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.