CiES Mooney Fuel Level Senders - A Digital Fuel Sensor with Analog Outputs

Today we delivered 2 sets of CiES Mooney Fuel level senders for late mode M, R, S, & TN Mooney aircraft.

So we now have fuel level senders for the popular Mooney Bravo, Ovation, Eagle & Acclaim. 

We are now adding a new aftermarket general aviation platform every week.  

In addition CiES is adding a new OEM or commercial application every month.


Unique to CiES Fuel Level Senders:

• Set 1 - was set up for a Mooney Bravo with a voltage output for interfacing to a JPI 900 
• Set 2 - was set up for a Mooney Acclaim with a resistive output for the factory G1000 system.

CiES has the unique capability of supporting multiple platforms with the same sender design.  This sender design physically plugs into the same mounts in the aircraft.

While the float remains - CiES's method of measurement is lightyears away from the traditional potentiometer or resistive sender of the past.   CiES senders utilize a patented magnetic field technology that has more in common with the digital compass in your flight instrument or your cellphone.

Like a compass that always points north, the CiES fuel level sender always points to the float.  The sensor is precise enough to measure the angular position of that float down to tenth's of a degree and that precision is repeatable over time, temperature and vibration. 

Turboprop Fuel Level Senders - Digital

Bull Aircraft - Digital Fuel Level 

This  will be the first of many announcements we are allowed to make before the end of May 2015.

Another customer is added to the list.   Bull Aircraft manufactures a turboprop utility plane the Explorer.  

Bull Aircraft Website

We manufactured our new TSO Senders for this kit built aircraft providing a universal sender for every location. These senders incorporate fuel temperature probes to provide - Lbs. or Kilo's Fuel as this is a Jet A Application utilizing the Walter M601 Turbine.

We are interfacing with a VR Avionics MFD and we expect to see an interesting interface for fuel level.

Both,  Bull Aircraft and VR are Experimental - but the senders for this aircraft are FAA TSO Approved.

We think this aircraft will be sucessful.

CiES Inc Website

Cessna Cardinal 177 & 177 RG Fuel Level Sensor

Well we produced another configuration of our fuel level sender for a very popular Cessna Aircraft model with a rabid and enthusiastic following.

---- Yes the Cessna Cardinal 177 ----

We had sought out common aviation fuel level sensors to copy into our format and we had a few mixed results, for example owners of Cessna 177's would send in the sensors per our request,  but the part numbers of the units supplied only matched up to another model Cessna Aircraft and did not match any of the Cessna Fuel Level drawings we have on hand.  

Finally, last year we got what we were looking for - Senders from an aircraft that matched the P/N for the aircraft. 

Note:  When you get involved in this small segment of aviation - It becomes very clear why fuel level in aviation has a very low reputation.

A Cardinal Aircraft owner tells a better story: 

Anyway, I saw the mention of CiES on one of the Cardinal Flyers Digests and gave them a call.  I spoke with Scott Philiben, who said that they could build them for me, and it would interface correctly with the JPI.  JPI confirmed this.  This was last FEB 2014 when I initially purchased the JPI, based on that answer.  

I had to wait till July 1 to start install, both due to the cold weather here, and because that was my annual date  (I also wanted to install an Oilamatic Pre-oiler and an Alpha Systems AOA Gauge).  

What Scott didn't tell me initially, was that I was to be the guinea pig for them getting a TSO sender for Cardinals as this minor variation needed to be sent to the FAA and approved - they had predicted an October delivery.

Scott & company finally came thru with fully TSO'd senders in late Nov, but I then encountered the passing of my Mom, which has led to further down time - anyway, FINALLY got the senders installed last Saturday.

CiES Above - Competitor Below

I was quite impressed on the substantial difference internally between CiES senders and the Electronics International ones.  The electronics in CiES look great, and based on the digital freq meter I have, they work VERY smoothly. I am also impressed with the machining on the fuel senders.

