Today's Message Index:
----------------------
1. 05:26 AM - Re: Garmin396/SL40 interface (Dale Ensing)
2. 06:56 AM - Re: Nanchang CJ6 Overvoltage Protector (Craig Winkelmann, CFI)
3. 07:21 AM - Re: AUX BAttery Charging (Matt Prather)
4. 07:22 AM - [OT] boat wiring specificity (Gilles Thesee)
5. 07:59 AM - Re: AUX BAttery Charging (Robert L. Nuckolls, III)
6. 12:24 PM - Re: Garmin396/SL40 interface (Vernon Little)
7. 01:01 PM - Shunt Psychology (Speedy11@aol.com)
8. 03:36 PM - Re: Shunt Psychology (Bob White)
9. 03:36 PM - Re: Shunt Psychology (Brooke Wolf)
10. 03:50 PM - 220 VOLT COMPRESSOR (John Danielson)
11. 03:56 PM - Re: AUX BAttery Charging ()
12. 04:19 PM - Re: 220 VOLT COMPRESSOR (Bob White)
13. 04:27 PM - Re: Shunt Psychology (Dale Ensing)
14. 05:50 PM - Re: 220 VOLT COMPRESSOR (Joe Ronco)
15. 10:14 PM - Re: 220 VOLT COMPRESSOR (Vernon Little)
Message 1
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Subject: | Re: Garmin396/SL40 interface |
MessageThanks Allan,
Pleae don't spend a lot of time to go back through your manual. It is
only academic for me as I am now using the 396. I do intend to sell the
296 so would like to pass along the info if the function is there.
When I go down thru the menus under the Com 1 and Com 2 tabs there is no
option that indicates there is VHF out. The wiring diagram in my manual
is very clear but again no indication of any VHF signal.
Dale
----- Original Message -----
From: Allan Aaron
To: aeroelectric-list@matronics.com
Sent: Thursday, February 21, 2008 10:38 PM
Subject: RE: AeroElectric-List: Garmin396/SL40 interface
I need to go back through the manual, but I know there are two com
outputs on the 296, one I use for A/P and the other for the SL40. I seem
to remember that there is a wiring schematic in the 296 manual that made
it pretty clear how to wire it up to the radio. I read it first in the
SL40 manual - just wired it up and it worked. I would probably not have
realised it unless i had read the SL40 manual first.
If you want me to dig the info out the the manuals, let me know.
Allan
-------------------------------------------------------------------------
-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Dale
Ensing
Sent: Friday, 22 February 2008 1:13 PM
To: aeroelectric-list@matronics.com
Subject: Re: AeroElectric-List: Garmin396/SL40 interface
Allan and Vern,
I am curious.....how did you guys learn of the GPS/SL49 interface
function on the 296? There is nothing about it in the manual and nothing
on the product info pages on the Garmin web site.
Dale
do not archive
----- Original Message -----
From: Allan Aaron
To: aeroelectric-list@matronics.com
Sent: Thursday, February 21, 2008 6:14 PM
Subject: RE: AeroElectric-List: Garmin396/SL40 interface
I have a 296 and mine does it.
Allan
-------------------------------------------------------------------------
---
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Dale
Ensing
Sent: Friday, 22 February 2008 9:22 AM
To: aeroelectric-list@matronics.com
Subject: Re: AeroElectric-List: Garmin396/SL40 interface
Vern, you must have a different version of the 296 then mine. I
still have my 296 and just checked the book. It says nothing about this
function. Or, it this a well kept secret by Garmin?
Dale
----- Original Message -----
From: Vernon Little
To: aeroelectric-list@matronics.com
Sent: Thursday, February 21, 2008 4:07 PM
Subject: RE: AeroElectric-List: Garmin396/SL40 interface
Actually, this is the operation of my 296. 396 is the same.
Vern
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of B
Tomm
Sent: February 21, 2008 10:56 AM
To: aeroelectric-list@matronics.com
Subject: RE: AeroElectric-List: Garmin396/SL40 interface
Does anybody know if this feature also applies to the the 296?
Bevan
------------------------------------------------------------------------
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Vernon Little
Sent: Thursday, February 21, 2008 8:39 AM
To: aeroelectric-list@matronics.com
Subject: RE: AeroElectric-List: Garmin396/SL40 interface
The 396 also sends the frequencies of the nearest airport
automatically to the Com. Or if you are in a programmed route, the
frequency of the next airport waypoint is sent. You can also send
manually as you have noted.
Very handy.
