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STC SA02511SE Installation Manual & Instructions for Continued

Airworthiness
CC Series Fuel Level Sender
DOCUMENT NUMBER: CC-TR-2840-031
STC Installation Manual & Instructions for Continued
TITLE: Airworthiness - CC Series Fuel Level Sender

REVISION: D

CUSTOMER: -

FILE NAME: CC-TR-2840-031

CUSTOMER RFP #: NONE

FAA PROJECT #: N/A

 Revisions

LIST OF REVISIONS

REV DESCRIPTION SIGNATURES

STP
N/C Original Issue March 8, 2017
CS

Page 9 revised sender designations to include the -3XX and

-5XX for Resistive and Voltage senders. Page 14 revised
the language to indicate that the resistor is now in the wire
STP
A harness or incorporated in the sender, Page 16 added March 16, 2018
figures 5-8 and 5-9 for the Mooney and Beech Interface CS
with the Garmin G1000 and the Piper Malibu indicating the
current limiting resistor

Page 8 added typical values for frequency. On page 18

Added Garmin Calibration procedure to bring Garmin Floor
and Ceiling values in compliance with the fuel output
specification, including figure 6-1 illustrating the Garmin STP
B April 23, 2018
calibration page. Page 19 Added a Rochester Gauges CS
calibration procedure on as the method of adjusting the
gage was non-intuitive. These changes moved content
further down

Revised the wording and added emphasis to insuring the

float arm moves from the bottom to the top of tank and
allowing the installer to bend the arm slightly to clear
obstruction if present. Revised and renumbered Section 5
STP
C Revised Figure 5-6 to show voltage divider for analog is Sep. 5, 2018
now internal to fuel sender body, Added Figure 5-9 to
CS
clarify and document Garmin G1000 interface for Mooney
and G36 and G58 aircraft, Added Sections “Immersed Fuel
Senders” and “JPI 9XX Analog Input”

Added Warning, Caution and Note definitions to highlight

key points in the manual with visual graphics. Added
D May 1, 2019 STP
Section 5.6 providing a schematic for JPI 9XX installations.
Added section 7 TROUBLESHOOTING

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Warning Caution and Note Definitions

WARNING

A warning is used to bring to the installer’s immediate attention not only damage to the
fuel senders, but personal injury may occur if the instruction is disregarded

CAUTION

A caution means damage to the fuel senders or erratic fuel indication is possible if a
procedural step is not followed

NOTE

A note provides additional information

WARNING
Failure to properly configure the CiES fuel senders to the appropriate cockpit instrumentation
could result in serious injury, damage to equipment, or death.

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 Table of Contents
Revisions ...................................................................................................................................................... 2
1. INTRODUCTION ............................................................................................................................... 5
2. APPROVED CONFIGURATIONS: ....................................................................................................... 6
3. GENERAL SPECIFICATIONS: ............................................................................................................. 6
3.1. Physical Dimensions:................................................................................................................... 6
3.2. Mounting/Installation: ................................................................................................................ 8
3.3. Mounting Details ........................................................................................................................ 9
4. ELECTRICAL INSTALLATION ........................................................................................................... 10
4.1. Operating Voltage: .................................................................................................................... 10
4.2. Power Consumption: ................................................................................................................ 10
4.3. Signal Output Range(s): ............................................................................................................ 11
4.4. Wire Color Designations ........................................................................................................... 12
4.5. Connectors: ............................................................................................................................... 12
5. ELECTRIC INSTALLATION ............................................................................................................... 13
5.1. BONDING (Metal and Metal Tank Aircraft Only) ...................................................................... 14
5.2. GENERIC INSTALLATION SCHEMATICS - DIGITAL OUTPUT........................................................ 15
5.3. ANALOG VOLTAGE OUTPUT...................................................................................................... 17
5.4. IMMERSED FUEL SENDERS ........................................................................................................ 21
5.5. JPI 9XX ANALOG INPUT
For Existing JPI instruments Installed in the aircraft and no new or converted: .................................... 22
5.6. JPI 9XX DIGITAL Frequency) INPUT
For New or Converted JPI instruments .................................................................................................. 25
5.7. ANALOG RESISTANCE OUTPUT: ................................................................................................ 26
6. CALIBRATION ................................................................................................................................. 27
6.1. Calibration Procedures: ............................................................................................................ 27
6.2. Setting the Unusable Fuel Quantity: ......................................................................................... 27
6.3. Garmin Factory G1000 .............................................................................................................. 29
6.4. Garmin G600 Txi, & G500 Txi EIS- ............................................................................................ 29
6.5. Garmin G3X ............................................................................................................................... 29
6.6. Rochester Gauges – .................................................................................................................. 30
6.7. REQUIREMENTS: ....................................................................................................................... 31
7. TROUBLESHOOTING ...................................................................................................................... 32
8. STC INSTRUCTIONS FOR CONTINUED AIRWORTHINESS ............................................................... 33

