The Why of CiES

For pilots and aircraft owners of general aviation aircraft, it’s been a historical challenge to measure fuel level in the air.  Every time a pilot scans their fuel gauges, they want to assess the state of fuel remaining in the aircraft.   To give a pilot  better decision making tools in flight, functional fuel gauges are a minimum requirement.  For this reason the FAA mandated operational fuel gauges for all flight operations.  This capability is critically true if you want to utilize the maximum safe range of your aircraft.

The main problem pilots face is misleading information provided by traditional fuel quantity instrumentation. Even if a pilot knows the fuel gauges to be erratic, they still can lead to bad decision making.  Today, their best option is measuring fuel before flight.  This measurement is  typically made with a wooden stick or glass pipette.  Pilots use this starting known fuel level  and keep track of consumption in flight, but of course, they still run out of fuel.  One key factor missing in this method is knowing exactly among the multiple tanks on the aircraft, just where is the fuel located.    Let's be frank using a stick in a modern aircraft illustrates that we have given up on ever making the fuel gauge work. 

With a bulk of the general aviation aircraft aging beyond 40 yrs, the problem is only get worse over time.

If only there was a better way to measure fuel quantity in the air, then pilots could make better decisions regarding extending flights, balancing tanks or making an extra fuel stop.  This capability would lead to less fuel starvation or exhaustion events and better piece of mind.  With 400,000 general aviation aircraft flying, there is a clear opportunity to meaningfully impact safety on the breadth of worlds general aviation pilots.

Bad Aircraft Fuel Level Indication Can Lead to Aircraft Fuel Starvation.

Really Where's your Proof 

Yes I know you have read every publication put out by AOPA and the FAA and they clearly say fuel level indication is clearly a pilot error issue.  In NTSB reports they have a rubber stamp that reads like the following :

"The pilots improper pre-flight and inflight planning, which resulted in fuel exhaustion."

What most in the general aviation community opinion on this issue is referred to as Fundamental Attribution Error.  (FAE) This is where we naturally blame people, even when circumstances or conditions are the primary issue.  

Last week I wrote a blog with the intentionally provocative title: "Let's Legislate Accurate AIrcraft Fuel Level"

For this I received the expected typical responses below: 

"How about we simply look at the number of people that have fuel related accidents and see if they did a proper preflight ...which...since you keep going by FAR's is required. If they didn't do a preflight correctly...they are poor pilots...and if they are poor pilots...gauges won't make a difference. You can't save people from being stupid"

"So, how much of this is lack of awareness, poor training or just laziness I do not know. But this is one of the most preventable accidents out there that keeps happening on a regular basis. I am not convinced an AOPA video will change that.  That is the real crime. They are still happening twice a week and none of them have to."

You would actually expect this pilot response to the provocative inquiry.   In looking at this as a pilot cultural issue or a FAE  the concept of  "Just World Phenomenon" features prominently.  This is the belief that people get what they deserve and deserve what they get.   


Unfortunately, the just-world hypothesis also results in a tendency for people to blame and disparage victims of an accident or a tragedy.  It is actually a protective strategy of the mind, providing mental separation from those kind of pilots that run out of fuel.   It won't happen to me, I am not like one of those pilots.

Sorry - These are random events and they happen to good pilots - I have a files and files from Transportation Boards across the world - you are not immune.  You have a doppleganger who was just as careful as you are and ran out of fuel in their aircraft.   I am sorry to burst the protective bubble.

What appears to happen in General Aviation is that, blame for fuel starvation, falls squarely on the those pilot shoulders .  This appears to be cultural phenomenon among pilots of all types.  The primary message we hear is that education will cure the miscreants, those bad pilots that will always get into trouble.

Very rarely do we delve into the situational factors of the fuel starvation issue at hand.  Our cultural bias doesn't allow that possibility.

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Fuel indication in aviation is loathsome at best - it is not a deep dark secret that most aircraft fuel indication systems are marginal from the start. 