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Dale
Ensing
Sent: February 20, 2008 5:52 PM
To: aeroelectric-list@matronics.com
Subject: AeroElectric-List: Garmin396/SL40 interface
I have been considering wiring my Garmin 396 GPS to the SL40
COM for frequency loading into the COM and wondering if it is worthwhile
doing.
I do not understand what action loads the com list for an
airport from the GPS to the Com. Have study both the GPS and SL40
manuals but my old brain isn't getting it. When the Com tab is selected
on the airport page in the GPS, does that automatically send the list to
the COM?
What am I missing?
Dale Ensing
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Subject: | Re: Nanchang CJ6 Overvoltage Protector |
Bob:
THANKS!! Any idea what the price will be? I'll make a post on the Yak list that
they will be available soon and the price. Then, how do we order them?
I have a 2 1/2 year old so I do understand the need to be a mom (or dad) FIRST!!
Craig
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=165554#165554
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Subject: | Re: AUX BAttery Charging |
That sounds like a decent mix of components to get the job done. What's
the voltage on the aux battery?
The max amps will depend on the state of charge and the internal
resistance of the battery and the voltage drop across the diode. I would
have guessed that 5A would be plenty.
Is this diode a two-lead device (anode and cathode only - I see that it's
listed as a rectifier diode)? Do you only have two of the leads
connected?
I assume you have it wired like this:
main_bus --> 5A fuse --> diode --> +lead on aux battery
What model/brand/specs is the aux battery?
Regards,
Matt-
>
>
> All.
>
> I have a 4AMP/HR battery as an AUX battery for my EFIS.
> I am charging it via the main bus.
>
> Bus-5amp fuse-diode-aux bat. 18G wire
> The Diode has the #'s 339 and IN5400 on it.
>
> The 5 amp fuse blows!
>
> How can I get around this. I am assuming the AUX bat is drawing a greater
> current if it gets depleted a resonable amount and this is blowing th
> fuse.
>
> Do I need to increase the size of the wire and fuse?
> What is the max AMPs that will be drawn by the AUX bat?
>
> Thanks
> Chris Byrne
> SYDNEY
>
>
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Subject: | [OT] boat wiring specificity |
Bob and all,
A buddy just asked me some advice about the electrical circuit of the 22
ft sailing boat he is building for a transatlantic race this summer.
He intends to use lithium batteries and fuel cells to power a navigation
unit, autopilot, LED navigation lights, one VHF, SSB and a basic GPS.
As several listers here may have experience with ocean racing, would
anyone give opinions as to the main differences with aviation wiring
techniques ?
Any input appreciated.
Thanks in advance
Best regards,
--
Gilles
http://contrails.free.fr
Message 5
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Subject: | Re: AUX BAttery Charging |
At 05:25 PM 2/22/2008 +1100, you wrote:
>
>
>All.
>
>I have a 4AMP/HR battery as an AUX battery for my EFIS.
>I am charging it via the main bus.
>
>Bus-5amp fuse-diode-aux bat. 18G wire
>The Diode has the #'s 339 and IN5400 on it.
>
>The 5 amp fuse blows!
>
>How can I get around this. I am assuming the AUX bat is drawing a greater
>current if it gets depleted a resonable amount and this is blowing th fuse.
>
>Do I need to increase the size of the wire and fuse?
>What is the max AMPs that will be drawn by the AUX bat?
>
>Thanks
>Chris Byrne
>SYDNEY
What you're experiencing is one of several reasons
I crafted the aux battery management module some
years ago. See:
http://www.aeroelectric.com/articles/bat_iso2.pdf
http://www.aeroelectric.com/Catalog/AEC/9005/9005-701B.pdf
The AEC9005 product has been discontinued and
will be replaced by a newer design. In the mean
time, there's no reason that folks can craft a
similar device themselves.
However, understand that it's real easy to get
wrapped around the "aux battery isolation" axle.
Whether your system has two or ten batteries
in the system, the generalized operating scenario
says for normal operations, ALL batteries can
be hard-connected to the charging system. By
"hard" I'm saying closed contacts of a switch
or relay.
When and if the low volts warning light comes
on, we now have the task of SEPARATING each
of the batteries into it's unique duties for
mitigating the effects of alternator failure.
The time that a pilot has to effect this
separation IS NOT a tense, borderline emergency
situation demanding millisecond response.
It's perfectly okay if battery isolation is
immediate and automatic by means of diodes
and/or aux battery management systems . . .
but if the pilot decided to finish a cup
of coffee or fold some maps before manually
opening the connection pathways that isolate
various batteries, the outcome of the flight
would not be measurably different.
