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.

New Video - CiES Operation

OSHKOSH RECAP - CiES Aircraft Fuel Senders

We are coming to an end of our first trip to OSHKOSH AIRVENTURE.  To say it was a success would be an understatement.  

The three most common comments we heard were 

• "It is about time that somebody fixed aircraft fuel level" 

• "Is is STC'd for my aircraft

• Discussions of personal near miss fuel starvation events. 

Lucky for us several of the alphabet groups decided to stop by and pay us a visit.  They listened as we did, as one by one, potential customers stated all of the above.   

It was a sobering for them.  The magnitude of the issue we have created in aviation, by ignoring fuel quantity indication,  became very evident.

For the first time, somebody other than CiES confirmed  what we hear every working day. 

Fuel indication as we know is less than aviation grade in legacy aircraft.

We are dead set on changing that.  

We've taken on a new look

Beech Customer Responses

Beech Customer Responses

I have the CiES frequency senders, with matching Aerospace Logic gauges.

Working with Aerospace Logic requires patience, but in the end, the result is really spectacular.

Yesterday, at 8500 AGL, I ran both R&L Auxiliary tanks down to 0.0 gals, at 47:35 on the clock, precisely as expected... A few seconds later... Fuel pressure begins to fall, immediately switched back to left main.  

Accuracy... It's a totally new experience. I have two fuel totalizers. One Shadin and one in my G4.  Maybe having accurate fuel gauges is overkill... But it's an overkill that I like. 

The only caveat is that my shop wasn't particularly efficient with the remove / reinstall / remove / final install / calibrate process.   I have ALOT of money tied up in this.   But I don't regret it, and I would do it again. 







For anyone who is considering CiES fuel senders these things are awesome. They are well worth the work to install. I ran all new shielded conductor up to the back of my JPI 930. Finally I have a reliable and consistent fuel measurement in my airplane. 

Wow, who would have thought accurate fuel level was possible.

If your airplane is down for an upgrade I would send your old fuel senders to CiES.   This will insure that the senders are appropriately set up the first time.   Beech in all their wisdom made numerous different senders inverting the bolt patterns on some etc. 

CiES senders can work by resistance, voltage or frequency. I would chose at a minimum voltage if you can, Frequency is even better.
Scott @ CiES knows his stuff.


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The cost to retrofit CiES senders to a pre-74 B55 is around $3200 (plus installation). That may seem "outrageous" but it's only about 50% more than what it costs to have the eight (2 per tank * 4 tanks) senders "overhauled" and my experience with overhauled senders is not very good. At best the overhauled senders will perform as good as when new for a few years which is to say they're accurate to within about +/- 5 gallons.

Properly calibrated the CiES senders appear to be within one gallon.  In a Bonanza with two 40 gallon tanks or a post 1973 Baron there are only four senders so that cost is cut in half.

 IIRC the last time I checked, new (1940s technology based) senders from Beech were around $1,600 each or over four times what CiES charges.

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+1 on the CiES/ Scott Philiben Phan club. There's no better customer service than that provided by Scott. anywhere.

I'm still VERY happy with my CiES senders. You know, when something "just works", you take it for granted.   I don't really give my CiES senders much thought. 

They're underappreciated little heros quietly doing their job. Perfectly. All the time.

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AIRCRAFT FUEL GAUGES THAT YOU CAN TRUST 

"With over 12,000 units now flying, CiES has taken over the OEM fuel level sending field.   Our combination of outstanding quality,  reliability, and accuracy has made CiES the standard and the runaway industry leader for fuel level indication on all aviation platforms, GA, Utility, Rotorcraft for both reciprocating and turbine engine applications " 

A New Day has Dawned in Aviation

General Aviation News Photo

“Getting this STC done has created the roadmap for us to continue on,” said Pelton, noting that other STCs may involve fuel systems, autopilots and more."  General Aviation News 

We have made great strides in replacing legacy fuel quantity indication in GA aircraft and Jack Pelton's comment above, indicates the importance of improved fuel quantity indication in the roadmap to improving the equipment on legacy GA Aircraft.    

Today's EAA STC news announcement opens up the literal Pandora's box of opportunity.

Actually our FAA TSO approval allows us to move even faster into getting universal approval for installing better fuel quantity systems in GA aircraft.  

