| Message |
The double flares I've performed were all automotive.
The last aircraft that I can recall having a double flare was a DC-9-30. I removed the line end and replaced it with a permaswage fitting in about 20 seconds on the line. Problem solved, next.
My comment about double flares was accurate though in that a properly flared single flare will hold 5000 psi. I know, I've flared, tested, and installed them 717's, 727's, 737's, 757's, DC-9's, and MD-80's. (Airbus sucks) I was not testing your knowledge of engineering standards or FAA mandated and industry practices. If I remember you were working on that airbus cattle hauler. It wouldn't surprise me that they are still doubleflaring lines when the rest of the industry has gone to mostly swagged and MS fittings. I was simply offering you some practical advice from someone who in my short 10+ years with hands on experience ON THE AIRPLANES many systems, has probably formed, flared, swagged, permaswagged, repaired, cryofitted, routed, pressure tested, (and screwed up all the above attempts at some point so I speak from experience), more hoses and tubings made of every different type of aircraft grade tubing metal available, using every different type of AN, MS, permaswage, and cryofit type coupler you can think of and then some, than everyone on this forum combined.
I couldn't care less if I ever looked at another piece of tubing for the duration of my career. When it came time for me to upgrade my brake lines I could have made the lines from 3000 psi stainless braided hose with swagged couplers that would never wear out on my car. Did I? hell no, I coughed up the dinero and waited for them to arrive at my door and used my time off in more enjoyable ways. Have fun!
 |
 |
