Well I thought it might be useful to see the split of jet flyers who use Air Traps in their planes as opposed to those that use some form of special clunk and no air trap. So vote Away

I exclusively used paper plated filters with gas ducted fans 17 years ago with total success. I switched to UAT when BVM introduced it and never came back.
I have seen a lot of people having "unexplained" flameouts due to an improper fuel system setup. Most of the times the problem is that the drag induced in the system is too high and creates a cavitation condition somewhere upstream the pump.
In that case the UAt will be pretty much useless to avoid the cavitation reaching the engine because the millions of bubbles created will "plate" the UAT bag, increase the suction drag in the UAT and make it cavitate as well...

Additionally with the new big engines and high flow requirements, I have been rethinking my approach to the problematic.
The idea is to introduce as less drag in the fuel system upstream the pump as possible to avoid cavitation under depression ( ref my fuel systems article ).
So using a hopper tank or a single tank with a proper high flow air separator ( ie PPC or Paper Plated Clunk ) seems to be a good idea. On that respect, I'd recommend the use of the biggest possible ID devices ( lines, fittings, vents etc... ) as show on my table below:

I use a UAT with what I would term normal heavy clunk in the tank, short fuel lines from tank to UAT and UAT to pump. Never had any fuel feed issues with any engines from 10lbs to 50lbs thrust.

I've seen a lot of over thinking/engineering of these kind of "problems" when all that's required is a little common sense.
What is a special clunk as opposed to a normal clunk Dennis?
Rob.

Dennis what about centre pickup tanks in your poll, or are you calling them a UAT as well?