For JPI's part, their wire harness to the wing has three wires - +5V, Ground, and Signal. The JPI diagram says NOT to connect the +5V for CiES, but what they didnt say, and I didnt know until early Nov (when I mentioned that to Scott at CiES) is that the CiES units need +12V!! Turned out not to be an issue - the JPI harness has a "Y" connection in the harness shortly after the harness leaves the JPI box enroute to the wings - I unpinned the +5 wire that comes from the JPI and capped it off, and instead ran a +12 supply from one of the Circuit Breakers (dont remember which at the moment) into the same pin spot. (There is NO interface box as there is with some other senders. Not sure if my JPI is any different internally - JPI could answer though.) Works great (again, on my digital freq meter out at the sender)

One thing I particularly like about the CiES is that the float arm wire is 3x as thick as the one from Cessna, BUT the CiES float arm easily disconnects from the sender, making installation MUCH MUCH MUCH easier. I placed a long tie wrap on the fuel sender arm (in case I dropped the float/arm combination into the tank while working the sender into position) and then after the sender was connected and small cotter pin inserted, the tie wrap was removed. The senders come with a new rubber gasket, and there is no chance of leakage in the middle (like Cessna supplied Rochester, Stewart Warner, or Leigh senders) as there is no pass-thru screw terminal.  CiES uses a 3-pin connector with a twist lock shield. VERY easy to plug in.

At first, Scott and his engineers were concerned about MIN/MAX settings, but they had an epiphany one night and realized that all measurements are relative. They were worried about setting hard "stops" these are the little metal tabs on Cessna original equipment fuel senders that limit the float arm travel.   Turns out the CIES senders have the capability to move thru-out an almost 180 degree range from straight down to straight up.  The original equipment Cessna fuel sender contained a 60 degree potentiometer which limited the angle range allowed by these senders.   The calibration in the JPI is what establishes the fuel level limits and the physical limits of the fuel tank are the physical limits of the sender.

Scott Philiben's phone number is 541-408-1095 - they are in Oregon, so there is a 3hr time difference for me. His email is scott.philiben@ciescorp.com I still have the prototype sender/float combination that we used for testing and verification that this new simpler configuration would not hit any internal ribs/structure. Can't see internally, but externally it looks exactly like the ones with the TSO labels on them!

Update - Installed and calibrated - first impressions are good 

The CiES Brand

A WORKING STATEMENT FOR OUR BRAND

From the beginning, CiES has been driven by innovation. Our first invention was the world-renowned magneto resistive fuel level sensor this same sensor that is used today on the most popular aircraft in the world.

Since our breakthrough in fuel level that begins in 2003, we’ve accelerated our strong culture and track record of innovative technologies that solve real-world challenges for our customers.  

More recently, we pioneered automated fuel tank selection system for a global aviation company,  developed a wireless propane vehicle fuel level sensor, & a marine fuel level sensor that addressed whether the boat is on open water or in the harbour. 

By accurately monitoring fuel level and providing an updated range capability, operators avoid breakdowns, protects valuable high pressure fuel systems, reduce environmental impact, and save money at the pump. 

Today, CiES delivers customer-driven innovation to a diverse spectrum of industries and applications– from automotive to industrial production, to off-road/heavy-duty equipment, marine to agriculture, aerospace and oil level sensing solutions that protect and perform.

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?

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.

Measuring Fuel ... How Do you Measure Up?

I have been trying to track down this exact "Pilot Folklore" regarding fuel level in aircraft.
  
Specifically the widespread pilot belief that the FAA doesn't require for you to have working fuel gauges in your aircraft.

The gauges only need to tell you when you're empty.

Sure enough in a FAA Safety Bulletin in April 2002
The FAA said just that - the exact words as follows:

 As you can see, the regulations only require that the aircraft fuel gauge read “zero” during level flight when the quantity of fuel remaining in the tank is equal to the unusable fuel supply determined under 14 CFR §23.959(a).  Therefore, the gauge cannot be depended upon for checking the fuel quantity in a tank. This is especially true of the smaller, less sophisticated general aviation aircraft. Visual or physical checking or both are the only safe means of determining the actual quantity of fuel onboard such aircraft. How do you measure fuel? Do you measure up?  H. Dean Chamberlain 

In fact,  as recently as February 2013, the FAA allowed this to be reprinted in a blog site... unbelievable.   Supporting a culture where it is acceptable for "Fuel Exhaustion" to be one of the TOP 5 GA Incidents, and according to the AOPA Nall Report the second highest cause of pilot death.