The sum total of energy on the batteries
needs to be a known quantity, part of your
plan-B for dealing with alternator failure.
It's my fondest wish that everyone who reads
these words is PLANNING, DESIGNING, and
MAINTAINING their battery management philosophy
for HOURS of no-sweat, alternator failure-management
flight. This is diametrically opposed to the
FAA blessed notion of carrying a minimum of
30-minutes of EMERGENCY operation.
So, it's a perfectly okay thing if your aux battery
charging path were simply replaced with a switch
as opposed to the diode mentioned. It's also
perfectly okay that the aux battery charging
feeder be some kind of boss-hog conductor. Say
14AWG and 15A fuse. Now, keep in mind that there
are huge current sources at BOTH ends of this feeder
so BOTH ends should be fused if the feeders are
of significant length.
No doubt what you've observed is a demonstration
of the capability for even a very small battery
to ACCEPT charging currents at rates much higher
than the anticipated loads on the battery itself.
This is why I like to place ALL batteries close
together, tie them together in a cluster with
hard contacts and short, fat wires. This is why
you don't see any fuses or long feeders in the
Z-figures to wire multiple batteries.
When the various and sundry manufacturer's
of products recommend some itty-bitty "back
up" battery to support their customer's desire
to keep the product working, the dirty little
details of the physics for making seamless
installation the battery can start jumping
up to nibble at your heels.
If your airplane's electrical system will
benefit from multiple power sources over
and above the classic single-battery/single-
alternator architecture, first add the second
alternator if you can (Z-13/8). If a second
battery is your only viable option, then consider
a REAL battery sitting right next to the
MAIN battery and connected to the system
by a fat wire and hard switched contactor.
In your particular case, it may be that you're
too far down the path of adding an itty-bitty
backup battery to the system so consider
first upsizing the feeders and their protection
levels. If the wires either side of the diode
are relatively short, say 6-12" you can leave
the fuses out entirely. I'd upsize the diode
to one leg of a more robust device like:
http://www.aeroelectric.com/Pictures/Wiring_Technique/diode_wiring.jpg
Bob . . .
Message 6
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Subject: | Garmin396/SL40 interface |
I think Garmin intro'd this function early last year. You need to
upgrade
the software if you haven't in a while.
Vern
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Dale
Ensing
Sent: February 22, 2008 5:20 AM
Subject: Re: AeroElectric-List: Garmin396/SL40 interface
Thanks Allan,
Pleae don't spend a lot of time to go back through your manual. It is
only
academic for me as I am now using the 396. I do intend to sell the 296
so
would like to pass along the info if the function is there.
When I go down thru the menus under the Com 1 and Com 2 tabs there is no
option that indicates there is VHF out. The wiring diagram in my manual
is
very clear but again no indication of any VHF signal.
Dale
----- Original Message -----
From: Allan Aaron <mailto:aaaron@tvp.com.au>
Sent: Thursday, February 21, 2008 10:38 PM
Subject: RE: AeroElectric-List: Garmin396/SL40 interface
I need to go back through the manual, but I know there are two com
outputs
on the 296, one I use for A/P and the other for the SL40. I seem to
remember
that there is a wiring schematic in the 296 manual that made it pretty
clear
how to wire it up to the radio. I read it first in the SL40 manual -
just
wired it up and it worked. I would probably not have realised it unless
i
had read the SL40 manual first.
If you want me to dig the info out the the manuals, let me know.
Allan
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Dale
Ensing
Sent: Friday, 22 February 2008 1:13 PM
Subject: Re: AeroElectric-List: Garmin396/SL40 interface
Allan and Vern,
I am curious.....how did you guys learn of the GPS/SL49 interface
function
on the 296? There is nothing about it in the manual and nothing on the
product info pages on the Garmin web site.
Dale
do not archive
----- Original Message -----
From: Allan Aaron <mailto:aaaron@tvp.com.au>
Sent: Thursday, February 21, 2008 6:14 PM
Subject: RE: AeroElectric-List: Garmin396/SL40 interface
I have a 296 and mine does it.
Allan
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Dale
Ensing
Sent: Friday, 22 February 2008 9:22 AM
Subject: Re: AeroElectric-List: Garmin396/SL40 interface
Vern, you must have a different version of the 296 then mine. I still
have
my 296 and just checked the book. It says nothing about this function.
Or,
it this a well kept secret by Garmin?
Dale
----- Original Message -----
From: Vernon Little <mailto:rv-9a-online@telus.net>
Sent: Thursday, February 21, 2008 4:07 PM
Subject: RE: AeroElectric-List: Garmin396/SL40 interface
Actually, this is the operation of my 296. 396 is the same.
