Message-ID: <001301bfb00e$eb31bf80$526b1b3f@oemcomputer>
Reply-To: "dfs" <dfs@gateway.net>
From: "dfs" <dfs@gateway.net>
To: "Lancair List" <lancair.list@olsusa.com>
Subject: Re: header tanks
Date: Wed, 26 Apr 2000 23:07:49 -0700
Mime-Version: 1.0

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C'mon guys! If including the header tank level in your panel scan and
flipping one switch on and off when appropriate is too much pilot work-load,
then flying any airplane into a busy terminal area such as the Los Angeles
basin and talking to a tower controller must be a lot worse! I mean, you
have to dial up ATIS, a tower frequency, diddle with your CDI maybe, often
talk to ATC (with that attendant frequency setting) get into the pattern
while watching for the students doing touch and go's, get your speed, your
gear and your flaps down. Hopefully, if you're normally aspirated, you also
have turned on your boost pump when near the ground (in case the mechanical
one fails), etc., etc. - you know, all the things involved in GUMP.

Fuel management in any airplane requires some action by the pilot. Are you
suggesting that it's more dangerous in a Lancair than in a C or P or what
have you? By staying personally involved with my fuel situation, I'll never
be surprised by a failure that lets my header run dry.

Dan Schaefer

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