Page 52 - Volume 15 Number 9

Kevin Dingman has been flying for 39 years. He’s an ATP typed in the B737 and DC9 with 18,000 hours. A retired Air Force Major; he flew the F-16 then performed as a USAF Civil Air Patrol Liai- son Officer. He flies volunteer missions for the Christian orga- nization Wings Of Mercy, is em- ployed by a major airline, and owns and operates a Beechcraft Duke. Contact Kevin at Ding- er10d@gmail.com.
my cars and utility vehicles and a 24-volt model for the Duke. For aircraft the device is battery specific so do some research.
If your battery is old or acting weak, you’ll need to hook it up for at least a couple weeks at a time. You are allowed to have the desulfator hooked up continuously if you want. In addition to overvoltage and current protection, the device
Desulfators not only charge the battery, but potentially “re- condition” a lead acid battery by removing sulfates and thereby increasing the specific gravity of the electrolyte.
also has over-temperature sensing ability. I rotate my 12-volt batteries so that one of them is on the desulfator all the time and I put the Duke’s battery on the desulfator when I think I’m not going to fly for a while.
Magic; I love them.
I now use a desulfator at home and on the Duke and pay more attention to my batteries health – and the plus and minus terminals. I suppose we should do the same for all the aircraft’s various components, without the incenti•ve provided by an emergency landing. Or worse, a missed golf outing. T&T
50 • TWIN & TURBINE SEPTEMBER 2011