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I've gotten feedback from pilots who like using a parallel tank setup so here is that diagram. The advantages of parallel are really the flow rate. With both tanks feeding the header/UAT, there is less strain on the fuel pump. That said, it is ABSOLUTELY CRITICAL that the tube lengths from the two saddles are EQUAL. Uneven flow from the saddles will create a situation in which one of the saddles drains before the other, which will draw air into the system. You can avoid this by NOT flying until your tanks are dry and by ensuring that your clunk lines to the splitter are equal.

Dear scale heli pilots,

Last week I was testing a new B212 build and got PHT2 (v12.79) cut-off after 5 min cool flight. The shutdown data is showing that the fuel pump voltage suddenly drop from 1.5 avg in flight to 0.9, then immediatly tried to recover with 2 volts, but too late; flameout. Hopefully no damage at all despite the crash looking impressive.

All other logged data like rpm, temp, turbine state, etc. looks fine. Also I couldn't see any bubble but maybe got expelled when the pump rushed to recover. The tank had about 30% kero left (felt clunk) but, as in doubt, I'm currently adding a UAT BVM.

My ask: I am correct assuming that the ECU does react to the presence of bubble or cavitation in the fuel line and is the pump expected to increase or reduce it's speed?