned clamps. Which is best?

[Runtoeat]

I helped my friend track down and fix coolant leaks one month after his 5 year hose change. I dreaded looking at the back of his engine during the initial inspection for leaks. To my dismay, there was orange coolant on the engine cradle below the water pump on the back of the engine. Further inspection showed the hose connection at the pump inlet was driping. By sheer luck, the clamp screw was positioned in a manner that I was able to get my hand up into the gap between the firewall and air plenum and get a socket with universal extension on the screw head and tighten it. The alternative would have been to remove the air scat tube and air intake plenum to gain access to this area. A major PIA parts removal that would have required a visit with our A&P.

 

There are factory spring clamps up near the coolant expansion tank on the top of the engine. These clamps are very robust and seem to exert a high clamping force. There is a mixture of spring clamps and screw clamps on my engine and my friend's but I believe that the latest Rotax Heavy Maintenance manual shows spring clamps only being used for the coolant sytem? I do not believe that I've ever seen a leak coming from the spring clamps but sure have seen numerous leaks from screw clamps. The spring clamps appear to adjust to the gradual relaxing of the new rubber hose where the screw clamps are unable to do this. Question: would it be best to use a spring clamp in place of a screw clamp when hoses are replaced in inexcessible areas such as those on the rear of the engine? Or, are spring clamps now used totally and is my question moot?

[Anticept]

Hose clamps tend to pinch the hose on one side, whereas spring clamps are uniform. It depends on where the application is.

 

This is something you definitely want to ask the mfg about. I got permission from flight design to make a modification to N566FD, where we enlarged the fuselage fuel hose port near the wing root, and replaced the band-its with hose clamps, so we can easily take the wings off. I trailer 6FD around to schools and events, and I wanted to decrease the wear on the fuel lines channeled through the forward frame. Since trailering is a regular operation for us, we are often retightening the hose clamp, so leaking isn't an issue in our case.

 

What would be nice is a spring clamp with a screw, where you drive the screw in to relieve tension, instead of having to use special tooling for it. They have nice tools for spring clamps, but there are some really tight spots in areas that you just cannot fit those tools in.

[Runtoeat]

Anticept, thanks for the comments. Roger, the heavy manual shows only spring clamps for the cooling hoses - 75-00-00 pg. 16. Would you know if this Is how Rotax engines are now received by FD for their aircraft?

[Doug G.]

I need to call FD about these small parts. From you Roger I get it doesn't matter what part you use as long as it is appropriate. From others I get every part has to go through the SLSA manufacturer and unless they approve a different part you can't use it.

Tough to make sense of this.

[Jim Meade]

I need to call FD about these small parts. From you Roger I get it doesn't matter what part you use as long as it is appropriate. From others I get every part has to go through the SLSA manufacturer and unless they approve a different part you can't use it.

Tough to make sense of this.

Doug,

 

See if you can get something in writing or get a reference, if you don't mind.

[Jacques]

Would you know if this Is how Rotax engines are now received by FD for their aircraft?

Hi Dick,,yes,,,the engine are delivered from Rotax with spring clamps for the cooling system

[Runtoeat]

Hi Jacques! Did you get your hangar door yet? Thanks for the reply. Jim, not sure if the published Rotax Heavy Repair manual sufices as verification for you? The Heavy Repair manual, Edition 1, rev3, dated 10/1/10 is the most recent edition shown on Rotax' website. Referring to this, use of spring clamps for all cooling hoses is shown in section 75-00-00 pg. 16. There are also Rotax parts manuals but I have not verified that these manuals agree with the heavy manual. I also called and spoke with Mat @ FD USA today. He said Dave Armando would be back from attending the Rotax engine seminar and could discuss this if I call back tomorrow. Based on Jacques reply and the published information shown in the heavy repair manual, it seems logical to assume that the use of spring clamps is not only allowed but may probably be recommneded over use of screw clamps but will still follow up with a call to FD.

[Runtoeat]

Thanks Roger. I finally figured out the part of your comment which states, "close to the beacon the metal tubing". Think you meant to say, "close to the bead on the metal tubing". It makes sense that snugging the clamp up to the radius of the bead would improve the sealing. It still isn't clear to me why FD runs long lengths of hose away from the sealing areaswhich go unclamped. Some of the hoses run an extra 3" to 4" down the metal tubes past the point where the clamps are. Is there any reason why this is done?