In most cases pilots will blame  pilot behavior and preflight.  All pilots will rally to the aviator cause, and like this FAA article, seek to change the an obviously errant pilot procedure.   .... Education is the tool to address this serious safety issue .  Despite the efforts, the number of fuel exhaustion incidents still remain high.
------------------------------------------------------------------------------------

So back to the fuel gauge ....  I have been through over 150 certification meetings in my life - 

But I have not yet brought in a new aircraft or new aircraft modification and told the Administrator that; 

I removed the fuel gauge and  replaced it with an idiot light letting the pilot know -

"That at this very moment you ran out of fuel"  

or propose an aural announcement like:

 "WARNING YOUR ENGINE WILL NOW STOP... PLEASE LOOK FOR A SAFE LANDING & HAVE A NICE DAY"

But according to the FAA author above - that is exactly what the administrator is looking for in an aircraft design  ....

...   REALLY,  What pilot or aviation professional believes this?


 So what do the FAR's (Federal Airworthiness Requirements) really say:

Title  14 Code of Federal Regulations (CFR) §23.1337(b), Powerplant instruments installation.

  It reads:

(b) Fuel quantity indication. There must be a means to indicate to the flightcrew members the quantity of usable fuel in each tank during flight. An indicator calibrated in appropriate units and clearly marked to indicate those units must be used.

It says you have to have a fuel gauge and it needs to show you the amount of fuel in your tank in flight.  It says that in fairly clear language. 

In  addition:  

(1) Each fuel quantity indicator must be calibrated to read “zero” during level flight when the quantity of fuel remaining in the tank is equal to the unusable fuel supply determined under 14 CFR §23.959(a);

It says that the fuel gauge must have the capability to be be calibrated to read zero usable fuel.  This feature is an added part (In addition) to the requirement that it must  let you know how much fuel you had in total,  when the aircraft is in flight.

Does anyone believe that the FAA would have you put a fuel gauge in an aircraft and 
let that gauge

• Indicate any value fuel level other than zero.
• When you were at zero usable fuel it will read "ZERO"

According to this skewed interpretation of the regulation.

A binary gauge meets this folklore requirement   ... 

•  "SOME FUEL"

to be followed by a calibrated  

• "NO FUEL" 

Well the FAA actually expects something dramatically MORE Accurate 

in FAA TSO C55a -

- No more than 3% of full scale tank volume in the worst case -

Minimum Performance Standard for Fuel and Oil Quantity Indicating System Components, 

When you get in your aircraft and you look at your fuel gauges.

• Do they meet the real and intended FAA standard. 

or 

• Do they just give you folklore.

Anisotropic Magneto Resistive - The future of fuel and fluid level detection

A major milestone occurred in 2011 -  the first commercially successful application of Anisotropic Magneto Resistive (AMR) technology applied to fuel level sending.    

We made our technological introduction a critical test for the sending unit as we choose to apply this sender to the most popular GA aircraft built.  It was a gutsy move to use aviation as our launch vehicle, but by all measure and after two years of flawless performance, we can say that this methodology for measuring fuel level has been overwhelming success.

The CiES Fuel Level Sensor is a magnetic, non-contacting angular position sensor that converts rotary motion of the float arm into an electrical signal.
This signal provides an accurate fuel level measurement and enables reliable Multi-Function Display or Fuel Gauge readout.  

Our compact, modular design utilizing the familiar SAE 5 bolt mounting allows a wide range of applications and our calibrated output signal compensates for component and assembly variations.  Our unique design using our patented AMR technology enables dependable performance and durability.


The CiES Fuel Level Sensor's linear output - either Frequency, Voltage or PWM Current Mode  is directly proportional  to the position of the float in the tank.  The we derive this location by the measurement of the magnetic field direction.  This method  allows for wide mechanical tolerances and sensor placement.  Just like a compass in your hand - no matter where or how you move the compass, it will continue to point North - our sensor continues to point at the float.

