MODEL 99 AIRLINER SERIES MAINTENANCE MANUAL

FUEL
INDICATING (C99)
28-42-00

MAINTENANCE PRACTICES
200200

1. FUEL QUANTITY SYSTEM (U-50, U- 165 AND AFTER)

A. Calibration
Equipment and instructions for accurately calibrating the capacitance fuel gaging system in the C99
Series Airliners can be obtained from Barfield Instrument Corporation, 1478 Central Avenue, Atlanta,
GA 30344, or (for the Gull Airborne Test Equipment only) from Hawker Beechcraft Corporation,
Commercial Product Support, Wichita, KS 67201.

2. BARFIELD

A. Calibration
The Barfield Instrument Corporation supplies the following equipment to be used in calibrating the fuel
quantity indicating system in the C99: Test Box 26436, Tank Unit Simulator 2544-G, Indicator Harness
26436-2, Tank Unit Harness 36436-3 and Pin Adapter 26436-4.

B. Capacitance Check
This check is to be made with no fuel in the tanks.

(1) Connect the test harness to the test box and the airplane wiring as shown in Figure 201.

(2) Set the airplane fuel panel switch to TOTAL.

(3) Set the functions switch of the test box to 225.

(4) Press the TEST button on the test box; test box meter should read 165.5 ± 15.7 pf.

C. Indicator Calibration
(1) Connect the test harness to the test box and the airplane wiring as shown in Figure 201.

(2) Set the test box function switch to ACFT.

(3) Set the test box range switch to 225.

(4) Turn the airplane battery switch ON.

(5) Place the fuel control panel switch in the TOTAL position.

(6) The indicator needle should be approximately one-half needle width below the ZERO mark (if
meter A, Figure 203 is installed), or one needle width below the ZERO mark (if meter B, in Figure
203 is installed). If the needle does not indicate as directed, it may be repositioned by adjusting the
EMP 1 potentiometer on the back of the indicator.

(7) Hold the airplane fuel control panel switch in the NAC position.

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(8) The indicator needle should be approximately one-half needle width below the ZERO mark (if
meter 0, Figure 203 is installed). If the needle does not indicate as directed, it may be repositioned
by adjusting the EMP 2 potentiometer on the back of the indicator.

(9) Return the airplane fuel control panel switch to the TOTAL position.

(10) Press the TEST button on the test unit and adjust the simulator to 91.6 pf.

(11) Set the test box function switch to ADD. The indicator should read 1300 lbs.; if not, adjust the
FULL potentiometer on the back of the indicator.

(12) Recheck the two empty indications. All three indications must be correct.

NOTE: The above procedure may need to be repeated more than once in order to obtain
consistently reproducible readings.

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Figure 201
Barfield Test Equipment

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3. GULL

A. Calibration
The Gull Airborne Instruments Corporation supplies the following equipment to be used in calibrating
the fuel quantity indicating system in the C99; General Aviation Test Box 199-109-001 with adapter
harness 081-014-001 and indicator adapter harness 081-013-001.

B. Capacitance Check
This check is to be made with no fuel in the tanks.

(1) Connect the test harness to the test box and the airplane wiring as shown in Figure 202.

(2) Set S1 on the test box to TANK UNITS.

(3) Switch test box power ON.

(4) Place the airplane fuel control panel switch in TOTAL position.

(5) The meter on the test box should read 0.647 ± 0.065.

Figure 202
Gull Test Equipment

C. Indicator Calibration
(1) Connect the test harness to the test box and the airplane wiring as shown in Figure 202.

(2) Set S1 on the test box to SYSTEM EMPTY.

(3) Set S2 on the test box to 1225.

(4) Place the fuel control panel switch in the TOTAL position.

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(5) Switch the test box power to ON.

(6) The indicator pointer should be approximately one-half needle width below the ZERO mark (if
meter A, Figure 203 is installed), or one needle width below the ZERO mark (if meter B, Figure
203 is installed). If the needle does not indicate as directed, it may be repositioned by adjusting the
EMP 1 potentiometer on the back of the indicator.