[Tom Baker]

Thanks Roger. I finally figured out the part of your comment which states, "close to the beacon the metal tubing". Think you meant to say, "close to the bead on the metal tubing". It makes sense that snugging the clamp up to the radius of the bead would improve the sealing. It still isn't clear to me why FD runs long lengths of hose away from the sealing areaswhich go unclamped. Some of the hoses run an extra 3" to 4" down the metal tubes past the point where the clamps are. Is there any reason why this is done?

 

I think it is to protect the piping from abrasion.

[Tom Baker]

I wasn't quick enough.

[Jim Meade]

Jim, not sure if the published Rotax Heavy Repair manual sufices as verification for you?

 

It does, thanks. I got confused by some of the member commentary and your comment reminds me to check the docs personally.

[Doug G.]

A simple example. (I have not called FD yet. I am in Lyons, WI for the Rotax line maintenance course. Wanted to make the four hour flight, but gusts were up to 31kts and I was concerned about making it to the runway. So...I drove 9 hours! )

Anyway...you change the battery in a CT, it takes 4 nylock nuts. FD manual and best practice says they have to be replaced. They have no markings and appear to be generic. Do they need to be ordered from FD? Why, or why not?

[Runtoeat]

Doug and other A&P's, what is done on non FD aircraft regarding nyloc or other torque prevailing fasteners? Are these applied by "mechanic's judgement" of condition or are they thrown out after each use?

[Tom Baker]

A simple example. (I have not called FD yet. I am in Lyons, WI for the Rotax line maintenance course. Wanted to make the four hour flight, but gusts were up to 31kts and I was concerned about making it to the runway. So...I drove 9 hours! )

Anyway...you change the battery in a CT, it takes 4 nylock nuts. FD manual and best practice says they have to be replaced. They have no markings and appear to be generic. Do they need to be ordered from FD? Why, or why not?

 

Doug, it is my understanding where they give a specification for the part like they do for that nut you don't have to buy from flight design.

[Tom Baker]

Doug and other A&P's, what is done on non FD aircraft regarding nyloc or other torque prevailing fasteners? Are these applied by "mechanic's judgement" of condition or are they thrown out after each use?

 

The Flight design manual says they should be replaced when removed.

[Jim Meade]

AC 43j-13-1B

 

http://www.faa.gov/documentLibrary/media/Advisory_Circular/43.13-1B.pdf

 

f. Fiber or nylon locknuts are constructed

with an unthreaded fiber or nylon

locking insert held securely in place. The fiber

or nylon insert provides the locking action because

it has a smaller diameter than the nut.

Fiber or nylon self-locking nuts are not installed

in areas where temperatures exceed

250 °F. After the nut has been tightened, make

sure the bolt or stud has at least one thread

showing past the nut. DO NOT reuse a fiber

or nylon locknut, if the nut cannot meet the

minimum prevailing torque values. (See table

7-2.)

 

TABLE 7-2. Minimum prevailing torque values for reused

self-locking nuts.

FINE THREAD SERIES

THREAD SIZE

MINIMUM PREVAILING

TORQUE

7/16 - 20 8 inch-pounds

1/2 - 20 10 inch-pounds

9/16 - 18 13 inch-pounds

5/8 -18 18 inch-pounds

3/4 - 16 27 inch-pounds

7/8 - 14 40 inch-pounds

1 - 14 55 inch-pounds

1-1/8 - 12 73 inch-pounds

1-1/4 - 12 94 inch-pounds

COARSE THREAD SERIES

THREAD SIZE MINIMUM PREVAILING

TORQUE

7/16 - 14 8 inch-pounds

1/2 - 13 10 inch-pounds

9/16 - 12 14 inch-pounds

5/8 - 11 20 inch-pounds

3/4 - 10 27 inch-pounds

7/8 - 9 40 inch-pounds

1 - 8 51 inch-pounds

1-1/8 - 8 68 inch-pounds

1-1/4 - 8 88 inch-pounds

 

The table doesn't address smaller or metric threads. Does that mean anything is permitted or nothing is permitted?

 

This advisory circular (AC) contains methods, techniques, and practices acceptable to the

Administrator for the inspection and repair of nonpressurized areas of civil aircraft, only when there are no

manufacturer repair or maintenance instructions.

 

This site has some intersting discussion of Nylok, but not necessarily any more definitive guidance.

http://www.nylok.com/nylok-basics

[Tom Baker]

AC 43j-13-1B

 

http://www.faa.gov/d...ar/43.13-1B.pdf

 

f. Fiber or nylon locknuts are constructed

with an unthreaded fiber or nylon

locking insert held securely in place. The fiber

or nylon insert provides the locking action because

it has a smaller diameter than the nut.