Noncontact performance is made possible by state-of-the-art  programmable Anisotropic Magneto Resistive (AMR) technologies. Rotating magnets generate a voltage with a paired sine wave response signal.   The sensor operates in a combined linear region of this  sine wave response signal.

Benefits 

• Low cost with electrical interface that powers and reads AMR effect output signal
• Modular and common interface help achieve competitive cost
• Can be easily modified to meet specific customer requirements
• Protection against contamination and fuel exposure
• Lower drive current minimizes system power consumption
• High resolution output signal with low hysteresis for improved system performance

Typical Applications 

The CiES Fuel Level Sensor is ideally suited for a wide range of aviation, automotive, heavy equipment, commercial vehicle, rail in-tank applications for Gasoline, Avgas, Jet A, Propane, Alcohol & Flex Fuel blends.  The non contact measurement method is immune from attack from any sulfur based, water based or solid contaminates.  This method of fuel measurement allows for a single fuel sender  to be applied to a wide variety of fuel types, including different fuels utilized in the same tank, providing the identical output response.

Performance Advantages

The CiES Fuel Level Sensor features a proven technology that has been used in high volume absolute position sensor applications, like brake by wire, throttle and accelerator positioning, for more than 10 years.

The non-contacting design of the sensor maximizes product life by eliminating fuel level signal deterioration due to contact wear, resistive ink failure or dendritic growth.  Our low current draw with high resolution output signal may be calibrated for the angular travel of a specific application and allows us to  compensate for any assembly or tank variations.  

What Accuracy in Fuel Level Means for General Aviation

Why would I want accurate fuel gauges in my aircraft. 

Predicting and shaping the future are the providence of engineers.  

If accurate and reliable fuel level sensing for aircraft became a common reality 

What are the effects on the aircraft/pilot interface.

Warnings and Annunciation 

With cross checkable and reliable information between the Fuel Totalizer and Fuel Quantity 

• Low Fuel  
• It is already exists - 
• What if it was reliable and predictable

• Fuel Imbalance - 
• Let you know when you exceeded tank imbalance limits
• Warns you of a rapidly depleting tank - safety  

• Fuel Leakage or Venting  
• Matched information fuel totalizer and tank volume
• If rate of flow d not match - a leakage or venting warning 
• With a residual power or memory input
• Internal leaks annunciated 
• Fuel Theft 

• Errors - 
• As a reliable cross check between fuel flow and fuel tank volume 
• Provides a reliable diagnostic to errors or faulty components in each system
• Failure to follow a predictable path can be flagged as an sensor or tank system requiring maintenance. 

• Secondary Fuel Totalizer - Cross check to the fuel we can derive rate to give a simple totalizer function.

Automation 

With cross checkable and reliable information - Fuel Totalizer and Fuel Quantity we can use this information to relieve pilot workload 

Fuel  Management Computer - 

• Tank Switching -
• The aircraft system would handle switching between tanks for single engine aircraft.
• This could be overridden manually in the cockpit.

• Fuel Management. 

Allow a pilot to mange total fuel volume on the aircraft with an interconnected pump system 

• Minimizes human refueling errors 
• Cross-check quantity of fuel added and correct
• Manage the fuel added or remaining to balance tank volumes.
• Use fuselage wing tanks for weight and balance corrections or trim

Aerospace Logic - Cirrus Design Retrofit

In creating a new fuel level system for Cirrus Aircraft we kept in the back of our mind  the opportunity to provide this technology to legacy Cirrus Aircraft as well as other aviation applications.

Aerospace Logic was the obvious choice - 

We chose their 200 series unit over other 2 1/4 instruments as Aerospace Logic has created a quality and sunlight readable  display with a clear and concise level indication.

More importantly, Aerospace Logic like CIES saw accurate and reliable fuel level indication as a valuable instrument in the cockpit.  Aerospace Logic was hampered in achieving it's goals for fuel level indication by fuel level senders that were previously available to the aviation market.  CIES Level senders with our new and patented technology completely changed the fuel sender game.

You will note that a digital value of fuel is displayed below each quantity gauge.  This gives an unmatched accurate calculation of quantity in each tank.

Aerospace Logic has worked with us to incorporate appropriate warnings that a quality fuel level indication system can provide.