Figure 203
Fuel Quantity Indicators (U-50, U-165 and After)
Table 201

PROBE CAPACITANCE GULL METER

100-380006-139 or -143 27.65 ± 2.65 0.1100 ± 0.0110
100-380006-67 or -103 24.75 ± 2.35 0.0982 ± 0.0100
100-380006-73 or -109 32.15 ± 3.05 0.1281 ± 0.0130
100-380006-141 or -145 17.80 ± 1.70 0.0707 ± 0.0080
100-380006-77 or -113 58.90 ± 5.60 0.2344 ± 0.0250

(7) Hold the airplane fuel control panel switch in the NAC position.

(8) The indicator needle should be approximately one-half needle width below the ZERO mark (if
meter A, Figure 203 is installed), or one needle width below the ZERO mark (if meter B, Figure
203 is installed. If the needle does not indicate as directed, it may be repositioned by adjusting the
EMP 2 potentiometer on the back of the indicator.

(9) Return the airplane fuel control panel switch to the TOTAL position.

(10) Set S1 on the test box to SYSTEM FULL.

(11) The indicator pointer must be at 1225 lbs.; if not, adjust the FULL potentiometer on the back of the
indicator.

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(12) Recheck the two empty indications. All three indications must be correct.

NOTE: The above procedure may need to be repeated more than once in order to obtain
consistently reproducible readings.

4. INDIVIDUAL PROBE CHECKS

Should the capacitance check of the installed system yield results which are unacceptable, the probe values
in the accompanying table (Table 201) may be used to detect individual probes which may be out of
tolerance. The capacitance values in picofarads are to be used with the Barfield test equipment while the Gull
meter values (relative indications found on the Gull test equipment meter) are to be used with the Gull test
equipment.

A. Megohm Test for Gulliragen Capacitance Fuel Quantity System

(1) The megohm test of the fuel quantity system will check the resistance between each of the wires
going to the fuel probes, and from those wires to airframe ground. Fuel does not have to be
drained from the tanks for this test.

This test should be conducted at any time that the tank system capacitance test cannot be
satisfactorily completed, (Barfield Fuel Gaging System Test and Calibration Instruction Manual,
2643B-7904, Section 7, pages 15 and 16), or it is suspected that the fuel system is not functioning
properly due to shorts or moisture contamination.
CAUTION: Due to the possibility of damaging sensitive electronics inside each fuel probe or
creating an arc inside the fuel cells, this test may only be accomplished by using
approved test equipment that is voltage and current regulated. The Barfield fuel
quantity system test set 2548 (G, GA, or H) or the Barfield DC-400, are approved test
sets. NEVER TEST THE HARNESS WITH THE INDICATOR CONNECTED AS THE
INDICATOR MAY BE DAMAGED.
NOTE: If Barfield DC-400 Test Set is to be used, consult the DC-400 Instruction Manual.
This test will check the resistance between all of the wires that run to the wing of the airplane by
checking from pins 1, 2, 5 and 6 of the fuel quantity system connector (airplane harness side).
The wire from pin 1 connects to the yellow wire on all probes. The wire from pin 2 goes to airframe
ground. The wire from pin 5 connects to the green wire on all probes. The wire from pin 6 connects
to the red wire on the probes of the system that is selected by the tank select switch: main or
auxiliary, or total or nacelle.

(2) If a megohm adapter box is not available, set up the 2548 test unit per Steps (2) through (6).
Before connecting any leads to the insulation Hi-Z and Lo-Z connections, perform Step (7). Attach
leads to the insulation Hi-Z and Lo-Z connectors and use leads as an ohmmeter between pins 1, 2,
5 and 6 of the fuel quantity system connector to monitor the resistance of each possible
combination of pins.

Figure 204 is a schematic of the megohm adapter box and Figure 205 is a schematic of the probe
test harness.
If a megohm adapter box is available, conduct the megohm test as follows:

(a) Connect the megohm adapter box between airplane harness and the Barfield 2548 fuel
quantity test box per Figure 206.