The TSO approval insures that we have met both the new ASTM standard for Verification of Avionic Systems but also the RTCA DO-254 Design Assurance Guidance for Airborne Hardware as well as the DO-160 standard for surviving the external environmental conditions found on the wing of the aircraft 

This is a major step forward and was not anticipated after the Part 23 Rewrite NPRM.  

The new ASTM Standard makes it much easier to show compliance with organization, definition &  verification of our software.   

Utilizing a smart sensor was key to CiES obtaining the outstanding aviation fuel level sensing results.  

This quality indication is one that thousands of pilots rely on,  flying brand new Cirrus, Vulcanair, & Quest aircraft.  

Contact CiES as we are adding fuel quantity sensor configurations for thousands of single engine and twin aircraft. 

• Cessna
• Beechcraft 
• Piper
• Cirrus
• Brittan-Norman
• Fairchild 
• Technam

Aviation Fuel Level Indication - Customer Responses

Customer Responses

The cost to retrofit CiES senders to a pre-74 B55 is around $3200 (plus installation). That may seem "outrageous" but it's only about 50% more than what it costs to have the eight (2 per tank * 4 tanks) senders "overhauled" and my experience with overhauled senders is not very good. At best the OH senders will perform as good as when new for a few years which is to say they're accurate to within about +/- 5 gallons.
Properly calibrated the CiES senders appear to be within one gallon.  In a Bonanza with two 40 gallon tanks or a post 1973 Baron there are only four senders so that cost is cut in half. IIRC the last time I checked, new (1940s technology based) senders from Beech were around $1,600 each or over four times what CiES charges.

I'm having a hard time seeing anything "outrageous" with CIES pricing.

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And one additional point about CIES senders. I have absolutely no doubt if any question or issue came up, Scott would be on the phone within the hour. (More likely in minutes.) Every interaction I have had with him and interactions I have seen others have with him have been very positive. 

Phone or email he's always been very helpful.

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+1 on the CiES/ Scott Philiben Phan club. There's no better customer service than that provided by Scott. anywhere.

I'm still VERY happy with my CiES senders. You know, when something "just works", you take it for granted. I don't really give my CiES senders much thought. They're underappreciated little heros quietly doing their job. Perfectly. All the time.

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AIRCRAFT FUEL GAUGES THAT YOU CAN TRUST 

"With over 10,000 units now flying, CiES has taken over the OEM fuel level sending field.   Our combination of outstanding quality,  reliability, and accuracy has made CiES the standard and the industry leader for fuel level indication on all aviation platforms, GA, Utility, Rotorcraft for both reciprocating and turbine engine applications " 

Piper PA-31 Navajo Fuel Quantity Senders

Piper Navajo Fuel Quantity Senders  

We just completed a set of Piper Navajo senders for Mike Jones Aircraft.   

We replaced the old resistance sender design with the CiES Magnetic Field design .  Like a lot of well regarded aircraft, the Piper Navajo has not been supported by the factory for some time and the existing replacement senders either don't work or they have outlived their ability to be effectively re-worked along.

The CiES fuel level sender is built for the Navajo application, with a custom arms dedicated to each location on both the main and the auxiliary tanks.  Our non-contact fuel quantity measurement method insures that leakage can not happen through the sender body.  A modern digital sender component to compliment a modern digital cockpit interface, like a JPI or Aerospace Logic.

All of our sensor electronics are fully enclosed in the aluminum housing.  Unlike traditional failure prone senders - our senders have amassed an impressive record of 350,000 hrs of flight time without error or in service replacement.   

We will change your opinion of what float fuel senders are capable of - both from a precision and reliability standpoint.

Finally a fuel level sender specifically designed for the aviation market.

Vulcanair P68 Service Bulletin - Digital Fuel Level Digital Fuel Level

Vulcanair P68 Service Bulletin - 

The two new fuel senders are of magnetic field typology and their output is a digital square wave signal whose frequency changes according to the fuel level in the tank.

This new fuel sender uses one wire to interface the level indicator by which it transfers its output frequency to the indicator and a second wire to get a voltage supply, typically  the 28Vdc of the aircraft.


Vulcanair is the second OEM Aircraft manufacturer to utilize the CiES Digital Fuel quantity sender for installation on all of it's aircraft.   

Vulcanair is the first manufacturer to offer a retrofit Service Bulletin Kit to install the system on legacy Vulcanair and Partenavia Aircraft.  