 When you compound a marginal system with poor or no maintenance,  you can make a general statement that a functionally inoperative fuel gauge is common place in aviation.  

This is illustrated by responses from a General Aviation News inquiry as to what pilots felt about general aviation fuel level indication.

"Maybe they’re also more in the habit of keeping an eye on the clock in flight, even sneaking the occasional glance at those notoriously inaccurate fuel gauges." 

"Airplanes are legendary for having inaccurate fuel quantity gauges" 

"These devices are notoriously inaccurate, showing empty when there are gallons left in the tank and showing full for the first 1/2 hour."

"Aircraft fuel gauges can be notoriously inaccurate." 

"Without a means of measuring fuel flow, you must rely on the aircraft fuel gauges or total time of flight. Aircraft fuel gauges are notoriously inaccurate (they are only required by the FAA to read accurately when displaying empty)." 

"Aircraft fuel gauges have a well-deserved reputation for being unreliable and the FARs only require that fuel gauges read correctly when they are empty!" 

"Second, as others have said aircraft fuel gauges have historically been
poorly designed and grossly inaccurate.  Many will indicate something significantly different in a climb vs a descent and there are some airplanes with fuel gauges that are designed to read full until a substantial amount of fuel has been consumed." 

"Don’t bet your life on your fuel gauges, visually check the fuel level by “dipping” all tanks. Some aircraft models have notoriously unreliable fuel gauges." 

"All light aircraft gauges are notoriously, infamously and reliably, unreliable." 

"Sounds great in theory, but I have not yet seen an accurate Cessna fuel gauge, Ever. A fairly expensive AD would be the only thing that would ever change that."

I don't think a statement that  "Aviation fuel level indication could be improved" would fall very far from the mark. 

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Better fuel indication will lead to better decisions and appropriate warnings in aviation.  

While it seems obvious to a layperson

Strangely, Thats not the popular opinion in GA.  But here is the proof. 

EASA (European FAA) - In a Transport Aircraft study for revisions to required powerplant instruments.  EASA showed that better fuel indication would have improved the result of the 65 incidents and accidents in Transport AIrcraft - well over 70% of these accidents/incidents could have been avoided.  Transport aircraft are not GA, but it is the same mode.

CASA (Australian Civil Aviation Authority) Requires that aircraft fuel Indication in Australian aircraft meet a performance standard, every 4 years.   The reasons cited are improving the fuel starvation incident and accident rate. 

TSBC (Transportation Safety Board of Canada) Makes findings of faulty fuel indication a factor in fuel starvation events.  They point to the wide use of fuel sticks as an indication that fuel level reliability could be improved in aviation

 The fuel quantity indicators on this type of aircraft were not reliable. As a result, the pilot could not be sure of the quantity of available fuel in the left tank during flight.

Tests on the components of the fuel level indication system established that the only time the fuel level in the wing tank was shown correctly was when the tank was empty 

The Bell 214B and Bell 205 flight manuals be modified to provide information regarding the inaccuracy of fuel quantity indications, thereby allowing pilots to make informed decisions in the event of a loss of fuel boost pump pressure. 

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Cognitive Bias 

While these two points are associated with the same system and appear plain as day 

1. General Aviation Aircraft have inaccurate fuel level indication.
2. General Aviation Aircraft are prone to fuel starvation and fuel exhaustion.

A general aviation pilot won't recognize those statements as connected. 

Why: 

Anchoring Bias -  The tendency to rely too heavily, or "anchor", on one trait or piece of information when making decisions (usually the first piece of information that we acquire on that subject.

Pilot's are told to never trust the fuel gauge on the first training flight. 

Availability Cascade A self-reinforcing process in which a collective belief gains more and more plausibility through its increasing repetition in public discourse (or "repeat something long enough and it will become true.

Bandwagon Effect The tendency to do (or believe) things because many other people do (or believe) the same.

