X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 19 Feb 2008 16:56:53 -0500 Message-ID: X-Original-Return-Path: Received: from [64.12.143.99] (HELO imo-m11.mail.aol.com) by logan.com (CommuniGate Pro SMTP 5.2.0) with ESMTP id 2735515 for lml@lancaironline.net; Mon, 18 Feb 2008 15:17:57 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.143.99; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m11.mx.aol.com (mail_out_v38_r9.3.) id q.cd1.285690bd (14501) for ; Mon, 18 Feb 2008 15:17:06 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Mon, 18 Feb 2008 15:17:05 EST Subject: Re: [LML] Re: Hose/Fittings X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1203365825" X-Mailer: Unknown sub 34 X-Spam-Flag: NO -------------------------------1203365825 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Angier, I am replying without any bias, one way or another, at all. 1. Every flexible hose carrying fluid (including air) in the engine compartment should be of Teflon or Teflon-like core covered with SS braid. Their life is unlimited and this pays off in safety and future maintenance costs. Mea culpa: I violated this with respect to the Electronic Ignition implementation in that the separate restricted tap for its MAP is carried in high-temp low pressure hose with slide on AN tube fittings. 2. Pick-offs for engine sensors (i.e. fuel pressure, oil pressure, manifold pressure) should have a restriction built into the fitting coming from the engine (or other T) so that if there is any failure downstream from the tap, there is only a small adverse effect until a safe landing can be made to repair the failure (uh, a pin-hole stream of oil or fuel is better than a large stream and messing up one cylinder's MAP slightly is better than messing it up a lot). I leave the construction or purchase of such restrictors to your imagination and Google. 3. Fire sleeve should be used for all flex fluid lines in the engine compartment (except perhaps for the MAP line), since one doesn't know where the fire will come from. My original MAP sensor line (to a VM engine monitor) is fire sleeved for sake of symmetry. Others will have other opinions. Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) Pilot not TSO'd, Certificated score only > 70%. In a message dated 2/18/2008 1:46:54 P.M. Central Standard Time, N4ZQ@comcast.net writes: The time has come to fabricate hose connections from engine to firewall for oil and fuel pressure transducers as well as manifold pressure. The male fittings on engine/firewall are aluminum 2D. The pressures here are low so not sure if Stratoflex 156 hose and fittings would be appropriate so I'd appreciate suggestions here. Also, are hoses used for this application normally covered with fire sleeve or not? **************Ideas to please picky eaters. Watch video on AOL Living. (http://living.aol.com/video/how-to-please-your-picky-eater/rachel-campos-duffy/ 2050827?NCID=aolcmp00300000002598) -------------------------------1203365825 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Angier,
 
I am replying without any bias, one way or another, at all.
 
1. Every flexible hose carrying fluid (including air) in the engin= e=20 compartment should be of Teflon or Teflon-like core covered with SS braid.&n= bsp;=20 Their life is unlimited and this pays off in safety and future maintenance=20 costs.  Mea culpa: I violated this with respect to the Electronic Ignit= ion=20 implementation in that the separate restricted tap for its MAP is carried in= =20 high-temp low pressure hose with slide on AN tube fittings.
 
2. Pick-offs for engine sensors (i.e. fuel pressure, oil pressure,=20 manifold pressure) should have a restriction built into the fittin= g=20 coming from the engine (or other T) so that if there is any failure downstre= am=20 from the tap, there is only a small adverse effect until a safe landing can=20= be=20 made to repair the failure (uh, a pin-hole stream of oil or fuel is bet= ter=20 than a large stream and messing up one cylinder's MAP slightly is better tha= n=20 messing it up a lot).  I leave the construction or purchase of suc= h=20 restrictors to your imagination and Google.
 
3.  Fire sleeve should be used for all flex fluid lines in the eng= ine=20 compartment (except perhaps for the MAP line), since one doesn't know where=20= the=20 fire will come from.  My original MAP sensor line (to a VM engine=20 monitor) is fire sleeved for sake of symmetry.
 
Others will have other opinions.
 
Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL (KARR)

Pil= ot=20 not TSO'd, Certificated score only > 70%.
 
In a message dated 2/18/2008 1:46:54 P.M. Central Standard Time,=20 N4ZQ@comcast.net writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>The time=20 has come to fabricate hose connections from engine to 
firewall f= or=20 oil and fuel pressure transducers as well as manifold 
pressure.=20= The=20 male fittings on engine/firewall are aluminum 2D. The 
pressures=20= here=20 are low so not sure if Stratoflex 156 hose and fittings 
would be= =20 appropriate so I'd appreciate suggestions here. Also, are 
hoses=20= used=20 for this application normally covered with fire sleeve or =20
not?



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