Here are a couple of shots of the tube installed in the fuse.
Next up the fuel tank mount...

I think I saw one bevel joint in your photos that wasn't cut perfectly. Close though.

Originally Posted by harv

Originally Posted by Henry Piorun

Stick with me young grass hopper, you will learn much

Ahahahahaha XD hilarious

Henry honestly, id go with the proflows. You probably won't notice the 8oz in the air, but you would love thw awesome midrange and throtle response you'd get with the proflows.

Fantastic build btw, I'm totally sub'd and stoked to see this bird fly. Too bad it'll be months before the DA gets in
Until then looks like your busy though

Originally Posted by Huckin Chuck

Henry honestly, id go with the proflows. You probably won't notice the 8oz in the air, but you would love thw awesome midrange and throtle response you'd get with the proflows.

The DA200 has awesome midrange, throttle response, and top end power on stock mufflers, KS95s, and ProFlows. The only exhaust setup that I have observed to rob power from the DA200 is MTW TD110s, but even that setup still has great midrange.

Originally Posted by Professor

The DA200 has awesome midrange, throttle response, and top end power on stock mufflers, KS95s, and ProFlows. The only exhaust setup that I have observed to rob power from the DA200 is MTW TD110s, but even that setup still has great midrange.

Hi Kurt
Thanks for the info on the cannisters, mid-range was a big concern when I was running the 170 on pipes but as soon as I flew the 200 I realized that would no longer be a problem. I'm currently using the front exit KS95's and the engine runs just flawless. Can't say enough good things about it, DA has a real winner with the 200!

Originally Posted by Huckin Chuck

Henry honestly, id go with the proflows. You probably won't notice the 8oz in the air, but you would love thw awesome midrange and throtle response you'd get with the proflows.

Fantastic build btw, I'm totally sub'd and stoked to see this bird fly. Too bad it'll be months before the DA gets in
Until then looks like your busy though

I guess I still have lots of time to decide, either way will work out.
Glad you like the build!

Alright, time for the fuel tank installation. This will be a little different than most of the tank installations currently in use, it consists of a main tank and a smaller hopper/feed tank. First let me say that the usual single tank works just fine and I'm certinaly not saying anyone should switch to a two tank system.
I will explain later why I chose to go with a two tank set up.
Anyway, the tank mount is made from 1/4 lite-ply, a little 1/8 lite-ply and some carbon fiber joiner tubes. It positions the main tank pretty much over the CG and since the hopper tank remains full as long as there is fuel in the main tank the CG won't change as the fuel level drops.

That's beautiful.

Daaaaayyumm

Thanks!
So the reason I went with the hopper tank set up in the first place is twofold.
When I first started flying the old Extra with the DA 170 on pipes it produced awesome power but was sort of an "on/off switch" kind of engine, (not much mid-range). Consequently I flew much of the sequence at or near full throttle. Using the B&B specialties 64 oz fuel tank I would have just enough fuel to get through the flight with only a few ounces to spare.
When I switched this plane to the DA 200 I was concerned that it might use a little more fuel, turned out that it really doesn’t but I didn't know that at the time. There weren’t any larger tanks available that I knew of so I decided to add a small hopper tank. The DA 200 with this set up worked so flawlessly all year I couldn't bring myself to change anything on this new airplane. The only changes I did make were switching from the B&B tank to a 60 oz Du-bro tank, the Du-Bro is 6 oz lighter than the other tank. I also switched the hopper tank from a 12 to a 14 oz, so I will only have 2 oz less fuel in the new plane.
The other reason is right around that time I watched a video of someone who had mounted a camera inside their plane and filmed the tank during a flight. I was totally surprised at how much the fuel sloshed around inside the tank. It seemed the clunk was exposed to as much air as fuel. I'm amazed that our engines run as consistently and reliably as they do after watching that. It also confirmed that maybe the hopper tank wasn't such a bad idea after all.
I also run two clunks and two separate feed lines to each carburetor, these lines are also exactly the same length. The theory being that when you choke the engine both carbs should get the same amount of fuel at the same time. Seems to work real well!

Here's a couple of pictures of the tank assembly fitted into the fuse.

Originally Posted by Henry Piorun

That's crazy, I'm going to have to check that out, 36 pounds!!

Just checked and his plane is 35 pound, nine ouncs

Henry,

A single fiji bottle install is lighter than what you are doing with the two tank set-up,
I thought you were trying to save weight as much as possible ?
That mid-range issue you talk about can be fixed by installing a set of pro-flow cans, that thread speaks for it's self with all the testimonials.

The "header" tank is a great idea. Glow chopper guys use the snot out of them. Henry provided good answers for the pro side of the header tank. I wonder if I can still find some Hayes tanks in 2oz size???