Message-ID: <362148A4.71D8861D@innercite.com>
Date: Sun, 11 Oct 1998 17:09:08 -0700
From: Steve Colwell <colwell@innercite.com>
Reply-To: colwell@innercite.com
Organization: Ms Colwell
To: a <lancair.list@olsusa.com>
Subject: header tank
Mime-Version: 1.0

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Scott,&nbsp; I am not aware of any accidents of 2 place Lancairs that ruptured
header tanks.&nbsp; I just want to eliminate the possibility.
<BR>No system is foolproof,&nbsp; I like the system I am using because
it is similar to many spam cans (Mooney, Piper, Grumman, etc.) and the
RV I am flying.&nbsp; When it comes to fuel systems, my preference is to
keep it as simple as possible and M-P-G etc. seem to have figured it out.&nbsp;
I have noticed a lot of the later 320-360s also appear to have this setup.
<BR>Experimenting with a unique fuel system seems to have more of a downside
than upside if you will pardon the pun.
<BR>I'll just throw it this little story to help make my point.&nbsp; I
owned and restored a Alon A-2 which was a later version of the Ercoupe.&nbsp;
Alons were prone to sudden engine stopage usually on takeoff.&nbsp; The
Alon designers "improved" the fuel system by rerouting the fuel line from
the header to the gascolator.&nbsp; When the line came out of the header
it went forward to the firewall and about 12" horizonal along the firewall
before it went down to the gascolator.&nbsp; This horizonal line would
hold a air bubble after you closed the valve at the header and drained
the gascolator (for cleaning the screen) then on high fuel flow at takeoff
part of the bubble would transfer to the gascolator <U>but would not pass
thru the screen,</U> (thats right, fuel will pass thru a fine screen that
air won't). When enough air accumulated in the gascolator to push the fuel
level below the screen, SILENCE.&nbsp; The fix was to route the fuel line
downhill all the way to the gascolator.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;
Steve
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