AOPA, FAA continually tell us that we need to use proper pre-flight procedure including sticks.

Confirmation Bias The tendency to search for, interpret, focus on and remember information in a way that confirms one's preconceptions

Aircraft fuel gauges only have to be accurate at zero 

You're only interested in selling senders  

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I have a passion for European Sports cars of the 50's and 60's  and I was talking with a group of MG-TC owners.  The subject of fuel indication came up and the MG owner brought out his calibrated stick.   MG T Series cars don't have a fuel gauge, they have a warning light, and Old British cars being what they are the warning light isn't a trusted component or indication of anything of merit.    

I mentioned that small aircraft use a stick as well to determine fuel quantity.  There were lots of raised eyebrows and a few quizzical looks.    The very first statement I heard was.

  "I bet they run out of gas"

  followed by 

"They can't just pull over and check with the stick can they"

I told them the various reasons why,  and they asked if something was being done to improve that.  

I told them sadly no.  A pilot will go out today after purchasing a new aircraft and obtain a stick to measure their fuel.  

It's  startling commentary, that in aviation, we use fuel measurement methods and techniques to prevent running out of fuel that were common on minimal equipment British sports cars of the 40's & 50's.  

I hope it makes us think.

Cessna Cardinal 177 - Owner Reviews

Any change, even a change for the better, is always accompanied by drawbacks and discomforts." Arnold Bennett

As expected with a new system there will be a learning curve with both the installer and the aircraft owner / pilot.  It is inevitable and AOPA E Brief provided us with the proper quote last week.  It fit our feeling so well lat week, we utilized this as a alternative heading.

So far this week all issues accounted for and happy installs going on in the field.

At present we have Greg Ridder and Dennis Del Grasso with flying Cessna 177's that have the CiES Fuel Level senders installed.  The PIREPS are good to great, both of them noting a big improvement in fuel level indication.  This may be more true of a combination of new indication and of new sending units.  

While we are pretty new with the JPI EZtrends software - we can see a definite pattern to empty with the ever-present oscillations in the fuel tank.  If you look closely at the data as the tank empties the peak to peak get larger as there is more room to slosh.   

Dennis Del Grasso: 

Very sorry to hear of all these issues.  All I can relate is that when I got into the idea of going with CIES, Scott was only making the frequency based senders.  Fuel level indication was one of the primary reasons I went with JPI (actually, ALL of the engine gauges were__)

Anyway, when I bought my JPI in FEB 2014, I told JPI the type senders I was going to install - the box came configured for it.  When I finally got them plugged in and went thru the Cal process, they have worked swimmingly well!

Mostly for Scott, but if any else would like to see it, attached is the export from my two most recent flights.  (Widen the "B" column to see Date/Time) Starting on 7/20 (outside of Phila), the tanks were filled at 25 Gal each.  Flight home about 2.5.  Went up again on 8/9  without adding any fuel and the CSV file shows the fuel remaining at the end.  Aligns pretty closely with total USED between the two flights at 25.8 (meaning 24.2 remaining according to the FuelFlow sensor and computer) while the tank gauges show 23.2 remaining.  Within a gallon!  I'll take that ANY day.

Greg Ridder :

Last Wednesday Brian installed the new right sender and since then all seems to be working well.  We have not done a new calibration since the old calibration appears to be fairly accurate.  Today I will return your old sender to you.  I will be interested in hearing what happened to the V Out circuitry since the frequency response was never affected.  BTW, I did not swap out the old resistors in the connectors - still could if you think it is advisable. I was trying not to change the calibration if possible.

I’ve made few observations since the new sender was installed.  When I got the plane back with a nearly empty right tank (gauge read 4.6 gallons), I added precisely 15 gallons at the pump and the gauge read 19+ gallons. Granted, the plane was not in flight attitude, but it was hopeful that the gauge change reconciled with the gallons added.

