Grant is a professional pilot with Air Canada (on an Airbus).    It does not take a lot of time to see that his configuration choices are well thought.  I learned a lot from my visit at his home.   Additional pictures and information is available on his online photo album.

 
Engine Installation:

This is a CAM 100 engine, a Honda conversion.  The radiator is mounted right in front of the reduction drive and the engine accommodates a vacuum pump.  It delivers 100hp.

Electrical:

Welding cable is used for the main battery wire.  Grant says it is more flexible than aircraft wire and after not too much scientific testing, it was revealed that the cable does not sustain fire.  The electric system is designed after Aero-Electrics's proposed schemas.  Fuse boxes are installed for the primary bus and the essential bus.

Instrument Panel:

Miscellaneous:

A description of the fuel system by Grant Corriveau:

"I mounted one pump at each wing stub, and in idle tests so far, my firewall-mounted 'engine' pump sucks the fuel through these when they are shut off. (this confirms that the pumps function as specified in a posting about the characteristics of these pumps that is found in the Matronics archives)

> 1) Would it be OK to let both pumps run all the time?

My wing tanks run to a central 'T' at the cockpit center. I'm hoping that both pumps will feed fuel equally and I'll leave them run fulltime (as they'd function in an automotive setup).

Any balancing that is required will be done by switching one pump off and let the other side feed. These pumps incorporate an internal check function by their design, so there should be no significant backfeed into the tank.

I do have simple on/off valves in the lines, as you mention, but mine are located centrally to meet the Canadian regulation. These will be left OPEN normally and only needed in case of an emergency/abnormality.

Because my engine has no mechanical pump, I have included a third Facet 'engine' pump at the firewall. This pump in tests so far, has been able to suction feed from either/both wing tanks. It is bypassed with a parallel line fitted with a check valve. So the wing tanks can feed through and/or around it with no problem.

So, with 3 Facet pumps, I have a highly redundant setup. The electrical draw is very low, as already mentioned, and I can alternately run just the one 'engine' pump at the firewall in cruise and save the 'wing boost' pumps for maneuvers. No single pump failure will cause me to lose access to any of my fuel. And hopefully the system will be more or less 'set and forget' type operation.. (the pump switching I mean NOT the quantity!!!! ;-)"

NOTE: This information is NOT presented as an advise, but simply as a description of what one individual did.  Please validate your own fuel system design with Zenith Aircraft.