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1. INTRODUCTION
This document provides the FAA-approved installation instructions for the installation of
CiES fuel tank level sending units in accordance with STC SA02511SE on eligible
aircraft models.

CiES CC-Series fuel senders are TSO certified to C55a and associated SAE AS405C.

They have met all the FAA Environmental Requirements & Complex Programmable
Hardware Requirements for general aviation aircraft and the TSO.

CiES Fuel Senders are designed specifically for aircraft and the specific
conditions encountered by aircraft. They are manufactured to precise
standards and built to a quality system audited by the FAA.

CiES Fuel Senders are patented and patent pending technology and are not offered by
any other manufacturer.

CiES Fuel Senders operate on a different principle than traditional float senders and are
designed specifically for aircraft applications. CiES fuel senders measure the direction
of a generated magnetic field direction at the pivot point of the float arm rotor assembly.
Internal inside the body of the sender and outside the fuel, is a high precision electronic
compass that is sensitive to the magnetic field direction. It is essentially a compass that
points to north – only in this case north is the fuel float.

By disconnecting the float and float arm from the electronics or any mechanical system,
the float is free to find the fuel surface without any encumbrance to movement up or
down. CiES then utilizes a denser float to achieve a measure of damping as the float
doesn’t need to be sized to overcome friction.

By measuring magnetic field, precision is maintained throughout the life of the sender as
mechanical slop, vibration or misalignment have no bearing on the accuracy of
measurement. This is a difficult concept to understand, but basically no matter how you
jostle an electronic compass – North is always North.

By keeping the electronics out of the fuel, the CiES fuel quantity system is
safer, as no stray voltage spikes caused by faulty wiring, HIRF or Lightning
can ever enter the fuel volume

5 of 35
 Figure 1-1 CiES Fuel Sender

2. APPROVED CONFIGURATIONS:

The combination of the CiES fuel sender part numbers and indicators approved on each
applicable airplane model are listed in the AML tables of STC SA02511SE

3. GENERAL SPECIFICATIONS:
3.1. Physical Dimensions:
Floats, arm lengths, and travel angles vary depending on Aircraft application.

Mounting may be in any of the following clock formations 12 o’clock, 3

o’clock, 6 o’clock, 9 o’clock and are specific to the aircraft. Senders only
mount 1 way. The new senders mount similarly to the replaced fuel
senders and are designed for side or top mount configurations.

The placard, if installed, is not an indication or sender orientation.

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Some PMA parts utilized for aircraft fuel tanks have patterns that are not identical to
the OEM factory produced components. Contact CiES, Inc. if PMA parts don’t allow
for correct installation of the new sender.

Figure 3-1 CiES Fuel Sender Dimensions

7 of 35


3.2. Mounting/Installation:

Prior to installing each fuel level sending unit, visually inspect the interior of
the fuel tank through the mounting hole and any other appropriate available
access to verify that each installed sending unit will not contact any
obstructions or otherwise be restricted in its full range of motion.

Hardware is “NOT” supplied with senders unless requested. Use NAS or

equivalent hardware as shown in the figure below. In retrofit applications,
existing or equivalent hardware may be utilized to attach the sender body to
the aircraft fuel tank. Reference the Aircraft Illustrated Parts Catalog for
the appropriate hardware if you are in doubt of the appropriate hardware
reference

Senders that are installed in a metal aircraft or in a metal tank must be

bonded to the aircraft structure in one of two methods described in Section
5.1. This bonding provision is critical to prevention of an ignition source in
the event of a lightning strike.

