Return-Path: Sender: (Marvin Kaye) To: lml@lancaironline.net Date: Mon, 12 Jan 2004 14:25:26 -0500 Message-ID: X-Original-Return-Path: Received: from tomts16-srv.bellnexxia.net ([209.226.175.4] verified) by logan.com (CommuniGate Pro SMTP 4.1.8) with ESMTP id 2929316 for lml@lancaironline.net; Mon, 12 Jan 2004 14:21:34 -0500 Received: from crowe ([67.69.59.83]) by tomts16-srv.bellnexxia.net (InterMail vM.5.01.06.05 201-253-122-130-105-20030824) with SMTP id <20040112192117.YNMD28348.tomts16-srv.bellnexxia.net@crowe> for ; Mon, 12 Jan 2004 14:21:17 -0500 X-Original-Message-ID: <00b201c3d941$4c555bf0$6721fea9@crowe> From: "Ian Crowe" X-Original-To: "Lancair Mailing List" Subject: To header or not to header X-Original-Date: Mon, 12 Jan 2004 14:21:36 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_00AF_01C3D917.631DABF0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1158 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 This is a multi-part message in MIME format. ------=_NextPart_000_00AF_01C3D917.631DABF0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I have followed with interest the writhing and contortions of those who = wish to have a header tank and the lengths they will go to to install it = and the care and feeding of it. KISS to me means extend the the main tanks in the wing. This gives you = the same extra fuel as removing the header tank takes away. Forget = about the header tank, this REALLY makes a big difference to Behind the panel installations. You have room for the battery and the = hydraulic pump. C of G movement Work load in flight Complicated set ups to monitor or pump fuel to the header tank. (Not = needed) Safety, no fuel tank in the cockpit in the event of an accident, = electrical fire or whatever. Use an Andair 3 way cock. Left/Right and OFF Put your fuel boost pump under your seat in series with the main engine = pump, stays cooler. Less likely to give you hot start problems. If you have an electrical failure your engine pump can pull from either = tank. If you have an engine pump failure your electrical pump does the = same. If both fail at the same time, hard luck. In a fuel injected engine set up your header tank is no good at all to = you if the engine and boost pump fail. The pressure head available is = negligible. Probably below what is specified for a carburretor So guys, throw out all your complicated systems along with your header = tank. Do what Mr. Piper did with his low wing single engine aircraft. = If anyone really needs the fuel in the header PLUS the extra wing fuel = he doesn't have a bladder he has a reservoir. One last word. Plastic piping is not safe for the handling of high = octane fuel in the cockpit. I have no plastic fuel piping at all and = would not ever use it. It is an accident waiting to happen. Regards Ian Crowe C-FKRO 360 110 hours and counting ------=_NextPart_000_00AF_01C3D917.631DABF0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

I have followed with interest the = writhing and=20 contortions of those who wish to have a header tank and the lengths they = will go=20 to to install it and the care and feeding of it.

KISS to me means extend the the main = tanks in the=20 wing. This gives you the same extra fuel as removing the header = tank takes=20 away. Forget about the header tank, this REALLY makes a big=20 difference to

Behind the panel installations. = You have room=20 for the battery and the hydraulic pump.

C of G movement

Work load in flight

Complicated set ups to monitor or pump = fuel to the=20 header tank. (Not needed)

Safety, no fuel tank in the cockpit in = the event of=20 an accident, electrical fire or whatever.

Use an Andair 3 way cock. = Left/Right and=20 OFF

Put your fuel boost pump under your = seat in series=20 with the main engine pump, stays cooler. Less likely to give you = hot start=20 problems.

If you have an electrical failure your = engine pump=20 can pull from either tank. If you have an engine pump failure your = electrical=20 pump does the same. If both fail at the same time, hard = luck.

In a fuel injected engine set up your = header tank=20 is no good at all to you if the engine and boost pump fail. The pressure = head=20 available is negligible. Probably below what is specified for a=20 carburretor

So guys, throw out all your complicated = systems=20 along with your header tank. Do what Mr. Piper did with his low = wing=20 single engine aircraft. If anyone really needs the fuel in the = header PLUS=20 the extra wing fuel he doesn't have a bladder he has a = reservoir.

One last word. Plastic piping is = not safe for=20 the handling of high octane fuel in the cockpit. I have no plastic = fuel=20 piping at all and would not ever use it. It is an accident waiting = to=20 happen.

Regards

Ian Crowe

C-FKRO 360 110 hours and = counting

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