 
AIRCRAFT FUEL GAUGES THAT TELL THE TRUTH 

"With over 10,000 units now flying, CiES has taken over the OEM fuel level sending field.   Our combination of outstanding quality,  reliability, and accuracy has made CiES the standard and the industry leader for fuel level indication on all aviation platforms, GA, Utility, Rotorcraft for both reciprocating and turbine engine applications " 

Cessna Pennycap Press Release - Flying Magazine May 1968

Cessna Pennycap

Copyright Flying Magazine May 1968

Curiosity got the best of us the other day, and somebody wondered if there was a similar example to a disruptive fuel level technology in General Aviation aircraft.   I indicated that there was a different system and it enjoyed a brief and limited success.  This system came out in the late 1960's and was featured on Cessna aircraft.

I went for a magazine search for press releases, curious to see what virtues would be given to a better fuel quantity system.

This system was produced by Consolidated Airborne Systems - which still operates out of a garage location in New York state.

The headline for the article was entitled 

GAS GAUGES THAT TELL THE TRUTH 

"General aviation airplanes - those engineering marvels, this distillations of technical wisdom and aeronautical magic incarnate - use fuel measuring devices of the same arrangement that plumbed fuel quantity in automobiles since the Model A  float tipped rods that electrically drive instrument panel needles to positions approximating the volume of fuel left.  Many such devices are off by as much as 25 percent" Copyright Flying Magazine May 1968

Many mechanics swore at these systems, many are swearing at them still.  The never lived up to the billing as corrosion on these low cost systems quickly robbed them of any accuracy advantage.  If you remember - Penny was to indicate "low cost" and cap was to indicate "Capacitive"  i.e. Pennycap system by its marketing title was a low cost capacitive fuel system.

"For not much more than the cost of an annual, then you'll be able to have a fuel gauging system of honest go/no-go quality.  Can you hold in the soup for 45 minutes at your alternate, or should you declare an emergency and tell them to get you down?  Can you afford to try and get out of that mountain strip with half full tanks and your present baggage load, or are your tanks more like three-quarters full?  It can make a difference." Copyright Flying Magazine May 1968

What is old is now new again - as 48 years later for the price of an annual you can have a CiES fuel gauging system of honest go/no-go quality. 

Customer Responses - CiES Non-Contact Fuel Level

Cessna 177

Hi Scott,Our senders have been working perfectly with the Aerospace Logic gauge since installation last August. Thank you for your outstanding support in helping us work through an unrelated ground wire issue in the plane.Gregg Ridder

Mine have worked flawlessly since installation, and the accuracy appears to be extremely good. Hopefully someday I’ll be able to quantify that accuracy. I sure wish other aviation vendors cared about their customers like you do. Jerry Olson, 76 C177RG

Hey Scott,
I presume you got the original frequency senders back by now? The new ‘voltage’ type senders are working fine with my old(er) JPI 930. I did calibrate them (again) when installing them, however, they fail to indicate the full 30.5 gal on each side on the 930 when ‘full’ (JPI’s display units do not show partial gallonage). Most times the 930 reads 29 each side when “full” (full is over 30.5 gallons each side, sometimes QUITE a bit more). However, when I fill up, I can tell you the amount put in + the 930 readout of what’s left is almost spot on, close enough to more closely calibrate my K factor in the 930 installation (it’s still off quite a bit). I also double check with my fuel dipstick. And I did level the plane while calibrating, even though the Cardinal cruises nose down, so calibration methods give differing results depending on nose strut extension, attitude, cross level, etc.
Any my 930 still shows the digital amount remaining.
So I’m happy. Much better than the OEM stuff and those original gauges.  And it will get better with more flights.
Too bad you can’t get JPI to include your senders when new fuel reading units are ordered.
Marc, 76 C177RG 

Everyone, Mine are installed (Bob Russell) and interface properly with the JPI 930.  Fuel readings seem to be extremely accurate.  I can read the remaining fuel from the JPI, and then stick the tanks for a comparison.  So far, readings are within .5 gal of what I measure.  Scott, excellent product.  Thanks for supporting CFO and members.Alan, C177RG

Beech Baron Digital Fuel Level Sender Retrofit - Part 5

Beech Baron 55 Fuel Level Senders

We have now produced the Baron 55 Senders.  These senders are fully TSO'd and presented our largest challenge to date as each sender had a unique peculiarity.