Reference the Aircraft Maintenance Manual for appropriate sender torque

specifications and for applicable sealant installation requirements. Isolating
washers are not required for CiES Fuel sender installations and are not
desired or required. In a new installation or absent any specifications,
Torque screws 18-22 in. lbs. using a crossing pattern.

Over torqueing or using a circular torqueing pattern may cause “damage” to

gasket and/or sender and be the source of a fuel leak.
Orientation

Side Mount Top Mount

Typical SAE 5 BOLT

PATTERN 8 of 35
3.3. Mounting Details

CiES Fuel Senders due to the patented sensor system allow for more angular travel than
a traditional resistance sender. This travel range is a distinct advantage that makes
CiES systems simpler to construct and install. However:

It is recommended to complete the electrical installation prior to physically

mounting the senders in the aircraft

It is very important to ensure that the installed sensor arm is free to move
from the top to the bottom of the tank after the sender is attached or in
position in the fuel tank. The sender may be trapped against a bladder if
the sender is not first fit to flush with the tank mounting surface.

There is a potential to install the sender and trap the sender float and float
arm against the aircraft fuel tank or internal fuel tank obstructions and
rendering the sender incapable of measuring a change in fuel volume.
Ensure the sender is flush with the tank surface, and the float is free to
move, prior to tightening screws,

The float arm may be bent to clear obstructions.

Figure 3-3 Clearance and Binding Illustration

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 A change in fuel volume directly below the float position of the CIES Fuel
Sender should always change the frequency signal on the blue wire of the
sender. Ensure that this is the case with either a visual inspection
through the fuel filler or other fuel tank port, or by a measurement of
frequency on the blue wire with power applied to the fuel sender.

Sender values on both fuel tanks and in mirrored positions should be have
nearly identical blue wire frequency values.

The sender body is not a ground for the CiES Fuel Level Sender, the
ground wire BLACK must be connected separately to a good aircraft
ground. This is especially important for analog output senders as a poor
ground will allow the sender output to float or rapidly change values.

4. ELECTRICAL INSTALLATION
4.1. Operating Voltage:
Operating Voltage Range
Voltage “VDC” 9 - 28

4.2. Power Consumption:

Voltage Steady State
“Vdc” Current
“mA”
14 17.1

28 9.6

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4.3. Signal Output Range(s):

see note 1:

Output Signal Range Output Range

Type

Temperature

Option 1 0-5 Vdc Square -50°C to +50°C -58°F Frequency

Wave to 122°F 1,200Hz – 490Hz

Fuel Level Output to be one of the following

Option 2 0-5 Vdc Square Wave 5° to 175° Frequency

Frequency Angular Travel 10K Hz – 64 Hz -
Individual Sender Output

Typically, installations are

between 30 Hz (Multiple
Senders) & 300 Hz

Option 3 Resistance 5° to 175° Resistance

Resistance 0 - 280 Ohm Angular Travel 0 - 280 Ohm

Option 4 Voltage 5° to 175°

Voltage 0 - 5 Vdc 2 Angular Travel Voltage
0 - 5 Vdc 2

Note 1: Customer selects configuration based on the AML and Section 2 of this manual.

Note 2: Voltage can be varied up within 2 volts of VDC input

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4.4. Wire Color Designations

WIRE DESIGNATIONS
Wire Color Designation CiES Fuel Sender Type
Red Power All CC284022 (XXXX)-(XXX)

Black Ground All CC284022 (XXXX)-(XXX)

Blue Fuel Qty “OUT” in Hz All CC284022 (XXXX)-(XXX)

Orange Temp. “OUT” In Hz (Option) (Special Application only Contact CiES)

Or Low Fuel Annunciation
Orange/Red Fuel Qty “IN” Hz (Master/Slave) CC284022 (XXXX)-(XXX) Master

Gray Fuel Qty “IN” Hz (Master/Slave) CC284022 (XXXX)-(XXX) Master

Green Fuel Qty “OUT” (0-5V) CC284022 (XXXX)-(XX5) or (5XX)Only

CC284022-(XXXX)-(XX6) Only
Purple Fuel Qty “OUT” (0-280 ohms) CC284022 (XXXX)-(XX3) or 3XX Only
CC284022-(XXXX)-(XX4) Only

• Wiring: 20 & 22 AWG wires - M22759/11-20-X, M22759/16-20-X or M22759/16-22-X

• Heat Shrink - MIL-DTL-23053/16

• High performance elastomer Heat Shrink Boot with self-sealing adhesive, MS25171-1S Nipple, or
Heat Shrink MIL-DTL-23053/16.

