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Thread: PHT Hose Report

  1. #1

    PHT Hose Report

    Taking advice from BAC, I have out sourced all of my hose rework rather than doing them myself. I have received all of my B19 hoses back from Precision Hose Technology in Tulsa. I sent my cores in and nothing was reused, all were returned. I requested all firewall forward hoses to be the 124J type. These are the same super high quality hoses used on GE Turbo Fan engines. Very, very nice. Cost $783.7 for 7 hoses (plus 1 small hose, the aft firewall oil pressure line, not done in the 124J). It only cost $46.57 more for this first class upgrade. There is no comparison in appearance not that my aircraft will ever look good.

    My 3 airframe fuel hoses, aft firewall fuel pressure and 2 wing root flex hoses cost $118.04 and look like, new hoses look.

    My brake hoses aft firewall and main gear look good. They reproduced the aft of firewall brake lines out of a much heavier hose and fitting than original equipment. We will have to see how this works out.

    The turn time was excellent, just a few days. Total cost about $1200. All in all I am pleased. And will use them again.

    Sciscoe (I am dropping the Bill there are just to many Bills in this org.)

  2. #2

    PHT

    Really glad to hear (again) that PHT has done a great job. I just ordered the firewall-forward set and 12 fuselage hoses for my 1968 Super III. Looking forward to seeing them. The new hoses (and engine, and reworked firewall will be in photo gallery as soon as I get it all done.

    Best,

    Mike Hagans
    1968 A23-24 MA297
    Based @ 5C1 Boerne, Texas

  3. #3
    Well, Mike.

    It sounds like you are in, almost as deep as I am. I enjoy working on my aircraft it is great therapy. Right now, I am running back and forth between working on the aircraft looking and coming up with more questions and the computer getting part numbers, information and answers. Enjoy the ride. I am.

    Sciscoe

  4. #4
    And I thank heaven every day that there are still folks out there, who will take care of these planes this way.

  5. #5
    I installed the brake lines last night and they seem to be have worked out very well. Bigger and better does not always turn out to be best in aircraft. Sometimes smaller and lighter is the best way to go. I was concerned about the original hoses looking collapsed in some of the bends. These new hoses will not do that. The old hoses were tired and stiff. This aircraft was a hydraulic leaking mess. I am trying to gain some confidence that this area will remain clean and safe.

    I would like to to replace the aluminum hard line (original is not pretty)from the firewall to the parking brake valve with a PHT flex hose having a 45 degree elbow on the parking brake valve end. And replace the firewall 45 degree fitting with a 90 degree fitting clocked horizontal towards the valve. The original line tapes out over 20 inches, does a very delicate dance between the flight control column, the rudder pedals and has a 4 inch rise above the valve, then arches back down to the firewall fitting. The flexline would run from the valve over to the firewall and horizontaly across to the firewall / resevoir fitting eleminating conflict with flight controls and the 4 inch arch in the line.

    Any thoughts on this?

    Sciscoe

  6. #6
    Believe it or not, the original brake hoses were standard automotive hoses made by what is now Belkin/Weatherhead. That's why the originals fold and crack so easily, compared to the replacements.

    They get replaced with the MilSpec hose for medium-pressure hydraulic systems, meaning up to 3,000 PSI. The 124 Teflon hose is only rated to 1,500 PSI; not high enough for brake lines and landing gear retract system lines.

    No problem replacing the hard line with hose, if it will work out better. BUT if you have an angle fitting on both ends, make certain that you specify the correct angle fitting and clocking for each end. The hose cannot be twisted during installation, to compensate for incorrect clocking. For that reason, most designers try to set parts up so that at least one end of a hose is a standard straight fitting. That makes the clocking a non-issue. I have not looked in some time, but the PHT website used to have instructions on how to order clocked fittings.

    Also note that the angled fittings usually cost several times as much as the straight ones. For that reason, designers usually try to use AN fittings as much as possible, to make turns, etc. On the other hand, in applications where flow matters, the angled hose fittings do have less flow restriction. The flow rate is not normally an issue in our braking systems. It CAN be an issue in our fuel systems.

  7. #7
    Mike,

    Thanks for your valuable input. I have read the PHT website for hose ordering. Clocking info is only required, as you said, for hoses with two elbow fittings. And that is the reason that I want to go with changing the firewall fitting from a 45 to a 90 as opposed to having two elbows on the hose.

    What makes aviation and this website work is the ability to bounce issues off the great minds of people with knowledge and expierence and those people being willing share their wisdom & to give of themselves.

    Thank you so much again,

    Sciscoe

  8. #8
    I'm bumping this thread, wondering if PHT still does work for the Beech C24R. Looks like I may need brake line hoses for the mains and possibly foot pedals. Anyone know? ( I checked their site and do not see the Sierra listed, only the skipper)

  9. #9
    Well, that was a stroll down memory lane.

    I am sure they will take good care of you. It was not that long ago that I ordered a special hose to move my brake reservoir from it's low firewall position to the engine mount just aft of the engine oil fill (do not let Bob Lewis read this post). It is now in full view and easy reach from the cowl oil service door, but far enough aft not to obstruct the preflight peek into the engine room.

    There was a lot of chatter on this website years ago about relocating the oil reservoir to a higher location on the firewall to give the brakes more head pressure, but no one ever posted any pictures about how and where they moved it to. After talking with several people I think the Sport engine mount has a tube that obstructs that upper firewall mounting. Moving it further inboard would make the oil filter a real pain. But I am much more pleased with how this turned out.

    Sciscoe

  10. #10
    how about a company called Aero Component Engineering in Burbank, California?

    My mechanic is telling me the hoses are the ones on the landing gear:

    2 hoses:
    Old P/N 153-64002-10.5
    new P/N 25364002-0500 ? fig 219 Item 30

    anyone deal with this recently? are these at all attainable?

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