We will wait for confimation in the aircraft that all is well as we did for the Beech 58 senders we completed two weeks ago 

We are looking forward to this system in the aircraft as it represents a chance for us to utilize our capability of giving a multiple tank system, Mains and aux tanks accurate fuel level.

Stay tuned for further updates and pictures.

Britten-Norman Islander Fuel Quantity Senders

Britten-Norman Islander Fuel Quantity Senders  

We just completed a set of Britten-Norman Islander senders for the manufacturer.   

We placed the old Britten-Norman sender design alongside the CiES design for contrast.  Like a lot of small aircraft manufacturers, Britten-Norman had to modify commercial resistance senders to work in their application until we came along.

If you look closely you will see the careful welds on the legacy sender float arm and if you look inside you will see tank sealant applied to the riveted and electrical connections to prevent fuel leakage through the sender body.

The CiES fuel level sender is built for the application, with a custom arm dedicated to this assembly.  Our non contact fuel quantity measurement insures that leakage will not happen through the sender body.  

All of our sensor electronics are fully enclosed in the aluminum housing.  Unlike traditional failure prone senders - our senders have amassed an impressive record of 300,000 hrs of flight time without error or in service replacement.   We will change your opinion of what float fuel senders are capable of - both from a precision and reliability standpoint.

Finally a fuel level sender designed for the aviation market.

So You Thought that "Capacitive" was the Only Viable Aircraft Fuel Quantity System - Think Again

CiES is offering the highest performance, best value fuel quantity system for aircraft.

Conventional aircraft wisdom suggests that "Capacitive" is the way to go for aircraft fuel quantity of all types.  And for various good reasons that was the case up until a few years ago.   

But that aviation maxim no longer holds water.

First a little history,  

Edward Simmonds brought the idea of aviation capacitive fuel quantity to life after observing a similar system utilized in the process industry.  A light went on, and Mr Simmonds and a Polish engineer worked out how this system could be made to work in Aviation.   This monumental work occurred at the end of WW II.  Mr. Simmonds was a master marketer and the "Pacitor" system soon became the aviation standard.  

The better story is what it took to take a stationary process fluid level system and place it in an aircraft environment.  Mr. Simmonds and more importantly his Polish engineer had a monumental task with many obstacles to reach an acceptable aircraft system. 

The capacitive concept is very simple - you place two metallic plates in the fuel volume and you utilize the fuel and remaining air or more precisely air and fuel vapor (ullage) are a component of the electrical system called the dielectric in the circuit.  This dielectric will be referred to as K factor. This is the space between the inner and outer tube identified as the electric field on the right.

Obstacle 1:    Aircraft transition from warm to cool environments readily - and this K Factor (or Dielectric) changes with temperature of the fuel  so it has to be compensated for.   This temperature shift is significant.   There needs to be compensation for the temperature of the fuel and also of the ullage as each can contribute errors to the fuel volume calculation 

FUEL & ULLAGE TEMPERATURE EFFECTS  

Obstacle 2:  Aircraft fuel is not a static uniform fluid but a combination of different hydrocarbons to meets an ASTM Standard.  Each hydrocarbon component of fuel has different K factor properties and therefore each batch of fuel will need a different fuel quantity calculation .  We need to calculate Permittivity or K factor of the delivered fluid in the tank and compare this fuel in the tank to a reference standard.  This process is necessary to obtain a deviation factor for computing the actual fuel in the tank with a capacitive sender. 

FUEL QUALITY EFFECTS

Obstacle 3:   The fuel in an aircraft especially Jet A can contain quite a bit of mixed air.  This is due to fluid motion and vibration and to a certain extent the loading of fuel into the aircraft.  This entrained air can be up to 14% of fuel volume and will outgas like an opened soda bottle on an increase in altitude.   This changing fluid density effects K factor and therefore a provides a different fuel quantity calculation with a capacitive sender.   We need to calculate the in tank Fuel density with a densimeter and obtain it's K factor and compare this changing fuel density in the tank to a reference standard.  We can now compute actual fuel quantity from the capacitive probe outputs.