4.5. Connectors:
CiES Inc. senders are not supplied with connectors unless specifically requested by customer.
Reference each individual assembly for clarification, connector specifications, and/or pin
assignments.

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5. ELECTRIC INSTALLATION

CiES Inc. fuel quantity senders operate in a different manner than traditional resistive
float senders even though they bare a slight resemblance.

CiES Inc. fuel quantity senders are powered, they require aircraft DC level
voltage and a good aircraft ground connection to operate. This additional
added power wire requires fault protection per the requirements in AC43.13-
1B Section 4 Table 11.3.

As the power consumption is very low for CiES senders, you may provide less current
than the recommendations in the Advisory Circular for 20 or 22 gauge wiring typically 1
to 2 Amps is sufficient. You will have to add the number of CiES senders installed in the
aircraft to get a reasonable value of inflight current consumption.

Revise the aircraft electrical load analysis and ensure that consumption is
only 80% of aircraft electrical load capacity

Utilize wire types approved for the aircraft in the installation of the fuel level
sender power and signal wires. If no listing of approved wire types is
available, use M22759/11-20-X.

Follow the existing fuel sender signal wire routing for new power wire or new power wire
and signal wire in the aircraft, ensure that lacing, wire ty wrap and wire support are
maintained in the existing wire bundle.

Ensure that the chosen aircraft ground connection is less than 0.3 Ohms to
the aircraft battery.

In tanks where two or more sensors are required, the most inboard sensor is the
master, and the other senders are slaves. Slaves communicate with the master
sender in digital or frequency mode only.

In a single sender tank configurations, the sender is the master.

Master sender output is a choice of digital or analog.

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5.1. BONDING (Metal and Metal Tank Aircraft Only)

CiES Inc. fuel quantity senders that are installed in a metal aircraft or in a metal tank
must be bonded to the aircraft structure in one of two methods:

Burnish one sender attachment position so that the protective anodize is

removed. Ensure bonding by measuring resistance of the attachment screw
to a known aircraft ground. The resistance should be less than 0.03 W.

Burnish one sender attachment position and attach a ground braid with a
ring terminal and attach the other end of the braid to grounded aircraft
structure as close as practical to the sender unit. It is acceptable to use an
existing bonding connection if it exists from the sender unit being replaced.
Ensure bonding by measuring resistance of the attachment screw to a
known aircraft ground. The resistance should be less than 0.03 W.

Figure 5-1 Bonding for Lightning Protection

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5.2. GENERIC INSTALLATION SCHEMATICS - DIGITAL OUTPUT

Figure 5-2 Fuel Sender Schematic: Dual Sender Main and Single Aux Tank

Figure 5-3 Fuel Sender Schematic: Single Sender Main and Single Aux Tank

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Figure 5-4 Fuel Sender Schematic: Dual Sender Main and Aux Tank

Figure 5-5 Fuel Sender Schematic: Three Sender Main

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5.3. ANALOG VOLTAGE OUTPUT

Figure 5-6 Analog Voltage Out Illustration

For an analog output the fuel sender operates similarly to a variable resistor to ground
in analog voltage mode and will create a 0.1 to 4.7-volt output.

