The video shows the Fluke meter connected direct to battery + and - while the Milwaukee Meter is connected to the Alcor Regulator ground and the alternator field terminal. There are two loads on I believe in the video with the "Alternator"/Field switch ON.
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Experiencing Charging Issues:
Alcor Motorolla Alternator 12 VDC 55 Amp
InterAv Over Voltage Regulator P/N
635-62448
Alcor Motorolla Regulator P/N ?
Background on how I arrived at the issue in case it sets off any light bulbs for folks:
I performed an oil change the other day when I had a lapse in judgement and got a bunch of oil all over the place. To make clean up slightly less frustrating, I got out solvent and spray gun and figured while at it the engine could use a spray dow, etc. Thinking there is some relationship here to my issue as there was no issues prior to oil change. After solvent spray down, plane sat for 18-20 hours before taking short 30-40 min flight yesterday. Returned from short 30-40 min flight (did not observe/notice deflection of ammeter during flight- my mistake) but upon return to the airfield I noticed some audible tone/draw in my headset coinciding with the strobes. After shutdown, I thought I would check to see what was going on so I went to fire up the plane again (not entirely sure the logic behind firing up again but I attempted) and battery had been drained during flight. This battery is only 2 years old and my master relay and starter solenoid were replaced at the same time. I do not suspect there is any issues with those components.
So, I put the battery on the charger and left it overnight while I began my investigations into conductor continuity, terminals, crimps, etc. Nothing abnormal found during installation confirmation check. Aside from the dedicated conductor between the alternator and the voltage regulator, my setup is identical to the included wiring diagram/schematic. This morning I did a resistance check between my voltage regulator ground and the alternator ground terminal and found there to be 0.0 ohms resistance. I then confirmed that the Overvoltage relay positive (+) was reading the same as bus bar voltage when my master switch was on, which it was. I then checked the voltage at the field terminal on the alternator as well as at the regulator and noticed there was a voltage difference between the OVR positive(+) and the reading at the field terminal on the alternator and regulator. 12.9 or so on the OVR (+) and 4-6 VDC at the alt & reg field terminal. Keep in mind the engine is not operational during these tests. Is this expected? Should the Over Voltage Relay alter the voltage to the alternator and regulator field terminal ? If so, what is the required voltage at the alternator field input for viable operations? Assuming that it is to be somewhere in the 4-6VDC range, what would be the next place to investigate and isolate the potential suspect component? I did the same steps above while engine was running at approx 6-800 RPM and obtained the same readings.
Measure voltage at the regulator post on the alternator during engine operation? Not really sure at the moment.