I have also filled each of the tanks to the 22 gallon hole in the filler with the gauge results of 26 (left) and 24 (right) on the ramp and in flight.  After flying for 1.5 hours at 7.2 gal/hour via the flow meter (estimating 10.8 gal used - I was throttled back and past lean 25°) I dipped the tanks and got a crude estimate of 15 (left) and 17 (right) - indicating 12 gal used - with gauge readings of 20.6 and 18.8 respectively - indicating 10.6 gal used. Certainly the fuel level changes match up pretty well with the gas pump and flow meter and full reads “Full”. 

Watching the chart data on the gauge shown right indicates the precision of the senders and gauge are pretty noise free and clearly shows slight sloshing of fuel in the tanks during abrupt attitude changes.  

What we don’t know yet is the absolute accuracy of an “empty” tank. Our next step is to drain each tank completely and add 2 gallons of unusable fuel.  If the numbers are close to zero (± 3 gallons?) we will placard it. If not, we will redo the calibration.  

In the discussion of precision and accuracy, I’m not sure how accurate to expect any fuel system to be if changing the plane’s attitude will change fuel level measurements.  

We are pretty conservative on keeping reserve fuel and this system already appears to be MUCH better than the old steam gauges.  Hopefully, more experience with it will bring more enlightenment.  Anyway, you now have a happy customer!  Hope the rest of the installs are going well.

Thanks again for your great customer support,

We are most proud of the customer support component, because without it we would never overcome the drawbacks and discomforts.

Cessna 206 - CiES Bladder Tank Fuel Senders

CiES Magnetic Field Fuel Senders for Cessna 206

We continue to add configurations to the CiES Fuel Sender Aircraft list. 

Today we completed the physical elements of the Cessna 206 Bladder Senders

In the picture you will see the new machined and red  anodized senders bracketed by the senders our customer  removed for the aircraft. 

This set of senders is for the Cessna 206 bladder tank fuel system.  The old sender on the right is a FAA PMA replacement and the one on the left is the factory Leigh Sender that this Cessna 206 Left the factory with.

As our sender design simplifies the mechanics of the float sensor  This is due to the increased travel range that our magnetic field senders allow. 

This simplified design may also be applicable to Cessna 182 and 172 Bladder tanks 

We have a set of 182 Fuel Senders from a bladder tank coming our way to confirm our belief.    

The Three Fundamental Truths About Aircraft Fuel Level

We have a unique perspective to aircraft fuel level,  in that CiES works daily on these systems.  We see the good, the bad and the downright ugly.

What we have observed and are sharing here is what CiES has determined to be the

Three Fundamental Truths about Aircraft Fuel Level Systems. 

Here they are:

If the technology of fuel level measurement can find the surface of the fuel reliably. 

• Floats that actually float or are allowed to float.
• A set capacitance based on fuel level in a tube (ignoring temperature & other fuel dielectric effects).
• Ultrasonics tend to get messed up with foaming fuel. 

If the basic sensor system can output a lot of data related to fuel level. 

• A capacitance fuel level system can output a theoretically infinite number of data points - but realistically in an actual fuel level device -  potentially 10,000 to 30,000 data points 
• Our Magnetic Field Technology has 10,000 to 12,000 data points.
• A legacy potentiometer system that provides maybe 50 or 60 data points (wiper and trace size controlling the data point size) 

If your fuel level display system can capture the complexities of a fuel tank curve  

• a non linearly marked fuel gauge or an Multi Function Display with a calibration feature

Then if these three criteria are met - you will have an excellent aircraft fuel level system - meet a few of them and your fuel level system will be functional. 

As we know the world isn’t perfect -  

To make a old aircraft fuel level system work well -  You need to make a unique potentiometer, carefully assemble it to reduce internal friction, maintain wiper contact and hope it all holds together and doesn’t corrode.  

Now combine the above with a non linear and an easy to calibrate gauge.  This is fussy work at best.