FUEL DENSITY EFFECTS

Obstacle 4:  Aircraft ascend and descend and by doing so they introduce moisture into the ullage mixture (air, fuel vapor, humid air) this has multiple effects on fuel measurement.  Quite a bit of moisture is introduced into the fuel itself and will change the fuel quality measurement for a capacitive system.   Water itself is conductive of electricity and this effect on the capacitor circuit  needs to be addressed.   This fuel water mixture produces corrosive components, and by nature the metallic probes cannot be protected.   To account for this you need to add more capacitive probes to cover for corrosion issues that naturally occur in the aircraft fuel tank. 

FUEL AND ULLAGE TEMPERATURE EFFECTS

  FUEL QUALITY EFFECTS 

FUEL WATER LEVEL REJECTION 

FUEL PROBE CORROSION

Obstacle 5: After the TWA 800 Accident the world of fuel quantity changed dramatically.  So while we always had to have a safe system in the fuel tank free from spark energy or lightning effects.  The TWA Accident brought a large spotlight into these issues as the spark from the explosion was found to have come from the fuel quantity system.    Capacitive probes conduct electricity - by nature they are metallic or conductive elements in the fuel volume and they are connected to the aircraft wiring. So you have a direct path into the fuel system through the aircraft wiring.  This introduces a host of issues already covered.  We need to address lightning effects, intrinsic safety (spark energy).  In the case of fuel inerting systems that introduce carbon dioxide into the ullage space you need to calculate this new ullage k factor.

     INTRINSIC SAFETY BARRIER 

LIGHTNING EFFECTS

FUEL INERTING SYSTEM 

WIRING EFFECTS - SFAR 88 & EWIS 

In review - there was a tremendous engineering effort to get "Capacitive"fuel senders to work in aircraft.   

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So Why is CiES Better?

So with a simpler system, we simply didn't have as many obstacles to overcome to provide TSO'd fuel quantity.  Less components, less complexity yields higher reliability.  


CiES utilizes a high reliability position sensor typically found in
automotive systems: drive by wire (brake, throttle & steering), cam
position, and stability control. A non-contact, high reliability, proven
sensor is combined with a simple float, a concept patented by CiES Inc.

The beauty of the CiES system is that our sensor technology allows for better resolution of the fuel volume and is absent the modifications required of an aircraft grade capacitive system.   Fewer obstacles to quality fuel level information. 

So it is immaterial if it is a Beechcraft or Boeing,  simpler is truly better.  Let us show you how we can add value to your aircraft by allowing a CiES FQIS remove weight and complexity from your aircraft fuel quantity system.

Perspective Touch Fuel Quantity

Cirrus SF50 Jet

Instilling confidence with just a glance. Dedicated synoptics such as: Engine & Fuel.  

The new SF50 Cirrus Jet provides a comprehensive view of the aircraft fuel system.

The high reliability fuel sensors behind this system are manufactured by CiES.

They instill enough confidence to the manufacturer to do away with pilot entry of fuel level.  

And secure enough to allow automatic tank switching of fuel based on weight and fuel imbalance.

Pretty astounding actually. 

CiES Accuracy that allows Numerics of Individual Tank and Total Fuel Capacity 

and Fuel Temperature 

Safety that allows at allows automatic input of actual fuel level weight based on fuel level sensor input. 

Beech Baron Digital Fuel Level Sender Retrofit - Part 4

Beech Baron 55 Fuel Level Senders

We have now digitized the Baron 55 Senders.  For the Baron 55 we have gone ahead with part production for top mount senders and have established the arm lengths to complete this design.   

As we produce the arms in house -                                                                                                                                                    This gave us the shortest time to achieving a TSO Baron Fuel Sender for our customer.

All dimensions for these new senders  were captured from a legacy set of Beech Baron Fuel Level senders.  As our design constraints are different from the legacy senders - there is a little bit to getting the right geometry in the tank 

We are looking forward to this system in the aircraft as it represents a chance for us to utilize our capability of giving a multiple tank system accurate fuel level.

Stay tuned for further updates and pictures.

Cessna 210 Digital Fuel Level

CiES Added Another Aircraft Today 

So three new aircraft configurations this week in as many days.    This one was admittedly easy as it is identical to the Cessna 177 Design.   

I believe our greatest accomplishment this year is developing a methodology to add TSO'd configurations to our list.   

Our magnetic field design makes changes to fuel senders as easy as changing float arm length and an internal map profile 

Our technology for fuel level sending is eclipsed by no other method.  Magnetic Field is superior to both traditional aircraft Capacitive and Resistive fuel senders.  

Contact us to find out why we can make such a bold statement.