Note:  The upper display is indicating a fuel "Imbalance Condition"
and the flashing Amber bar is indicating you have exceeded the POH recommendations for fuel level imbalance. Switch to the flashing AMBER tank.

One of the most important characteristics of the Aerospace Logic Display is the trend graph featured on the second page.  This provides graphical information of fuel level over time.  The use of the displayed trend data makes it easier to manage fuel in a single engine aircraft.

Most importantly,  Aerospace Logic was willing to work with CIES in developing a display unit that would allow a digital interface between the display and fuel level sender.

Aerospace Logic and CiES Inc. look forward to pilot response for this system.

http://www.aerospacelogic.com

Float Based Sensors - Accuracy Quality Reliability

Float Based Sensors 

These sensors have been in use for a long period of time.  They have a few advantages that are difficult to overcome.   If they have a less than stellar reputation it is more about the electronics used, than the method  of finding a fluid level.    We will assume that quality and good practice

• The float will find the surface 

• Provides a reliable value for full and empty
• Provides a stable output, even under fluid agitation.

• Simple mechanism and controlled motion about a pivot.

• Used everyday in the most critical applications 

• Independent of fluid type or composition

• The singular most popular method for measuring liquid level 

• A float and pivot arm can be maintained for millions of operational cycles 

The typical methodology for finding level is resistance - either in a wound wire or a resistance grid.  The output is simply a distinct resistance value.  However this mechanical method for obtaining an electrical value for fluid level has a few problems.

• This practice introduces a mechanical wear item into the system.  It is this wear on the resistance surface that draws the most criticism.

• The CIES Inc float sensor design has only a pivot to wear - and we can utilize a lighter float as there is limited friction to overcome.

• Resistance needs electrical modification to correlate with volume 

• The CIES Inc. float sensor design is digital output and can be programmed to tank volume 

• Resistance circuits immersed in fluids are susceptible to corrosion from alcohol in gasoline or de sulfered diesel or potentially to the 100LL replacement.

• The CIES Inc. float sensor design sensing element is outside of the fuel compartment no chance for corrosion 

CIES Inc answered the quest  - What if we could combine the simple and effective elements of a pivoted float and replaced the resistance element and its problems from the fuel tank sending system

Only CIES Inc has a patent to combine a sophisticated, reliable and stable sensor technology to a simple float mechanism.

CIES FUELRITE Level Sensor 

Utilizing the patented Anisotropic Magneto Resistive technology allows CIES Inc in an intrinsically safe non contact system.

CIES Inc  effectively married the simplicity and effectiveness of the float based system with a non contact level sensing technology with the following characteristics:

• Effective 
• Accurate
• Sensitive - Measures down to 0.02 Degrees 
• Immune to nearby magnetic fields
• No hysterisis -
• No drift over time or temperature - stable 
• Intrinsically Safe 

A proven system backed by exhaustive testing. 

Let us know your unique application

Contact Us

Why Don't They Just Fix It

What is the Aviation Market for Fuel Level Sensing Technology

• Fuel Level Sensing is a very large market for other vehicle types or stationary fuel storage, aviation is a minuscule percentage of sales.

• The following companies are big players in these markets and are protective of their market share:

• Textron Kautex      -TI Group
• Wallbro                  - Robert Bosch
• Hyundai Mobis      - Delphi
• VDO                      - Toyota
• Bourns                    - Methode  
• Rochester Gauge    - Wema, Isspro, S-W

• Most of these companies are not interested in or will actively avoid the aviation market 
• Business interest to license is minimal and no interest in government controlled production
• Exposure to litigation  

• Fuel Level Sensor industry is protective of its Intellectual Property. 

• Hotly Contested Territory (It has been termed a patent minefield) 
• A thorough  patent search is required, prior to initiating a design process.
• Interest in sharing and licensing intellectual property is limited at best.

• Fuel Level Sensing in aircraft needs to be "Intrisically Safe".

• Explosion Proof 
• Limited Spark or Heat energy in the fuel tank
• TWA 800 Disaster brought about changes in FAA policy / regs.
• SFAR 88 - Wire separation from fuel system.
• Electronic Wiring Inspection System - EWIS.  