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Here is  our real world challenge  - 

• Say for example you have a simple fuel gauge marked with the same distance from Empty to 1/2 tank, & from 1/2 tank to full 
• We are all very familiar how long it takes to go from Full to 1/2 Tank and that it takes a fraction of the time to go from 1/2 Tank to Empty.
• The above is a fundamental universal truth. 
• Therefore because CiES can  - we load a tank table with a characteristic curve onto internal memory on the sender.
• Log, Sine, 3rd order, 4th order, 5th order, Non Linear - You name it - We can do it - challenge us.
• Of course we need the tank function and a simple gauge to get it right.
• Unlike a potentiometer - we don’t have to cram all that onto a circuit card by physically making the small steps with variably positioned traces, or onto a carefully delineated gauge.
• We have 10,000 reliable data points with our sensor technology - we just do it in software - easy peasy. 

Just don’t tell me that fuel gauges only have to be accurate at empty - we get all apoleptic.

Fuel Gauges: Do they Indicate Properly

Fuel Gauges: Do they Indicate Properly?

by Tom Bennett, Civil Aviation Safety Inspector, Aircraft Maintenance and Manufacturing, Prairie and Northern Region, Civil Aviation, Transport Canada

There have been multiple incidents of fuel exhaustion over the past few years. In the last issue of the Aviation Safety Letter (ASL), you read about fuel starvation due to improper fuel selector condition. In this article, I would like to talk about another common factor in fuel starvation incidents: fuel gauges that do not indicate properly.

Some incidents were very public, whereas most incidents went unnoticed with the exception of being listed in the Civil Aviation Daily Occurrence Reporting System (CADORS). Some incidents were directly related to poor fuel management by the flight crew(s); however a few came as a surprise to the flight crew, as the fuel gauge(s) still indicated there was fuel in the tanks. An accurate reading of the fuel gauge may have prevented many of these occurrences.

There is some confusion about the need for serviceable fuel gauges. This confusion is especially prominent in the general aviation world. As both an aircraft maintenance and manufacturing inspector and an enforcement investigator, I have heard statements like: “The gauges have never worked properly. I just keep track of time in my tanks,” many times.

Such a statement is contrary to Canadian Aviation Regulation (CAR) 605.14(j)(i), which states: “No person shall conduct a take-off in a power-driven aircraft for the purpose of a day VFR flight unless it is equipped with a means for the flight crew, when seated at the flight controls to determine the fuel quantity in each main fuel tank […]”. This regulation is then carried through in sections 605.14, 605.15, 605.16 and 605.18 of the CARs, to apply to all power-driven aircraft in all nature of flights (day/night visual flight rules [VFR]/instrument flight rules [IFR]).

Furthermore, many aircraft must have their fuel gauges working as per their type certificates. For larger aircraft, especially transport category aircraft, the fuel gauges can be deferred by means of the minimum equipment list; however, this usually involves using other measuring devices installed on the aircraft and making complex calculations.

A common factor in fuel starvation incidents:
fuel gauges that do not indicate properly

Recently, a commercial pilot was fined because one of his fuel gauges was not working while he was operating an aircraft. In this case, as in others, the fuel exhaustion caused substantial damage to the aircraft during the forced landing. The pilot applied to the Transportation Appeal Tribunal of Canada (TATC) to seek relief from the $750. The TATC upheld the Minister’s decision.

The Aviation Enforcement Branch has also sanctioned aircraft owners and operators for unserviceable fuel gauges found during Transport Canada’s oversight activities. The maximum sanctions for an infraction under CAR 605.14, 605.15, and 605.16 are $3,000 for an individual and $15,000 for a corporation. The maximum sanctions for an infraction under CAR 605.18 (IFR) is $5,000 for an individual and $25,000 for a corporation. Inspection, maintenance and repair of a fuel indication system seem less costly, in my opinion.