This analog voltage output is the normal input for a JPI or EI display
that previously used resistive senders and had a conversion box
attached to convert resistance to voltage. The resistors shown in the
illustration are incorporated into the sending unit

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 Figure 5-7 Fuel Sender Schematic: Dual Sender Main and Aux Tank Analog

Figure 5-8 Fuel Sender Schematic: Garmin G1000 Interface Mooney and Beech
Only

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Figure 5-9 Fuel Sender Schematic: Garmin G1000 Connector Interface – Mooney &
Beech Only

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Figure 5-10 Fuel Sender Schematic: Piper Malibu

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5.4. IMMERSED FUEL SENDERS

For installation where the sender is located entirely within the fuel tank (not attached to
the outer tank or tank boundary) as on the Piper M Series, Cessna LC Series (TTx) or
Cessna Twin Tip tank installations a current reducing resistor, and in the case of
metallic aircraft a nylon tank conduit is required to insure that in the case of a wire
breakage there is no potential for a spark of sufficient energy to initiate combustion if the
tank were empty.

Figure 5-11 Fuel Sender Precautions Immersed Sender Pair

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 Figure 5-12 Fuel Sender Precautions Immersed Single Sender

5.5. JPI 9XX ANALOG INPUT

For Existing JPI instruments Installed in the aircraft and no new or converted:

An existing JPI 9XX Series Display can be modified to allow an analog input from a
CiES Fuel Sender. Despite the references to resistance JPI utilizes a variable voltage
input for all analog fuel senders. JPI accomplishes this by utilizing a separate external
voltage divider box or signal conditioner. This box accepts the resistive input and
converts the signal to an analog 0 - 4.6 volt output for use by the JPI analyzer to
determine fuel level. These boxes are highlighted below in Figure 5-13

Figure 5-13 JPI Fuel Sender Harness

These signal conditioner boxes will need to be bypassed to allow the variable voltage
output provided on the green wire of the CiES fuel sender to be used. Originally
between J6 and P7 there is a JPI 790802 Signal Conditioner that converted the old
resistance readings of the fuel senders to 0-4.6V for the JPI analyzer.

CiES senders outputting 0-4.6V, therefore the function of this Signal Conditioner is not
needed and can be removed. However, you can’t just plug J6 and P7 together and
have it work. You have to rearrange the pins on P7 to match up J6.

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Looking at J6 from left to right, pin 1 is 5vdc (white), pin 2 is Ground (Blue/white), pin 3 is
Signal #1 (Green/White), and pin 4 is Signal #2 (White). The P7 must be reconfigured by
moving male pins around to the following configuration left to right, pin 1 Disconnect, pin
2 (Black) Ground at sender, pin 3 Signal #1 (White), pin 4 Signal #2 (White). Wire colors
may have changed.

Operation with this connection may be better on the aux tank interface- contact JPI for
assistance.

Figure 5-14 JPI Fuel Sender Connections

Schematically the modification looks like Figure 5-15 with the CiES Fuel Sender Green
wires connected to the JPI bypassing the signal conditioner.

23 of 35
Figure 5-15 JPI Fuel Sender Revised Schematic

24 of 35
 FOR DIRECT TYPE FUEL QTY SENDERS
(VOLTAGE 0-5 V, RESISTIVE 0-300 OHM, OR CIES FREQUENCY TYPE)

25 of 35
JPI 9XX DIGITAL Frequency) INPUT
For New or Converted JPI instruments

DIRECT TYPE FUEL QTY

(0-5 VOLTS, 0-300 OHMS, OR CIES TYPE)
A
5.6.
5.7. ANALOG RESISTANCE OUTPUT:

(Future Reference – Not utilized at this time)

26 of 35
6. CALIBRATION
The following calibration procedures must be successfully completed for each tank on each
aircraft after installing the CiES sending unit and prior to returning the aircraft to service.
Fuel volume measurement methods used in all steps of the calibration process must be
accurate to within 3%. Graduated fluid volume measurement containers are preferred for
measuring fuel quantity. If you choose to measure fuel by weight, you must accurately
determine the density of the fuel and convert the measurements to volume measurements. Do
not rely on indications from fuel dispensing equipment.
Fuel volume measurement methods used in all steps of the calibration process must be accurate
to within 3%. Graduated fluid volume measurement containers are preferred for measuring fuel
quantity. If you choose to measure fuel by weight, you must accurately determine the density of
the fuel and convert the measurements to volume measurements. Do not rely on indications
from fuel dispensing equipment.

