All,

 

Fuel lines:

 

All flexible fluid lines in the engine compartment should be teflon in SS braid with steel fittings and integrated fire sleeve.

 

1. No known life limit.

2. Straight steel fitting are least expensive - if required, use elbow and 45 degree fittings on the attach point, not the line fitting.

3. Hose builders can apply integrated fire sleeves that are sealed at each hose end, not those loose silicon and fiber glass ones that require dipping the ends in liquid silicon and then securing the ends with a metal band and a special tool.  The seal is to keep fuel or oil from contaminating the sleeve.

4. The only drawback is that these lines are slightly heavier than the old style aeroquip lines.

5. If you must build your own, consider Earl's for supplies.

 

Gascolator and filters:

 

In my injected engine I used an old style Cessna type gascolator filter with a built in flush drain that allows one to sump that filter (Backwash) by pulling on a Bowden cable accessible at the oil dip stick door.  Remember this about filters - There is a coarse filter in each gas tank.  The next filter (gascolator) comes before the boost pump. Then there is a very fine finger filter in Bendix style throttle bodies to filter fuel before it reaches the distribution spider and injectors.  I think all throttle bodies have such a filter.  This is the filter to check for very small construction debris - at least at an annual.    

 

Water in fuel sources, etc:

 

1. From using a lousy FBO without water filters on their storage tanks and trucks.

2. Condensation that usually occurs in partially filled metal wing tanks.  This is almost never a problem with a Lancair because of the composite construction of the fuel tanks.

3. Water entering a vent line in something like a vented gas cap.  Again, not likely with the Lancair venting system unless one constantly flies in rain/mist.

 

If one has a header tank, the gascolator with the sump drain might help with water removal, if any.

 

Scott Krueger