Another common excuse I hear is that the gauges have always displayed faulty readings or they are too difficult or expensive to calibrate. As an aircraft owner, if you rely on this flawed thinking you are exposing yourself to numerous risks. First and foremost, you risk running out of fuel. This can lead to personal injury/fatality and damage/loss to the aircraft. Second, you are exposed to regulatory action by enforcement (fine or suspension). I think we can all agree that none of these are pleasant outcomes.

For the aircraft maintenance engineers (AME) in this scenario, I have not yet seen an inspection where the functionality of the fuel quantity indication system is not checked. Be careful what you sign for on the inspection forms and subsequently, the maintenance release. Following manufacturers’ instructions for inspection, maintenance and repairs will never lead you astray.

Most pilots and AMEs are aware that any accident or incident results from a series of events; there is never just one cause. Anything we can to do tighten up against the possibility of an error is a step in the right direction. 

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Crown Copyright and Licensing, Public Works and Government Services Canada
Crown Copyright Clearance CCL FILE # 2011-33369
(c)Transport Canada, Aviation Safety Letter Issue 1/2011

What it Looks Like - Aircraft Fuel Sender - Mark Twombly AOPA

What It Looks Like Fuel sender - Variable Potentiometer  By Mark Twombly How do you know with confidence how much fuel is in the tanks when you taxi for takeoff? The same way you do in your car: Check the fuel quantity indicators. As every new pilot eventually comes to realize, however, fuel quantity indicators in the typical light aircraft are notoriously inaccurate except, perhaps, when they read Empty. Fuel quantity needles bounce in turbulence, often lag in indicating a depleting supply of fuel, and then seem to speed up their descent as they near the big E. This is why we visually check the fuel quantity as part of our preflight inspection. A big reason for the temperamental behavior of analog fuel quantity gauges is the fuel sender, the mechanism buried within the fuel tank that measures fuel level. Although there are several different types of analog and digital fuel senders, the type found in most light single-engine aircraft is based on a simple float system. The lightweight float is attached to one end of a thin metal arm, the other end of which pivots inside a sealed housing. The housing, which is submerged in the fuel, contains a resistance element and contact system. The float arm contacts a coil or winding inside the housing that is energized with current sent from the fuel quantity indicator on the instrument panel. Different positions on the winding represent different resistance levels. As fuel is consumed and the float descends in the tank, the float arm contact slowly moves along the winding, gradually changing the resistance in the current read by the gauge. The current reading is translated into an analog needle indication. So what happens if the electrical current somehow shorts and "leaks" into the fuel tank? No worries -- the current is too weak to ignite the fuel or even fuel vapors. One manufacturer of resistance type float fuel senders says the design life is 100,000 empty-full-empty cycles but includes this important caveat: "Actual service life may be less because of wear caused by vibration and fuel movement." Add to that the ravages of time and infrequent use that no doubt accelerate the aging process of a fuel sender . So, along with learning to take off with sufficient fuel in the tanks to complete the intended mission plus some, we soon learn to treat fuel gauges with a healthy skepticism. The best bet is to back up the fuel quantity indicators with another simple measuring device: a watch.

The "Zero Fuel" Myth - You know, Fuel Gauges only Need to be Accurate when Empty

You don't really need to know what happened after this true Accident Narrative - It is evident from the beginning.

Picture Draw Jerel Draw,  jereldye.com

Prior to the incident, I received an instructional ride and completed my C-172 checkout. I then flew with a passenger and solo, three flights, for a total of 5.3 hours in the bird.

In all three of those flights.

• I observed erroneous fuel quantity indications,
• Intermittent cycling of the fuel gauges to zero.
• LH Fuel Low Level Warning light coming on intermittently. 

An [instructor] told me this condition was well  known, typical for this aircraft and not uncommon for general aviation aircraft.

I discussed the erroneous fuel quantity indications with the Chief Pilot, and asked
him if I should write them up. 

He said no, that the indications were within the spec, which requires only that they
read accurately when empty.

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The statement that fuel gauges only read accurately when empty is repeated so many times in the aviation dialog.

 You would almost have to believe it is true.

