Any recommendations for an electronic fuel gauge?

[Ernie Martin]

Here is one source: www.mypilotstore.com/mypilotstore/sep/1177

It's easy to calibrate. I have the FuelHawk shown in the link; the calibration for my 337G with extended range tanks is shown below :

Mark Gallons (Usable)
0 31.8
1 37.8
2 42.7
3 46.1
4 49.4
5 52.5
6 54.8
7 57.0

Ernie

[Gord Tessier]

Hi Ernie, isn't the 1973 337G 59 gallons useful. Your gauge tops at 57?
Just wondering.
Gord

[Ernie Martin]

Seven is the highest wet marker. Completely full (59) is at a line somewhere between 7 and 8.

Ernie

[Gord Tessier]

Ahhh, ok now I get it. I just ordered one. I was always filling the tanks and relying on the Shadin to tell me how much fuel I had left. I never felt really comfortable doing that.
Thanks Ernie.
Gord

[jchronic]

Being highly fuel-conscious on our extended overwater surveys, I agree with the kudo to the Shadin. Over time, with a visual verification of full tanks on departure, and careful tracking of fuel adds after landing (I keep a running spread sheet), I've found it to be consistently accurate within 1-2 gallons. I try to maintain my fuel gauges, but just as a 'sanity check against' the Shadin and time flown/fuel burn - and in case of a leak somewhere that doesn't register on the Shadin sensors.

At our usual (low) altitudes and distance offshore I can't risk waiting for an engine to stumble before switching tanks. So when using the aux tanks, I burn the mains for 1 hour, then switch one engine to aux at a 'cardinal' time (e.g. on the hour or at 15, 30, or 45 mins after) and note the time on my kneeboard. Then 15 mins later, switch the other engine to aux, burning both aux tanks exactly 1 hour.

Since our survey cruise is 100 knots, there's aux fuel left at the end of an hour. If I need to use it, I go back to each aux tank - one at a time - for another 15 minutes. Again, at a higher altitude I'd wait for the fuel flow to start dancing around, but not where we are.

Joe

[n86121]

I use the mains until there is abouot 30 min to 1 hour left - 16 gals.
I have a shadin set to warn me "low fuel" to switch to aux at 76 gals used from mains.
That assures me fuel in the mains for landing.

Then I switch to aux.

When there are about 4 gals left in each aux, i.e. 30 used out of 38,

I switch back to the mains for landing.

I assume each tank may be 4 gals low, just because...
Un-level filling, combustion heater use, whatever.

I set the totalizer to assume only 120 gallons, not 128.

It would be really nice if the aux tanks could be ported somehow into the mains....

As they did with later models.

D

[Ernie Martin]

For clarity, I added a sentence in italics to my March 3 post above.

Ernie

[patrolpilot]

Originally Posted by Ernie Martin

Here is one source: www.mypilotstore.com/mypilotstore/sep/1177

It's easy to calibrate. I have the FuelHawk shown in the link; the calibration for my 337G with extended range tanks is shown below :

Mark Gallons (Usable)
0 31.8
1 37.8
2 42.7
3 46.1
4 49.4
5 52.5
6 54.8
7 57.0

Ernie

Thank you, Ernie! Proof that there is no such thing as an old topic. I just bought a G, and this was to be the first order of business!

Of course, I will verify the numbers for my airplane but hoped to establish a minimum fuel load for takeoff referenced to the "zero" point that you have measured. That is the only thing about the extended tanks, lack of a visual check, but I'm happy to have the airplane. Too bad that Cessna never engineered a drip stick on the inboard tank. I've used them plenty of times on the airliners I've flown. Probably enough pilot vs. fuel problems to begin with. Why fly if you can't see it?

[wslade2]

I have been looking at CiES fuel sensors and Aerospace Logic display since I got into my plane in March. Have spoken with both CiES and Aerospace Logic. Also Possibly newer Electronics International engine monitor with the CiES sensors. Been slowed down with other maintenance items. Of course always dip the tanks.

[patrolpilot]

The more I look at them; I'm thinking the Insight Gem 4 Skymaster over the JPI 760. I like the display a lot better. I'm also thinking of the Strike Finder as well. I have the ForeFlight stuff on the iPad, but I love doubling up on information.

I had a WX-10 in my Piper Pacer commuter, it saved my bacon many night.

[patrolpilot]

I attached the image of measurements I made with my "G" and its long-range tanks. I'm using the J-Hawk J-Air Fuelhawk 11" Universal AvGas Pre-Flight Fuel Dipstick. Also, I sincerely recommend a Fuel Stop - FuelHawk Saver attached to the fuel dipstick. It would be easy to lose the dipstick in any 337 fuel tank.

This was very time consuming work. Each reading was taken with the dipstick resting in the lateral channel that runs down the length of the wing tank. The lowest reading was made with fuel in that channel, directly below the port.

Use the chart at your own risk. Honestly, I will check the accuracy of my recorded data the next time I have the fuel below the filler ports.

The right gauge has stopped working since I bought the airplane. If the problem is in the indicator, I will install the Aerospace Logic FL212 electronic gauge on my aircraft; it is STC'd for the 337.

[wslade2]

I'm glad you mentioned the insight Gem 4 engine monitor. I think I am going to head for that. I like the vibration analysis capability. My fuel gauge gone so I will likely be doing the aerospace logic fuel indicator with CiES probes after the holidays at the same time. (In the meantime, I still need to squeeze ADS-B out in before end of December.)

[Learjetter]

One thing about the Aerospace logic fuel gauge: per the STC it can be the only fuel gauge installed. So any later upgrade to glass engine management or glass navigation will mean the aerospace logic unit comes out (or you don’t hook up fuel to the fancy glass stuff).