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Date: Sat, 17 Feb 2007 19:16:18 -0500
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From: <dskeele@bellsouth.net>
Subject: Re: [LML] Non-failed Nylaflo brake lines
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Scott,
    Ditto installation with the shielded Nylaflo brake lines, with approx same hours and landings,(same # T.O's as Landings) but installed in 1988.   Got some raised eyebrows at Lancair, but Nylaflo is still their recommendation.  So,  I'm looking at other possibilities.  I've seen teflon lines off a Piper which had to be held in the same configureration when taken out, due to heat according to the Mechanic...  ??? Don't think this really applies here, tho, but a thought..  
    I wonder, is 19 years with 5606 fluid, an about to happen event, or, replacing with another set of Nylaflo good to go for another 19 or so... Would like to hear form the learned forum of possible emrittlement, deteriation,etc. of the Nylaflo.   Temp AOG    Don Skeele  N320J
> 
> From: Sky2high@aol.com

> Subject: [LML] Non-failed Nylaflo brake lines
> 
> I received my kit in May 1989, including the Nylaflo brake lines that are  
> still operational.  The lines were probably installed and filled with 5606  
> hydraulic fluid in 1994 and first flown in 1996.  Now, after 10.5 years,  880 
> flight hours and 870 landings, these lines are still intact. 
>  
> * However, the Nylaflo lines are sheathed in Tygon tubing all the way from  
> the brake fitting to the parking brake on the aft side of the firewall. 
> * From there to the pilot's toe brakes, the lines are exposed.  
> * There is an Adel clamp located on the aft side of the main gear  casting in 
> the middle of the 90 degree curve that takes the casting from  vertical to 
> horizontal.  
> * The encased line is ty-wrapped to the aft of the gear leg and gently  
> curved back to the aft part of the mid-stub wing partial rib.  
> * The encased line is supported where ever it can be.  
> * Note that when the gear is retracted, the gentle 90 degree run of the  line 
> is slightly twisted and bent over the more than 18" of run in the  course of 
> the gear leg going from vertical to horizontal.
>  
> I have to taxi long distances at my home airport where the right brake is  
> often tapped to correct for the left turning tendency.  I have had the  brakes 
> fade many times, but I have not worn flat spots on my tires (well, maybe  three 
> times on three tires a long time ago).
>  
> Did I mention that the aircraft weight on landing probably averages  around 
> 1600 lbs.  I do not land on runways less than 1800 feet.   Because of the exit 
> spacing at my airport, I usually do no have to use much  braking.  
>  
> What does all this mean? Nylaflo is fine for my airplane's weight and  
> general usage.  I do not recommend anyone use Nylaflo for heavier planes or  usage 
> more severe than mine.  Any brake line should be well supported  and protected 
> against chafing, whether such chafing is caused by  vibration or suspension in 
> the wind when the gear is extended.  No line  should ever be kinked - make 
> sure the stresses on the run are well  understood through the full movement of 
> the gear.  
> 
> Scott Krueger  AKA Grayhawk
> Lancair N92EX IO320 SB 89/96
> Aurora, IL (KARR)
> 
> A man  has got to know his limitations.
> 
> 
>