Return-Path: Received: from rook.innercite.com ([158.222.5.8]) by ns1.olsusa.com (Post.Office MTA v3.5.3 release 223 ID# 0-64832U3500L350S0V35) with ESMTP id com for ; Fri, 28 Apr 2000 22:49:00 -0400 Received: from innercite.com (host-56-154.dialup.innercite.com [158.222.56.154]) by rook.innercite.com (8.9.3/8.9.3) with ESMTP id TAA20369; Fri, 28 Apr 2000 19:54:44 -0700 Message-ID: <390A4E95.DCA92FE6@innercite.com> Date: Fri, 28 Apr 2000 19:53:09 -0700 From: Steve & Claudette Colwell Reply-To: colwell@innercite.com Organization: Ms Colwell To: Curtis Krouse CC: lancair.list@olsusa.com Subject: header tanks References: <000801bfb153$7442ccc0$38a3490c@ckrouse_ra.spk.hp.com> X-Mailing-List: lancair.list@olsusa.com Mime-Version: 1.0 <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> > Opinions please. > > Curtis Krouse N753K > This is the opening I was looking for. IF- - -I installed a header tank it would be the simplest, least complicated system I can think of and therefore I believe the safest. Just put in a left-right-header selector valve. That way you eliminate frequent filling/shut off and or the electric components; switches, relays etc.. Burning the wing fuel first would minimize changes in pitch trim. However, I would consider the safety downside to a header. If you had an otherwise survivable crash, the header could rupture. As others have mentioned, Mooney, Piper and others have used the wing tanks and selector valve system for a long time, not fool proof but the best compromise I think. Steve Colwell L360 Kit sold, L2K #34 on order >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/Users/Mkaye/maillist.html Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye@olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>