Vern
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of B
Tomm
Sent: February 21, 2008 10:56 AM
Subject: RE: AeroElectric-List: Garmin396/SL40 interface
Does anybody know if this feature also applies to the the 296?
Bevan
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Vernon
Little
Sent: Thursday, February 21, 2008 8:39 AM
Subject: RE: AeroElectric-List: Garmin396/SL40 interface
The 396 also sends the frequencies of the nearest airport automatically
to
the Com. Or if you are in a programmed route, the frequency of the next
airport waypoint is sent. You can also send manually as you have noted.
Very handy.
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Dale
Ensing
Sent: February 20, 2008 5:52 PM
Subject: AeroElectric-List: Garmin396/SL40 interface
I have been considering wiring my Garmin 396 GPS to the SL40 COM for
frequency loading into the COM and wondering if it is worthwhile doing.
I do not understand what action loads the com list for an airport from
the
GPS to the Com. Have study both the GPS and SL40 manuals but my old
brain
isn't getting it. When the Com tab is selected on the airport page in
the
GPS, does that automatically send the list to the COM?
What am I missing?
Dale Ensing
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Subject: | Shunt Psychology |
Pilots of the electric internet,
The shunt I'm connecting has four nuts and four lock washers - two on each
stud. Hmmm ... this is starting to sound more like anatomy than psychology.
Anyway, why are there two nuts on each stud? Oh boy, that's going to get a
lot of responses, isn't it?
Stan Sutterfield
**************Ideas to please picky eaters. Watch video on AOL Living.
(http://living.aol.com/video/how-to-please-your-picky-eater/rachel-campos-duffy/
2050827?NCID=aolcmp00300000002598)
Message 8
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Subject: | Re: Shunt Psychology |
On Fri, 22 Feb 2008 15:54:53 EST
Speedy11@aol.com wrote:
> Pilots of the electric internet,
> The shunt I'm connecting has four nuts and four lock washers - two on each
> stud. Hmmm ... this is starting to sound more like anatomy than psychology.
> Anyway, why are there two nuts on each stud? Oh boy, that's going to get a
> lot of responses, isn't it?
> Stan Sutterfield
>
>
Hi Stan,
Not so complicated, one nut and one washer makes sure the stud stay
connected to the shunt. The second nut and lock washer makes sure the
terminal stays connected to the stud.
Bob W.
--
N93BD - Rotary Powered BD-4 - http://www.bob-white.com
3.8 Hours Total Time and holding
Cables for your rotary installation - http://roblinstores.com/cables/
Message 9
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Subject: | Re: Shunt Psychology |
Hi Stan
I used to know a Stan Sutterfield who was an IP at Vance AFB. That
wouldn't be you would it?
Brooke Wolf
----- Original Message -----
From: Speedy11@aol.com
To: aeroelectric-list@matronics.com
Sent: Friday, February 22, 2008 3:54 PM
Subject: AeroElectric-List: Shunt Psychology
Pilots of the electric internet,
The shunt I'm connecting has four nuts and four lock washers - two on
each stud. Hmmm ... this is starting to sound more like anatomy than
psychology.
Anyway, why are there two nuts on each stud? Oh boy, that's going to
get a lot of responses, isn't it?
Stan Sutterfield
-------------------------------------------------------------------------
-----
Delicious ideas to please the pickiest eaters. Watch the video on AOL
Living.
Message 10
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Subject: | 220 VOLT COMPRESSOR |
Bob,
I had a 120 volt air compressor and change to a 220 volt model thinking I
would save some on my electrical bill.
I was under the impression that the amp's being drawn would be cut in half
when going to 220V.
A friend says the 220 v motor will still draw the same amps. That each leg
of the 220 v will draw half the amp's but the combined draw is still the
full draw of the 110 v.
I told him that hat is correct but that one leg of the 220 v line will be
out of phase with the other, so only half the amps are being required.
Is this correct?
Thanks
John L. Danielson
Message 11
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Subject: | Re: AUX BAttery Charging |
Thanks to Bob, Matt and Max for your replies.
Bob the AUX Batt is just being used to power the EFIS during engine cranking. I
lose the EFIS initialization and have to sit in the one spot for 2 mins after
engine start for the GYRO's to align. It is also a last ditch power source for
the SBY ADI (TRUTRACK) in case every thing turns to poo.
I have the Z13/8. One main batt and 35 AMP ALT and the B & C 8 AMP ALT.
