X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [207.46.163.139] (HELO na01-bn1-obe.outbound.protection.outlook.com) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 6868727 for lml@lancaironline.net; Mon, 12 May 2014 08:31:27 -0400 Received-SPF: pass receiver=logan.com; client-ip=207.46.163.139; envelope-from=rpastusek@htii.com Received: from BY2PR07MB550.namprd07.prod.outlook.com (10.141.217.145) by BY2PR07MB549.namprd07.prod.outlook.com (10.141.217.140) with Microsoft SMTP Server (TLS) id 15.0.939.12; Mon, 12 May 2014 12:30:48 +0000 Received: from BY2PR07MB550.namprd07.prod.outlook.com ([10.141.217.145]) by BY2PR07MB550.namprd07.prod.outlook.com ([10.141.217.145]) with mapi id 15.00.0939.000; Mon, 12 May 2014 12:30:48 +0000 From: Robert R Pastusek To: Lancair Mailing List Subject: RE: [LML] Re: [LML][LNC2] Fast taxi testing - found the problem Thread-Topic: [LML] Re: [LML][LNC2] Fast taxi testing - found the problem Thread-Index: AQHPbdkYi4JtHklQKU6/gFe9NUajyps83AJw Date: Mon, 12 May 2014 12:30:48 +0000 Message-ID: <5e334bc4274944b3b3024d31be56ecff@BY2PR07MB550.namprd07.prod.outlook.com> References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: x-originating-ip: [108.28.164.93] x-forefront-prvs: 0209425D0A x-forefront-antispam-report: SFV:NSPM;SFS:(10019001)(428001)(189002)(199002)(51874003)(377454003)(64706001)(76176999)(77096999)(54356999)(50986999)(99396002)(87936001)(2656002)(46102001)(66066001)(20776003)(99286001)(80022001)(74316001)(33646001)(4396001)(21056001)(15975445006)(19625215002)(79102001)(19300405004)(16236675002)(92566001)(83072002)(81542001)(85852003)(81342001)(74662001)(74502001)(31966008)(77982001)(86362001)(101416001)(19580395003)(19580405001)(76482001)(76576001)(15202345003)(83322001)(24736002);DIR:OUT;SFP:1102;SCL:1;SRVR:BY2PR07MB549;H:BY2PR07MB550.namprd07.prod.outlook.com;FPR:;MLV:sfv;PTR:InfoNoRecords;MX:1;A:1;LANG:en; received-spf: None (: htii.com does not designate permitted sender hosts) authentication-results: spf=none (sender IP is ) smtp.mailfrom=rpastusek@htii.com; Content-Type: multipart/alternative; boundary="_000_5e334bc4274944b3b3024d31be56ecffBY2PR07MB550namprd07pro_" MIME-Version: 1.0 X-OriginatorOrg: htii.com --_000_5e334bc4274944b3b3024d31be56ecffBY2PR07MB550namprd07pro_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable John, You'll not have any problem with flow rate using tubing down to about 1/16"= ID--well less than you are considering. The actual fluid flow at brake app= lication is almost nil. You can actually calculate it by measuring the chan= ge in volume of the brake actuator (My estimate: about 2 square inches of s= urface, moving less than 1/16" during brake application) over the brake app= lication time--hopefully not less than 1 second? Bottom line, it's a very = small amount of fluid being shuttled back and forth. On my IV-P, I replaced the nylaflow lines in the gear legs with 3/16" Teflo= n w/stainless braided cover, and left the Nylaflow in the cockpit area. At = 1200 hours TT, I've not had any problems at all with the braking system. In addition to rupturing under high heat, Nylaflow is prone to "kinking" da= mage. I helped an IV-P owner that had kinked his brake lines during constru= ction and thought they were OK once he straightened them out again...althou= gh you could see the deformation and discoloration (the tubing changes from= translucent to white where kinked). If you ever kink/bend any of this tubi= ng too much, it's time to put it immediately in the scrap pile. Bob From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of John= Cooper Sent: Monday, May 12, 2014 7:55 AM To: Lancair Mailing List Subject: [LML] Re: [LML][LNC2] Fast taxi testing - found the problem Since I'll be replacing all the brake components on my L-235, I figure I mi= ght as well replace the 27 y.o. nylon tubing as well. So now the question b= ecomes: should I use the "standard" (.030) wall thickness Nylaflow tubing r= ated at 1,000 PSI burst pressure, or the "high-burst" (.040) wall thickness= Nylaflow, rated at 2,500 PSI burst pressure. Lancair still sells the "stan= dard", but Aircraft Spruce sells both varieties. I ordered two 18" Russell = SS/Teflon motorcycle brake hoses to connect to the brake pucks, but plan to= use the Nylaflow tubing the rest of the way forward to the master cylinder= s. Will I get enough flow through the thicker-wall tubing? Anybody have any= thoughts?Thanks in advance... --_000_5e334bc4274944b3b3024d31be56ecffBY2PR07MB550namprd07pro_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

John,


You’ll not have any problem with flow rate using tubing down to about= 1/16” ID--well less than you are considering. The actual fluid flow = at brake application is almost nil. You can actually calculate it by measur= ing the change in volume of the brake actuator (My estimate: about 2 square inches of surface, moving less than 1/16̶= 1; during brake application) over the brake application time--hopefully not= less than 1 second?  Bottom line, it’s a ver= y small amount of fluid being shuttled back and forth.

 

On my IV-P, I replaced the nylaflow lines in the gear legs with 3/16R= 21; Teflon w/stainless braided cover, and left the Nylaflow in the cockpit area. At 1200 hours T= T, I’ve not had any problems at all with the braking system.

 

In addition to rupturing under high heat, Nylaflow is prone to “kinking” da= mage. I helped an IV-P owner that had kinked his brake lines during constru= ction and thought they were OK once he straightened them out again…al= though you could see the deformation and discoloration (the tubing changes from translucent to white where kinked). If you ever k= ink/bend any of this tubing too much, it’s time to put it immediately= in the scrap pile.

 

Bob

 

From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Jo= hn Cooper
Sent: Monday, May 12, 2014 7:55 AM
To: Lancair Mailing List
Subject: [LML] Re: [LML][LNC2] Fast taxi testing - found the problem=

 

Since I'll be replacing all the brake components on my L-235, I figure I might as well replace the = 27 y.o. nylon tubing as well. So now the question becomes: should I use the= "standard" (.030) wall thickness Nylaflow tubing rated at 1,000 PSI burst pressure, or the "high-burst" (.040) wa= ll thickness Nylaflow, rated at 2,500 PSI burst pressure. Lancair still sel= ls the "standard", but Aircraft Spruce sells both varieties. I or= dered two 18" Russell SS/Teflon motorcycle brake hoses to connect to the brake pucks, but plan to use the Nylaflow tubing the res= t of the way forward to the master cylinders. Will I get enough flow throug= h the thicker-wall tubing? Anybody have any thoughts?Thanks in advance...

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