Sender: <marv@lancaironline.net>
To: lml@lancaironline.net
Date: Tue, 22 Aug 2006 00:13:07 -0400
Message-ID: <redirect-1342191@logan.com>
Received-SPF: pass
 receiver=logan.com; client-ip=68.168.78.199; envelope-from=dfs155@adelphia.net
From: "Dan Schaefer" <dfs155@adelphia.net>
Subject: Firewall forward
MIME-Version: 1.0
Content-Type: text/plain;
	format=flowed;
	charset="iso-8859-1";
	reply-type=original
Content-Transfer-Encoding: 7bit

John, whether an old wive's tale or not, at least the early manuals for the 
LNC2 strongly recommended steel fittings on hoses that go from a fixed point 
(e.g., firewall) to the engine as the constant flexing and vibration could 
cause them to fail sooner or later. I also remember reading this in a book 
about engine installation (though for the life of me, can't remember the 
title). Likewise on engines with mechanical fuel pumps, the fittings should 
be steel in and out of the pump (or at least the IN fitting, that connects 
to the fuel line from the firewall). True or not, it got my attention so I 
went with all steel or stainless steel fittings anywhere the hose had to 
flex due to engine movement and have had no problem issues in this area. I 
know it's hard to prove a negative but why take a chance? As I understand 
it, a high percentage of accidents in experimental aircraft are fuel system 
related.

In my opinion, the best custom made hoses are supplied by Sacramento Sky 
Ranch in CA. For my LNC2, I purchased fuel and oil hoses with stainless 
braided over teflon with swaged-on SS fittings with an integral fire-sleeve. 
Mine came with a proof-test documentation and have performed flawlessly for 
13 years. They may cost a bit more than Al fittings but, in my opinion, are 
worth every penny.

Dan Schaefer
LNC2     N235SP