I think I will try and optimise the setup I have. The wires to and from the diode
are less than 12 inches. I had see your AUX BATT drawing but wanted to try
and keep this as simple as possible, providing it works of course.
THanks again guys.
Chris Byrne
SYDNEY
Message 12
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Subject: | Re: 220 VOLT COMPRESSOR |
On Fri, 22 Feb 2008 16:47:24 -0700
"John Danielson" <johnd@wlcwyo.com> wrote:
> Bob,
>
> I had a 120 volt air compressor and change to a 220 volt model thinking I
> would save some on my electrical bill.
>
> I was under the impression that the amp's being drawn would be cut in half
> when going to 220V.
>
> A friend says the 220 v motor will still draw the same amps. That each leg
> of the 220 v will draw half the amp's but the combined draw is still the
> full draw of the 110 v.
>
> I told him that hat is correct but that one leg of the 220 v line will be
> out of phase with the other, so only half the amps are being required.
>
> Is this correct?
>
>
>
> Thanks
>
> John L. Danielson
>
In a word, no, it is not correct. You are going to need a certain
amount of power depending on the HP rating of your electric motor.
Maybe the 220V motor is a little more efficient, but I don't think
much. You do get some benefit from lower losses in the 220V circuit
because of the lower current. If you need a really big compressor (big
motor) you might need to go to 220V because you can't deliver enough
current at 120V. For the record, both 120 and 220 circuits are single
phase. The current in the common between the two phases is zero, but
all the current you are using is flowing in the hot wires.
All said, there are advantages to going to 220V, but you won't be
saving 1/2 the power when running the same size compressor.
Bob W.
--
N93BD - Rotary Powered BD-4 - http://www.bob-white.com
3.8 Hours Total Time and holding
Cables for your rotary installation - http://roblinstores.com/cables/
Message 13
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Subject: | Re: Shunt Psychology |
The leads connected to the shunt are tightened between the nuts/lock
washers on each stud. That way you do not torque on the stud mounting in
the shunt.
----- Original Message -----
From: Speedy11@aol.com
To: aeroelectric-list@matronics.com
Sent: Friday, February 22, 2008 3:54 PM
Subject: AeroElectric-List: Shunt Psychology
Pilots of the electric internet,
The shunt I'm connecting has four nuts and four lock washers - two on
each stud. Hmmm ... this is starting to sound more like anatomy than
psychology.
Anyway, why are there two nuts on each stud? Oh boy, that's going to
get a lot of responses, isn't it?
Stan Sutterfield
-------------------------------------------------------------------------
-----
Delicious ideas to please the pickiest eaters. Watch the video on AOL
Living.
Message 14
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Subject: | 220 VOLT COMPRESSOR |
JOHN: From my limited electrical knowledge, HP = Watts (746 watts = 1 HP).
Watts = Volts x Amps. Your power bill is paid on the number of Watts used.
For a given HP motor the Watts is the fixed, so at 220 Volts you will have
the same Watts but half the Amps that you would have with 110 Volt power
supply. Therefore your power bill will not change.
Hope this makes sense.
Joe Ronco.
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of John
Danielson
Sent: Friday, February 22, 2008 4:47 PM
Subject: AeroElectric-List: 220 VOLT COMPRESSOR
Bob,
I had a 120 volt air compressor and change to a 220 volt model thinking I
would save some on my electrical bill.
I was under the impression that the amp's being drawn would be cut in half
when going to 220V.
A friend says the 220 v motor will still draw the same amps. That each leg
of the 220 v will draw half the amp's but the combined draw is still the
full draw of the 110 v.
I told him that hat is correct but that one leg of the 220 v line will be
out of phase with the other, so only half the amps are being required.
Is this correct?
Thanks
John L. Danielson
Message 15
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Subject: | 220 VOLT COMPRESSOR |
> Bob,
>
> I had a 120 volt air compressor and change to a 220 volt model
> thinking I would save some on my electrical bill.
>
> I was under the impression that the amp's being drawn would be cut in
> half when going to 220V.
>
> A friend says the 220 v motor will still draw the same amps. That each
> leg of the 220 v will draw half the amp's but the combined draw is
> still the full draw of the 110 v.
>
> I told him that hat is correct but that one leg of the 220 v line will
> be out of phase with the other, so only half the amps are being
> required.
>
> Is this correct?
>
Theoretically, if you are consuming the same volume of air at a given
pressure, a 110 and 220 compressor will consume the same energy and the
average powers will be the same. (other than slight differences between
compressor types and design).
Vern
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