5000 Aviation Fuel Level Senders

After two years of production we have crossed a major milestone.

There are 5000 CiES Inc Fuel Level senders in the field or more appropriately, in the air.

What does that mean for our customer base or our potential customer base?  

The CiES Magneto Resistive Fuel Level system is proven and a good solution for fuel level measurement in a variety of applications.

We have proven the concept in what may be the harshest environment for fuel level measurement - aviation.  By proving ourselves in the aviation world we literally can take this method anywhere.


Our quality is phenomenal - out of the 5000 units in the field we have yet to take one out of service.
   
Can you say the same for your fuel level solution?

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

PA28 Piper Cherokee - Lands in a Field -

MAY 6, 2014

CHAMBERSBURG, Pa. — The pilot of a Piper PA-28 Cherokee with engine failure successfully managed an emergency landing at about 5 p.m. Tuesday on a Greene Township, Pa., field.

Northern Maine resident Brady Henderson, 35, walked away from the incident. He said he was a bit sore.

Henderson said he noticed the single-engine plane, which he has owned for six weeks, was having problems about six minutes before putting it down in a field across the road from Franklin County Regional Airport in Chambersburg.

The Federal Aviation Administration was on the scene investigating the incident.

Henderson said he was in communication with air-traffic controllers in Harrisburg, Pa., and attempting to land on the Chambersburg airport’s tarmac. Unable to set up the approach appropriately, Henderson opted for the field as an alternative.

Henderson, who has been flying for several years, is licensed for visual flying and has practiced grass field landings previously. While visiting family in the area, he decided to do a practice flight Tuesday afternoon.

The plane remained intact after the rough landing. Crews with a pickup truck hauled it to the airport.

Henderson said he was unsure why the engine failed and would hire a mechanic to evaluate the aircraft.

Jennifer Fitch/Staff Writer HM MEDIA 

Tilting @ Propellers

Illus. Chris Demerest http://chrisdemarest.net 

Today I took a call,  the pilot on the line was enthused, he really wanted to get our new technology fuel senders on his aircraft.  

Further he engaged us in a dialogue wanting to let us know how significant this product was to aviation, and to his passion, you know the type,  a typical Mooney pilot.

He told me about the AOPA statistics on fuel mismanagement and starvation, and that it wasn't good press for general aviation or general aviation safety  to have a fuel starved aircraft parked along  a busy highway.

He was adamant to tell us about the significance of redundant and confirming cockpit information.  Being able to cross-check the two independent fuel quantity indications in his cockpit, he felt, would virtually eliminate fuel starvation in general aviation aircraft.

He talked about the level of quality he saw in fuel senders used in aviation, and that he just hoped he wouldn't have to overhaul his original set for the umpteenth time, and then have them fail hours later in flight, as they had on the past two occasions.

He related to me that as a multi type rated and experienced pilot he had never flown behind a good aviation fuel gauge in his entire life.

I didn't say a word  I sat back and listened to the sentiment that put us on the path to start a company around this product and idea.

The idea that we will build a good fuel level sensor, a quality fuel level sensor,  around robust patented technology using aerospace materials and standards.   We will prove our commitment by qualifying this fuel sensor to the most ridgid FAA standards for manufacturing and design.

My dream is that pilots will get this and install or demand this technology on their aircraft.  If that happens, we will make a lasting contribution to the aviation industry.

So many times in this aviation business,  you feel like you are setting your train along the wrong track,  why are you building a company in aviation,  when successful people all around you question the market size, vitality and rational.   You question your own sanity on a daily basis.

I guess we do this,  because our passion makes us tilt toward that propeller.  some days it's nice to know we aren't the only ones.

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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Flying Magazine - May 2013

Flying Magazine

Well we have been waiting for this -

Recognition in the press or an editorial resulting from a flight utilizing our fuel level sending technology.

When reading about all the very significant changes made for the new 2013 G5 Cirrus.  You will see the mention of accurate fuel level - not once but three times.

In this aircraft review there is an discussion about the fuel imbalance messages being determined by fuel level.

Not the Fuel Totalizer - the Fuel Level System 

If you pay close attention -  the differential they are talking about is an accurate reading of a level of fuel at 8,  10 gallons between the two wing tanks and then at 12 gallons. 

Yes -- our senders give levels of accuracy in the 46 gallon tank of less than  two gallons.

Again in the side bar - a mention of not just accurate - but highly accurate fuel level.

I

Imagine an editorial in General Aviation magazine - praising the quality of the fuel indication.

Not Fuel Totalizer -
The Fuel gauges

And finally in the specification banner another mention of the electronic fuel level sending units.

While we strive every day to change fuel level sending in aviation with better technology, quality assembly 

and attention to detail 

We are very proud that our efforts are being recognized 

Aircraft Fuel Gauge Accuracy

Fuel Sensor Accuracy 

The following quoted from reference 2.

This FAR Part 91.205 fuel-gauge requirement can be seen as a corollary of a more general and more fundamental point, namely the importance of taking a layered approach to safety.

For any important task, you want to have multiple independent ways of dealing with the task, so that each way can serve as a cross-check and a backup for the other(s).

For example, the right magneto is a backup for the left magneto.  Similarly, pilots are trained to never overemphasize or underemphasize any particular instrument, but rather to scan all the instruments, cross-check them, and use all available information to build an understanding of the overall situation.

When we apply this idea to fuel, it means you should have multiple independent sources of information about the fuel quantity. 

Good sources include:

• The preflight measurement in combination with an estimate of the fuel-burn rate and the elapsed time.

• A fuel totalizer or totalizer function on the MFD.