Use appropriate ignition prevention practices when draining and filling tanks

6.1. Calibration Procedures:

For multi-function displays and for dedicated fuel quantity indicators installed under a
supplemental type certificate (STC), use the fuel quantity indicator calibration method
that is called for by the applicable display system or indicator STC. The calibration
procedure will typically be contained in the installation manual for the installed display
device.
For displays and indicators provided as original equipment on an aircraft, use the
calibration procedure contained in the aircraft maintenance manual.

If you are unsure of the correct calibration procedure to use, contact CiES for
assistance

6.2. Setting the Unusable Fuel Quantity:

The calibration process at some point will call for the fuel loaded in the tank being
calibrated to be equal to the unusable fuel quantity determined for that tank. That
quantity is the unusable fuel quantity determined for that tank by test under § 23.959 or
its predecessor regulations. The fuel quantity indication system will be calibrated to read
“zero” or “empty” at this fuel quantity when the airplane is in a level flight attitude.

The unusable fuel level is normally listed in the FAA type certificate data sheet (TCDS) for each
airplane model. If the unusable fuel is not listed in the applicable TCDS, you must contact CiES
for assistance in determining the unusable fuel level that was established by the original
manufacturer.

An acceptable method for setting the fuel quantity in the tank at the identified unusable
fuel quantity is to drain the tank as fully as possible using the tank drains (this is usually
most effective with the airplane at the normal ground attitude), and then to add the
unusable fuel quantity listed in the TCDS for that tank. Other methods may be used if
accepted by the FAA inspector or designee that returns the airplane to service.

27 of 35
 To achieve a FAA compliant Fuel Quantity indication in the cockpit as required by Part 91
and 135 operating rules. The fuel gauge is to read from full to empty for each tank.
Information, including FAA Approved Installation Manuals and FAA Pilot Handbooks that
indicates that general aviation fuel quantity is only to be accurate at “Zero” is erroneous
and a misstatement of the regulations.
These regulations require the pilot to accurately determine all usable fuel in the aircraft
from EMPTY to FULL.

• Where EMPTY is the FAA flight test determined and Type Certificate Data Sheet, or
aircraft Maintenance Manual published aircraft “zero usable fuel quantity".
• Where FULL is the published maximum fuel level indicated on the TCDS and fuel
tank placard.
A FAA compliant fuel quantity system is to accurately read remaining Usable Fuel quantity
per the aircraft FAA Approved Maintenance Manual requirements in any position between
FULL and EMPTY values in level flight.
The FAA compliant display will drop consistently from FULL to EMPTY with the draining of
the fuel tank in normal flight attitude in still air.
Calibration is achieved by the TSO and/or STC Instrumentation Requirements, listed in the
specific FAA Approved Instrument Installation Manual or procedures listed in the Aircraft
Maintenance Manual. Absent a listed procedure the following applies:
• The aircraft will be jacked and leveled.
• The aircraft will be emptied of fuel.
• The applicable unusable fuel quantity listed in the TCDS will be added to the tank.
• Confirm the cockpit display reads EMPTY and are within the tolerances established by
the FAA Approved Aircraft Maintenance Manual if provided.
• Any numerical value on the cockpit display will be confirmed and checked by adding
that value of fuel to the tank in addition to the unusable fuel.
FULL fuel will be checked in a similar manner where the gauge will read Full.
For example:
If the gauge has markings at 5, 10, 15 gallons - that amount of fuel will be added and the
cockpit display checked to ensure that gauge accuracy is maintained. (within the tolerances
established by the FAA approved Aircraft Maintenance Manual).

28 of 35


6.3. Garmin Factory G1000

All CiES senders interfacing with Garmin G1000 systems are produced to factory
specification,

If the indicated values shown on the Garmin Fuel Tank Calibration Page for CiES fuel
sender inputs fall below the floor level at empty and or above the ceiling level at full, place
the cursor over the values and adjust the floor and ceiling levels to be the input CiES
sender value shown on the “Sensor Inputs” utilizing a value -10% shown for floor values
and +10% for ceiling values.

Figure 6-1 Garmin Fuel Calibration Page

6.4. Garmin G600 Txi, & G500 Txi EIS-

Have your Garmin Dealer Contact CiES for Instructions

6.5. Garmin G3X

See Garmin G3X Installation Manual

29 of 35
 6.6. Rochester Gauges –

First adjust the low gain fully counterclockwise prior to calibration.

