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Marv,

>>What is the best method for plumbing the wing tanks to the header??

I won't say this is the best but for what it's worth:

I put a facet pump (like the one furnished with my kit) on the bl50 rib
inside the wheel well on each side.  I liked this idea because it would
provide positive pressure with the minimum length of suction line.  Then
plumbed their output to the left-right-off selector valve located in the
lower part of instrument panel with the handle pointing towards the tank
in use and towards the respective on-off fuel pump switch.  (close enough
that you almost turn on the switch when moving the handle)  Turning on
the respective pump also starts a small resetable timer which is reset to
zero when filling the tanks and is an easy way of keeping track of fuel
used.  (I always use the clock in the Cessna the same way and found it
was a great memory jog although in this case it is started by an oil pressure
sw and both tanks are plumbed together)

After the selector valve, fuel is routed towards a tee near the firewall: one outlet
is valved up to the header tank and the other to the gascolator.  A boost pump
after the gascolator and then on to the engine driven pump.  With this method I
can burn from any tank or pump to the header and run from there.

One reason for this approach was to allow take off and landings from the
100 octane header and cruise with 'auto' fuel in the wings.  I live on a
farm with a runway and have been using auto fuel for many years in the
Cessna.

Hope this stirs the thought process....   Earl

[Interesting approach, Earl... do you have the usual shutoff for the header,
and if so, I assume you close that when pumping directly from the wings?
And when you say that the tee at the firewall is 'valved' up to the header,
is that what you're refering to?  Anxious to hear more.....   <Marv>  ]