Dan Tomlinson

The only issues I see are: Where do you physically locate the 107702 valves? Reachable for emergency shutoff only? Lack of electricity results in no fuel - so backup power is required. What is the state of the return valve without electrics - force right tank? The benefit is you can use your setup as a low-volume transfer pump! Regards,

I'm sending a "napkin drawing" to your other address. It's a 16k jpeg. There is NO high pressure to the seatback, just 1 additional low-pressure line. The solenoid valve is dual 3-way latching type - only powered during the switching. http://www.sbcontrols.com/products/3-way_latching.htm - I don't have a price (or similar type valve) There is redundancy, as the solenoid flow only happens with the 6747 in the vertical position - thus the shutoff valve. The flanges etc are in top and bottom - return and feed. Filters I believe are not recommended on the "vacuum" side to prevent flow problems. A small relay to indicate L/R tank and switch the fuel guage operated at the same time from the momentary switch which switches tanks. Only drawback I see is still if it fails, you can switch the feed, but not the return using the 6747. As my wife says: "a hand to hold, an opinion to reject"?

Oone other option that should be minimal change with redundancy capability (but still the slight possibility of dumping fuel overboard in an emergency situation): Assuming 6747 valve that you have, it appears that the OFF position flows from the top to bottom output, but not the sides. (Option: Add in series with this the FV-107702 shutoff valve at the seatback or similar shutoff only valve - always open. (emergency fuel off = closed) Split the fuel feed line before the valve (at the sump?) on each tank to a double throw, double feed electric operated valve pair at the firewall, with the return line ONLY going through this "primary" feed and return fuel system. Now return goes to the feed tank, and switch tanks electrically for normal operation through the weatherhead "flow-thru" position. Adds 1 line in the cockpit. Auto Valve Emergency fail: switch to L or R with weatherhead, return fuel goes wherever it was going. It's easy to draw, hard to explain!

Having finally sat in my fuselage AND having flown with Kevin F. at OSH (Thanks Kevin again - it was amazing!) I'd like to get an opinion from as many as possible on this. What level are your eyes above the longerons (measurements would be best WL23 is longeron top)? Would visibility be better if higher? or do you prefer the full-wraparound with just your head exposed? This is the sports-car view. I ask because I did another Cessna trip recently, and found the downward visibility better (of course) and I also drive a Jeep, so I sit much higner even in that. I am 5'10"! Is there a compromise necessary, or would just raising the seat (and canopy?) to change the viewpoint be enough to gain added view? Ideas? Opinions? Objections? (Flames to /dev/null)

I've seen your "production schedule" and it really looks like you have the process down to an art! I wish I could get to a session and maybe learn something to do mine, which I'd love to do this summer, but I suspect it will be a winter project - or next year especially since I'm in Toronto. I've been mainly building alone, so it does take a chunk longer, and the "economies of scale" don't happen easily! Great Job!

I'm interested if it is still available. I was just going through the chapter to see what I really need to order or make from Brock - This IS an expensive chapter! How does $200 sound? I'll also be looking for the shock spring, pivot MKNG6 and MK-AA Axle Fork, but I expect that is direct order. Thanks and Regards,