DO NOT press down hard or force potentiometers outside 280 range during
adjustments. Doing so will damage potentiometers resulting in physical damage to the
fuel quantity gage.

Adjust FULL trim potentiometers to center travel prior to making EMPTY adjustment.
Failure to do so may result in FULL trim potentiometers running out of travel before
FULL adjustment can be obtained.

Adjust FULL trim potentiometers to center travel prior to making EMPTY adjustment.
Failure to do so may result in FULL trim potentiometers running out of travel before
FULL adjustment can be obtained.

• Adjust FULL trim potentiometers to center travel.

• Slowly adjust Empty trim potentiometer for each tank with zero fuel onboard until
needle indicates zero gallons
The Rochester Gauges Fuel Level gage responds slowly, lightly tap on rim of gage and
allow approximately 1 minute between each adjustment

• Turn off power to the fuel gage

• Fill both tanks to full fuel level quantity
• Restore power to the fuel gauge
• Slowly adjust full trim potentiometers until needle indicates full for both tanks

Figure 6-2 Rochester Fuel Gage

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6.7. REQUIREMENTS:
While CiES Inc. fuel senders are FAA TSO C55a approved and has met a quality
standard of 0.75% of tank capacity, that standard can only be met in the aircraft
installation if and only if, the aircraft instrumentation, whether that instrumentation is
TSO’d C55a or not, has the capability of accurately displaying at that level of sender
accuracy. The AML STC SA02511SE prescribes the correct pairing of the CiES fuel
sender with the appropriate FAA approved cockpit instrumentation and this information
is also found in Section 2 of this manual.
A fuel quantity installation that meets the requirements of this manual must be able to
effectively move between zero fuel and full providing an accurate representation of
usable fuel in the cockpit.
Oscillations of fuel quantity ±4% of tank capacity in level flight & still air will require a
replacement/refurbishment of the cockpit indication system to achieve an FAA compliant
installation.
A fuel quantity installation that meets the requirements of this manual must be able to
effectively meet the numerical, warning or cardinal indications present on the cockpit
display or requirements of the POH or Service Bulletin. Absent a Aircraft Maintenance
Manual tolerance indication, cockpit indicated values found in the POH and on the
cockpit indication itself will fall within +1% and -3% of full tank capacity.
A low fuel annunciated warning may be incorporated that meets the requirements of the
aircraft POH or FAR mandated operational requirements.

31 of 35
7. TROUBLESHOOTING
The simple design of the CIES fuel sender allows for only two common installation
failures.

Yes, fuel senders have been historically troublesome in aircraft and they are typically the first to
blame and that was the motivation to do something better. While this material is covered in the
manual, it is presented here in tabular form to assist in troubleshooting an installation in the
aircraft.
CiES senders are found on the majority of new aircraft manufactured around the world. We
build hundreds of sensors per month and our quality rating runs above 99% for all Aircraft OEMs
CiES senders are thoroughly circuit tested, burnt in and retested before delivery – a sender
issue is a very rare occurrence.
A simple bench test with a voltage source and a DMM (Digital Multimeter) having Hx setting will
confirm proper operation.
Installed sender issues fall into three categories

ISSUE CAUSE WHAT TO CHECK

Check power directly at the
sender – Do not assume that
No Indication wire attachment to the CB
Erratic Indication You have no panel or that a new wire run
Partial Indication or insufficient insures power at the sender.
1
power to the
sender. Check that the ground is
attached and there is little
Not reaching Full or Empty resistance to ground.

Fuel Quantity does not change with

Check that the float is not
addition of fuel The sender is
bound against the bottom of
physically
2 the tank, tank sealant,
restrained in
structure in the tank or
Not reaching Full or Empty the tank
wiring.