Fiber or nylon self-locking nuts are not installed

in areas where temperatures exceed

250 °F. After the nut has been tightened, make

sure the bolt or stud has at least one thread

showing past the nut. DO NOT reuse a fiber

or nylon locknut, if the nut cannot meet the

minimum prevailing torque values. (See table

7-2.)

 

TABLE 7-2. Minimum prevailing torque values for reused

self-locking nuts.

FINE THREAD SERIES

THREAD SIZE

MINIMUM PREVAILING

TORQUE

7/16 - 20 8 inch-pounds

1/2 - 20 10 inch-pounds

9/16 - 18 13 inch-pounds

5/8 -18 18 inch-pounds

3/4 - 16 27 inch-pounds

7/8 - 14 40 inch-pounds

1 - 14 55 inch-pounds

1-1/8 - 12 73 inch-pounds

1-1/4 - 12 94 inch-pounds

COARSE THREAD SERIES

THREAD SIZE MINIMUM PREVAILING

TORQUE

7/16 - 14 8 inch-pounds

1/2 - 13 10 inch-pounds

9/16 - 12 14 inch-pounds

5/8 - 11 20 inch-pounds

3/4 - 10 27 inch-pounds

7/8 - 9 40 inch-pounds

1 - 8 51 inch-pounds

1-1/8 - 8 68 inch-pounds

1-1/4 - 8 88 inch-pounds

 

The table doesn't address smaller or metric threads. Does that mean anything is permitted or nothing is permitted?

 

This advisory circular (AC) contains methods, techniques, and practices acceptable to the

Administrator for the inspection and repair of nonpressurized areas of civil aircraft, only when there are no

manufacturer repair or maintenance instructions.

 

This site has some intersting discussion of Nylok, but not necessarily any more definitive guidance.

http://www.nylok.com/nylok-basics

 

Jim, I agree with what this says, but we are guided by CFR 91.327 which leads us to the manufacturer. If you look at the current MM for the SW page 1-13, it says they must be replaced. I sure wish we could copy and paste from the manual.

[Jim Meade]

Tom,

 

My post included the FAA statement that the manufacturer rules. It's down near the end.

 

I started an edit that would have bolded the FAA comment but got tied up. It's good that you reinforced the point.

 

It's also worth nothing that in the situations where it is legal to reuse lock nuts (let's say your own E-AB) that the FAA doesn't say "finger tight" it says to use the torque tables. If a nut won't run on finger tight that may be an indication it will meet the torque test, but nevertheless......

[Jacques]

I sure wish we could copy and paste from the manual.

here it is

[Doug G.]

I know the recommendation is to always replace and FD says this the question is does it have to be replaced by an FD part or can I go to Roger's "Ace Aircraft Supply."

[Tom Baker]

I know the recommendation is to always replace and FD says this the question is does it have to be replaced by an FD part or can I go to Roger's "Ace Aircraft Supply."

 

Doug, I did answer, and it is on the first page. When they give a description of DIN 985-M5 Regular you can use any DIN 985-M5 Regular nut as a replacement. It doesn't need to come from Flight Design.

[Jim Meade]

If you can screw it on or off with your fingers the insert is toast and no longer functional.

 

That is quite right. And just to be clear if there is too much friction to run it on with your fingers that is also no indication that it meets the torque test. We still need to use the torque wrench.

[Doug G.]

Tom, where do you find that rule? That would make sense, but some have said that if it has a part number you need to get it from FD, or someone sourced or approved by FD.

( I have been told that FD USA doesn't want to be overly fussy about these small parts.) What constitutes a description? For the stabilator it says "stabilator."

A related question - we have had an owner on this site replace the panel screws with thumb screws which ( although handy) do not fit the description in the parts manual. Does this make the plane no longer fit its airworthiness certificate as an SLSA?

[Doug Hereford]

To all,

It seems like everyone already knows the answer to the original question............. Use the clamps that the mfg. says to use. Moral of the story is don't mess with the hoses unless you have a reason to (unsafe condition).

14 CFR part 43.13( does give some help as well. If you think your way is better, best insure that it actually is before you approve for return to service.

 

Doug Hereford

[Jim Meade]

To the administrator or code guru - see Dough Hereford's post above with the smirky smiley. We often see unintended characters pop up in messages. Isn't there a way to filter out whatever is injecting these inaccurate and misleading characters? I don't see it as badly in most other forums.