• The fuel level gauges and by corollary the fuel level sensors

No one source should be overemphasized at the expense of the others.

Remember that having two magnetos doesn’t just make the engine twice as reliable; it makes it thousands of times more reliable.

Using gauges as a backup to a visual preflight, flight planning and totalizer makes fuel exhaustion vastly more unlikely.

CiES Inc builds accurate and reliable fuel level sensors - 

References

1.

“Pilot-In-Command Decisionmaking” (Chapter 21 of See How It Flies) http://www.av8n.com/how/htm/decision.html

2.

"Aircraft Fuel Gauge Accuracy" http://www.av8n.com/fly/fuel-gauges.htm

Fuel Starvation - The Bucket List

NTSB  --   Safety Alert


The NTSB continues to take a close look at General Aviation Safety

One topic fails to be actively discussed....... Fuel Starvation/Exhaustion Incidents in General Aviation Average 2 to 3 per week and in the Top 5 of all causes.   While this is an issue for aviation safety,  it receives scant mention in the NTSB reports or in mitigation strategies.

This is not an uncommon or a glaring oversight,  most pilots, which some of the NTSB board are, will quickly point the blame at a fellow pilot for this particular accident scenario.

In this quick rush, I believe we are overlooking contributing elements in the chain of events that contribute to incidents and accidents of this type

General Aviation Safety: Climbing to the Next Level

In the NTSB Chairwoman's presentation at Oshkosh Airventure.

Aero News Network reported the following:

"Hersman said that while private flying accounts for only about half of all the flying done in the U.S., it accounts for a disproportionate number of fatal accidents, according to a study done by the NTSB. She said there are some themes that seem to crop up in many GA accident investigations that could be addressed by better pilot training and pre-flight planning. "I think that there are things that should never happen, really the easy things, and then I think there are things that are hard things, too," Hersman said. "And I think that among the things in the bucket that are easy ... fuel starvation. How many times do our investigators need to investigate an accident like that."

Press Coverage of NTSB Chairperson Barbara Hersman

I disagree with the NTSB chairpersons Barbara Hersman's response,  I believe this is one area that needs a detailed and closer look.

Fuel Starvation / Exhaustion as reported above is a common occurrence in aviation - 

The chairpersons comment in her News presentation in Oshkosh suggested that an NTSB in-depth evaluation into the causal factors of fuel starvation is not warranted by the board.

In the board GA Safety Board Meeting and the recent NTSB GA Safety Alert  - Fuel starvation was only lightly addressed there was really no mention of fuel related issues.  

I want to ask  .....  Why

Yes the unfortunate pilots that have experienced fuel starvation or exhaustion should have known how much fuel they started with, the should have checked prior to flight.  and they should have known average fuel consumption - his "maths" – Basic Pilot Skills.  Inculcated from his first training flight  

But the headline to the right says a lot about the information available to the pilot about their fuel level.

Accurate & Reliable Fuel Level in Aircraft - Is the Exception & Not the Rule. 

And in an emergency situation every pilot should know which tank has the most fuel – they need to know which tank to switch to.

Every pilot manual states that for the most engine critical procedures – Take off – Engine restart – Engine performance (spitting coughing) – switching to the fullest tank is not only required, it will save you from an incident.

If Ms. Hersman would have asked the aircraft owners in attendance at Oshkosh if they had accurate fuel level gauges – the response to that inquiry would be startling.   Accurate and reliable fuel gauges are the exception in small aircraft and not the rule.

In fact some pilots in attendance will state clearly they have accurate gauges in their aircraft as the gauge will read zero when they are out of fuel.    What they won't say is that the gauge reads zero all the time.

How can you make the determination of your available fuel or which tank had greater quantity of fuel if your gauges are erratic or of limited accuracy and why are we turning a blind eye to this in aviation.

This fundamental issue becomes very real when you read the NTSB Accident Investigation Reports that resulted from fuel starvation occurrences.   In most every cace where there was still fuel onboard the aircraft - the selector was on the dry tank -.

When almost every learning GA pilot is told not to trust the fuel level gauges – are we in aviation really surprised that fuel exhaustion occurs so often, or that a solution would fall into the "EASY" bucket. 

If technology in the form of Angle of Attack systems are indicated to help Stall Spin incidents

I am baffled why fuel level technology gets the literal  short stick.

General Aviation News - Press Release

Home → News → Aircraft → Accurate fuel gauges for aftermarket Cirrus

Accurate fuel gauges for aftermarket Cirrus

February 12, 2013 by Ben Sclair Leave a Comment

REDMOND, Ore. – Pilots are taught from an early age to not trust their fuel gauges. Cies Inc. wants to change that with its TSO’d fuel senders. The Digital Fuel Level System is now available as a retrofit on the Cirrus-line of aircraft (SR20, SR22, SR22TN and SR22T).

The system will measure fuel volume within 3% at all levels, within 1% when fuel volume is less than 50% and display the data on an Aerospace Logic or J.P. Instruments gauge.

“I love having the fuel flow quantity on the MFD like the new 2013 Cirrus Aircraft,” said David McGregor, Cirrus SR22 owner. “But the icing on the cake is the redundancy with the new Aerospace Logic fuel gauge that sits next to the fuel selector.”

Cies is working to expand the number of aircraft models, both certified and experiment, the Digital Fuel Level System will work with. The system costs $3,000 plus 16-18 hours of installation labor.

More information from Cies at 541-977-1043.

More news coming soon 

Fuel Level Sender Video

Video Overview of Fuel Level History and Retrofit

We will start getting videos together of units in test and evaluation

Aerospace Logic Instrument Panel Interface

Here is the interface for the digital fuel level sender