Improper
display Consult with the display
configuration manufacturer for direction or
3 Display is erratic or does not appear
or wrong see interface discussion in
input pin Section 6 of this manual.
location

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8. STC INSTRUCTIONS FOR CONTINUED
AIRWORTHINESS
G23.1 General
This section constitutes the required Instructions for Continued Airworthiness
This document is found on https://www.ciescorp.net/instructions-for-continued-
airworthiness.html
G23.2 Format
This manual section forms the CiES CC284022 Series Instructions for Continued
Airworthiness.
G23.3 Content
The contents of this manual is presented in the English language.
(a) Airplane maintenance manual or section.
(1) Introduction
This system is a modification to the aircraft fuel quantity system. The system utilizes a
float or floats to detect the fuel level surface and transmits this data electronically to an
FAA Approved fuel quantity instrument in the cockpit. All the maintenance manual
aircraft requirements for fuel quantity accuracy requirements still apply.

CiES fuel quantity senders require aircraft power for operation and while they are
physically identical in utilizing the existing mounting locations hardware and gaskets.
(Reference Section 3)

(2) Description
The fuel indication system measures the fuel in the tank by transmitting an angular
position of the of float or floats from a fixed position of the sender in the tank. These
floats ride on the surface of the fuel and in some instances the senders linearize that
angular output to integrate to the existing fuel quantity indication. The sensor measures
this angle in a non-electrical contact manner using a magnetic field detection.

The wiring location run in the installed aircraft for the additional power wire and the
ground wire attachment should be noted in the box below. The signal wire to the cockpit
is in the same wiring location as indicated in the aircraft wiring diagram. The additional
power wire should follow the same wiring run as the original signal wire in the aircraft. A
local ground can be utilized in metallic aircraft, otherwise the ground wire should follow
the same wiring run as the original fuel quantity signal wire.

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 (3) Operation
The sensor measures this angle in a nonelectrical contact manner using a magnetic field
detection. The magnetic field is located at the pivot point of the sender body. This
position may be transmitted by a 5 Volt square wave frequency signal or a linearized
analog voltage or current (resistive) output. (Reference Section 4.3)

(4) Servicing
The fuel level senders have no maintenance requirements or needs. The sensors
function and require no re-calibration for sensor output. If a sensor has failed or fails to
provide reliable or accurate fuel quantity output in the cockpit it needs to be replaced.
Reference the aircraft maintenance manual for sender location.
b) Maintenance Instructions.
(1) Scheduling
• On Condition
(2) Trouble Shooting
Each CiES fuel sender outputs a frequency including analog output senders (blue wire)
and operation of the individual sender can be determined if a frequency output exists
when power is applied to the sender with the ground wire attached. Power(Red),
Ground (Black), and Frequency (Blue) are the only wires necessary to determine fuel
sender operation.

a) No Reading – check power to the sender unit, check blue signal wire for
frequency output Hz with power on the sender, if an analog wire is connected check
analog output, with power on the sender. Remove sender and inspect sender for
proper working condition and potential interference from a foreign object in the tank.

b) Incorrect Fuel Qty Level – check blue signal wire for frequency output Hz with
power on the sender, if an analog wire is connected check analog output, with power
on the sender. if there are multiple senders in the tank check each sender and check
that connecting the slave senders to the master sender (Typically the inbd sender)
changes the blue wire frequency output with power on all senders. Remove sender
and inspect sender for proper working condition and potential interference in the tank.

c) Unstable or Erratic Fuel Level Reading – insure that aircraft power is supplied to
the sender and that the ground connection has less than 0.03 ohm resistance to a
known airframe ground like the aircraft engine mount or exhaust

(3) Repair Procedure

If the fuel sender is found to either not produce a digital frequency Hz output or an analog
output, or the signal is erroneous, or erratic replace the sender and re-calibrate the
cockpit instrument.

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(4) Procedural Instructions
Utilize the fuel quantity calibration procedures found in the aircraft FAA approved
maintenance manual or FAA approved aircraft instrumentation. The aircraft should be
leveled and jacked to prevent movement when fuel is added or subtracted. (Reference
Section 6)

(5) Other Instructions

No other requirements for service or maintenance.

G23.3 Airworthiness Limitations

• No Mandatory Replacement.
• No Time Limitation.
The Airworthiness Limitations section is FAA approved and specifies maintenance
required under Sections 43.16 and 91.403 of the Federal Aviation Regulations
unless an alternative program has been FAA approved” (required by regulation)
“There are no new (or additional) airworthiness limitations associated with the
equipment and/or installation”

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