(b) Turn the master OFF-ON switch on the 2548 test box to the ON position.

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(c) Place the TEST FUNCTION switch to the CAP BRIDGE position, press the BATTERY test
switch and observe that the needle in the 2548 test unit is in the BAT OK range.

(d) Place the TEST FUNCTION switch in the insulation mode.

(e) Place the INS TEST POINTS switch in the Lo-Z/Hi-Z position.

(f) Select the OFF position on the megohm adapter box.

(g) Adjust the METER ADJUST knob for an infinity indication on the 2548 meter.

(h) Rotate the selector knob on the megohm adapter box through each if the nine positions and
record all readings.

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Figure 204
Megohmmeter Test Box

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Figure 205
Test Harness

1 If the resistance readings are normal (per Step (c)), proceed with Step (i).

2 If the resistance readings are less than normal, then corrective action (per Step (a))
must be taken before proceding with Step (i).

(i) Spray water on any one probe and its associated wiring under its cover plate.

(j) Check the resistance values again of all different combinations per Step (h). Any
discrepancies must be corrected before continuing the test.

(k) Alternately perform Steps (i) and (j) until all probes and wiring have been checked with water.

(l) Water causes the resistance to decrease from wire to wire and wires to ground. Find the
specific cause of resistance change by alternately applying shop air and water spray to a pin
point. Cut the in wire or area where water affects the system. Use appropriate material
EC1239, RTV, etc. to make an environmental seal.

Because the resistance of the fuel systems between the wires and from the wires to the airframe
ground varies from airplane to airplane, there is not a single set of values that can be labeled
"normal". There is a value though, that when the resistance drops below it, results in small errors
in fuel quantity indication. When the resistance decreases from that value, the error to the system
becomes progressively larger until the indication pegs either full or empty.

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(3) An indication of 1 to 10 megohms is normal when selecting position one on the megohm adapter
box. This position places the 2548 Hi-Z lead with pin 5 and the Lo-Z lead with pin 6 of the fuel
quantity system harness, and checks the continuity across the diodes in the system. In all of the
other positions, 2 through 9, the indication should be 20 megohms or higher.

Airplanes operated in dry climates may have fuel systems with resistance within the range of 1500
to 5000 megohms.

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Figure 206
Fuel Quantity Megohm Test

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Airplanes operated in areas of the country with a high humidity may have resistance a lot lower
and in the range of 40 to 500 megohms. Resistances in the range of 5 megohms appear to cause
the fuel quantity indicator to display small increments of error. The lower the resistance from that
point, the greater the error until the indicator pegs in whichever direction the error is driving the
system. The fuel system consists of three wires. Any resistance lower than acceptable from wire to
wire or from wire to ground will cause the fuel gage to indicate more or less fuel than is in the
tanks.
Fuel systems with resistances slightly above 5 megohms will not display any error in the fuel
quantity system, nor can any problems in this system be detected by conducting a system
capacitance test. Resistances in this range indicate that there is some insulation breakdown.
(Either washing the airplane or the airplane sitting or flying in rain may lower the system resistance
below the level that causes indication errors). The source of this low resistance should be
determined and corrected to prevent indication error.
The resistance values of the fuel systems are subject to change with any moisture contamination
to the wires, connectors, or probes. Some causes for moisture contamination are as follows:

(a) At shield termination points, the insulation of the wires are sometimes cut, then covered up
with solder sleeve or shrink teflon.

(b) Any nicks, cracks, or cuts in the wire normally outside of the pressure vessel.

(c) Any unused holes in the fuel probe Matrix connector that does not have a sealing plug in it.

(d) Wire ties or spiral wrap placed too close to a Matrix connector may place a strain on wires
going into the connector and elongate the rubber seat at the entrance, allowing moisture to
penetrate.

(e) Some fuel probes are susceptible to moisture contamination at the point where the wires
enter the top of the probe.

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