• Fuel Level Sensing in aircraft is complex. 
• Fuel can contain dissolved air - ie. Jet A 14% by volume 
• This will outgas like soda at altitude.
• This will influence simple capacitive level systems
• Aviation fuel will contain water
• The changes in altitude due to descent will suck ambient air into the fuel tank, that air will contain water vapor that will condense and mix with the fuel. 
• This will  influence simple capacitive level systems
• Aviation fuel will support biological growth and water in fuel will initiate corrosion
• Metallic or resistive components in the tank will be adversely effected and fuel level output in turn will be adversely effected.
• Fuel in aircraft is more dynamic.
• A vehicle with three dimensions of motion allows for a very dynamic fuel environment. 
• This movement will wear away resistance senders of all types and require mechanical complexities to capacitive sensors to stabilize the local fuel level.
• Replacements to 100 LL Avgas may not be so friendly to existing resistance senders in the fuel tank.

• Non-Contact Fuel Level Sensing, which meets the requirement for "Intrinsically Safe" is actively pursued and "IP" accumulated in the Fuel Sender Industry for functional and business reasons.

• Current best sensor system for Multi-Fuel vehicles
• Best sensor system for 100% alcohol fueled vehicles 
• Solves issues with partial alcohol content - corrosion
• Solves issues with de-sulfered diesel 
• Required for LNG -  LPG
• Future vehicle systems with long term fuel storage i.e.. Chevrolet Volt

• Aviation specific fuel system suppliers are not actively interested in the Non-Commercial, Non-Business aircraft application of their products or product lines.

So designing, building and certifying an aviation specific fuel level sender for aircraft under 12,500 lb is like most things in aviation. difficult, challenging and more involved than a cursory examination suggests.   It was however, not impossible.

Fuel Level Senders - Automotive

Fuel level sending has been the providence of electrical resistance since somewhere in the 1930's when electrification of the automobile hit full stride.  The Ford Model A used a very clever sight gauge so that you actually saw a liquid representation of fuel level - neat design but expensive.

http://www.facebook.com/Fuellevel

Resistance Level worked very well and was easy to understand  -  X Ohms Full - Y Ohms Empty

Simple

And then suddenly somebody decided to add alcohol -  to fuel -

Methanol and ethanol contain soluble and insoluble contaminants.[5] Halide ions, which are soluble contaminants, such as chloride ions, have a large effect on the corrosively of alcohol fuels. Halide ions increase corrosion in two ways: they chemically attack passivating oxide films on several metals causing pitting corrosion, and they increase the conductivity of the fuel. Increased electrical conductivity promotes electrical, galvanic and ordinary corrosion in the fuel system. Soluble contaminants such as aluminum hydroxide, itself a product of corrosion by halide ions, clogs the fuel system over time. To prevent corrosion the fuel system must be made of suitable materials, electrical wires must be properly insulated and the fuel level sensor must be of pulse and hold type (or similar). In addition, high quality alcohol should have a low concentration of contaminants and have a suitable corrosion inhibitor added.

So if you turn to any car chat blog (ANY CAR CHAT BLOG)  -

Failed fuel level sensors are driving OBD II cars to the shoulder.

So we need to find a replacement  Smiths (Stewart Warner, VDO, Veglia, Et al) in a Pulse and Hold fuel senders - Not compatible 

We are producing  a patented new non-contact fuel level sensor.

We are applying the sensor presently  to aviation (aircraft, rotorcraft) - In aviation we don't have alcohol,  but we can't put wires in the tank - something about electricity and fuel

Aviation  requires - what cars - all cars using Alcohol mixed fuel need - A non contact fuel level sensor

It is also helpful in this environment 

Fuel Level Sensor Under Test

We use a new concept in our sender called Magnetoresistance - certain materials change resistance in the presence of a rotating magnetic field and they can do this from as far as 3/8" away actually from the dry side of the tank.

Most of us see this everyday in the compass on our smartphone

There is no pivot or contact resistance,  so the float can be smaller and the range can be larger (fuller fulls and emptier empties)

Neat thing is that the  output of this sensor  can mimic a resistive sensor

Hey if you find this interesting let us know

scott.philiben@ciescorp.com