Posted for Earl E Schroeder <earl_schroeder@juno.com>:

Rob, as Dan Schaefer says " As a result, you'll likely get as many
answers
 to your questions as there are LNC2's out there."

Here is another:  I too used the 1987 supplied fuel selector but placed
my individual wing fuel pumps approx six inches from wing rib suction
point.   (I was concerned about vapor lock and wanted the minimum suction
line length)  Each wing pump discharges through the fore mentioned 3-way
fuel selector valve, then through a rotometer with a glass tube (and an
internal ball 'float'), on to one side of a tee, then gascolator, a boost
pump, and finally the engine driven pump (carb system).

The rotometer is near the pilots knee slightly behind the instrument
panel but in plain view of the pilot.  I can clearly see bubbles passing
along with the final drops of gas as the selected wing empties.  So the
facets pump vapor with the gas in my case.  The top side of the tee
mentioned above is connected to the header through a remote operated ball
valve. (this tee and valve is on the copilot side and on the cabin side
of the firewall)  I normally operate with the ball valve open so the
'vapor' just goes upward into the header as the wing empties.  I know
this because I never get any engine stumbles as the selected wing tank
runs empty.

With this set up I can run from either wing tank or pump into the header
and run off both header and wing.  I do not have any auto system but do
have timers which record how long I have pumped from the selected wing
tank. (timers are energized when I turn on the facet pump at the wing
rib)  I originally was going to put 100LL in the header and a mix of auto
fuel/100LL in the wings but have not done that yet.  As long as GE keeps
sending my retirement checks, I probably won't. <G>  My 0-320 DIF likes
the 100LL anyway.   Earl   235/320  N233EE

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