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Actually far from it.

• It is a comment you hear repeated by many pilots, the magazines & AOPA / FAA Safety Briefs.  

• It is not uncommon to have bad fuel gauges in aviation, it is frighteningly almost the rule.  

What is true: 

• Fuel gauges are "Required" aircraft instruments for powered aircraft.

• They are required to be functional by design and in operation on the aircraft   -  Specifically:

• Read fuel level from FULL to EMPTY.  
• EMPTY needs to be calibrated at "Zero Usable Fuel"
• The Zero Usable Fuel is the fuel level,  where in the worst condition - fuel cannot be drawn from the tank.

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Designing, Maintaining or Flying an aircraft with bad or in-operative fuel gauges is illegal.  

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Why is it surprising that so many GA pilots run out of fuel.

I think the answer is obvious.

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CiES Fuel Sender - In the News - March 2014 Aviation Consumer

In the March 2014 Issue of Aviation Consumer the CiES Cirrus Fuel System Retrofit is reviewed.

As we have talked about in previous blog posts - Cirrus G1 / G2 retrofits are a challenge.  The results and review were favorable and represent what can be obtained on the early series aircraft.   Later model Cirrus G3's can achieve nearly perfect results.

Please look to 

aviationconsumer.com

for more information and other informative articles

CiES Inc Update

If we reflect on the past year we have accomplished quite a bit

• Secured a OEM contract on the most produced General Aviation Aircraft  - Cirrus SR20 & SR22.

• Obtained a TSO for producing this fuel level sender applicable to all aircraft.

• Received retrofit approval to install our TSO sender on all legacy Cirrus Aircraft. 

• Designed an LPG (propane) level sensor with iPhone/iPad interface

• Initiated OEM installation on the Gippsland GA-10 Turboprop, Discovery 201 & Vulcanair P68 Aircraft series.
  
  

• Achieved aircraft industry recognition for our accomplishments

What is now happening behind the scenes is truly impressive 

• Engaged in engineering design with several manufacturers for installation of our fuel level sensors on their aircraft platforms.

• Working three new aircraft platforms 

• Involved in several STC retrofit applications 

• Finalizing the boat level sensor to display at a major customer

• Engineering new aircraft systems and interfaces using our technology

• Planning for exposure in non aviation markets 

So we have been quite busy and very active - and look forward to next opportunity to demonstrate our capabilities

Cirrus Retrofit Update

CIRRUS AIRCRAFT RETROFIT

Cirrus Fuel Level retrofits are now occurring throughout the world.

Wells Aircraft in Hutchinson Kansas was the latest 

Don, Scott and the rest of the team at Wells did an excellent job with the retrofit and took these pictures to show how well the system integrates to the Cirrus Aircraft 

Wells Aircraft Website


 This illustration shows the new CIES Fuel level
sensor on the Left and the replaced sensor on the Right.   Notice the increased area for fuel sealing on the new design, the smaller float and sealed Circular connector with gold plated pins.  The quality improvement is evident.

 Here is a close up of the Engine page on the MFD in the Cirrus Aircraft.  This gives you  the view of how the fuel level is depicted on the screen immediately adjacent to the Fuel Total




This illustration shows you confirmation of the fuel level remaining in the tanks as well as the fuel burned during the flight.  Given that you inputted the initial amount correctly they should match throughout the flight.



A closer view of the MFD depiction

This shows how well the new gauge integrates to the cockpit center console.  Notice that it gives you the same information as the Perspective MFD and also gives a numeric value for fuel.   If you exceed the manufacturers POH fuel imbalance the more full tank will turn yellow and flash to indicate the tank you should now select.  Simple

Another view of the Cockpit installation on the aircraft.  Notice even how well we matched the black anodizing on the instrument.   Attention to detail does not end at accurate representation of fuel level.

 Here we show the map view on the MFD with fuel level on the left side of the Perspective Screen

 A closer view of the fuel level displayed on the aircraft