Hitek, Inc.

Hitek Inc. offers a high voltage electrostatic system (Model 5-25-0001 Patent Pending) which is used in agricultural aerial chemical application. The system constists of the following (photos below) Dual Polarity Power Supply & wiring harness Control Head Calibrator Nozzles (qty as required) The system has two principle features Imposes the required amount of charge on the spray at significantly lower voltage resulting in a higher degree of safety and lower electrical power. Simplicity of operation by virtue of allowing the operator to set (calibrate) the charge rate prior to flight

The Generator Control Unit (GCU) is a multifunction electronic device which controls and protects the primary DC electrical power generation system. This device is powered to control voltage regulation, line contractor control and in the case of two terminal StarterGenerators, start functions such as start contractor and field weakening. It may also include parallel regulation (load sharing) in some twin engine applications. Protective functions will include field disable (for three terminal machines), overvoltage, and reverse current or low voltage disconnect

The Generator Control Panel (GCP) is an all-in-one totally integrated primary electrical system custom built to your exact specifications. The GCP concept embraces an engineered and proven system that includes various combinations of the following features: Primary Electric Power Distribution Electric Power Control and Protection Multiple Distribution Feeder Outputs with Wire Protection Electric Starting with Automatic ParSer Control Dual Engine Driven Electric Power Sources for Single Engine Aircraft (SG + Aux Alt.) Electric Air Conditioner Control with Auto Load Shed per FAA AC43.13-1B Status Reporting and Metering Functions Generator and Alternator Load Current Generator Fail and Alternator Fail Annunciation Low Voltage Warning Battery State of Charge (SOC)

Hitek Inc. offers a battery capacity tester that is light weight and easy to use. The Battery Capacity Tester features the following: LCD Monitor Self-powered by the battery Five foot long cables Options are our connector kit

We offer start-of-the-art battery desulfators that can quickly repair your battery. It has been established that one of the major causes of lead acid battery failure is sulfation. Many batteries go to an early grave not because they are used up but because they become sulfated from misuse, neglect, or undercharging. Much media attention to this problem has generated many devices to lessen or eliminate this effect on battery performance and life. Some of the devices are incorporated into battery chargers and some are stand-alone devices. Some of these work marginally. Others work but require an unacceptable length of time to accomplish measurable results. Hitek Inc of Valley Center Kansas reviewed much of the literature and studied the devices on the market and developed a stand-alone desulfator, Model 5-14-0001, that aggressively attacks the battery sulfation problem. This device will not rejuvenate “USED UP” batteries nor will it correct battery defects such as shorted or reversed cells. It will however return any sulfation that has formed on the plates of a battery back into solution in a timely manner. This desulfation returns the battery capacity back to or near original levels. The ability to return a single sulfated battery to service will many times pay for the desulfator. The fact that the Hitek Desulfator does this in a relatively short time means that the battery can be desulfated while the aircraft is undergoing it’s inspection.

We offer various models of fully automatic intelligent chargers which follow battery impedance to the end-of-charge cycle for all battery types Our battery chargers feature: Charge control: constant current charge to a constant voltage then to a float standby. Current Limiting. Fully automatic 3 stage charger can be left on the battery in maintainingfloat mode. Can be set for any type lead acid battery, including conventional, maintenance free, deep cycle, gelled-type, valve regulated batteries. Cyclic Voltage: 2.5 voltscell for 24 volt batteries; 2.6 voltscell for 36 & 48 volt batteries. May be preset to customer’s specification for battery type. Continuous – 100% duty cycle. Low voltage start: will start charging a deeply discharged battery with terminal voltage less than 4 volts. Reverse polarity and short circuit proof

The ParSer Turbine Starting Engine is an optional feature with most of our GCPs, but it is also available as a standalone ParSer Module. The PN 5-11-0010, which provides for updating existing aircraft to ParSer Starting with minimum modifications. Click the following Youtube Video link for a video demonstrating the superior abilities of our system on a Silver Eagle 210. Pilots with some turbine time will understand the terminology and timing significance There are essentially three different types of starts for your engine. ParSer Start – the start is initiated with both batteries in parallel, just like a normal start. At a specified point during the start, the batteries are switched into a series. This results in faster acceleration from light off to GND idle and lower peak temperature. Soft Start – the start is initiated with one battery feeding the starter while the other battery supports the primary bus. Just like the ParSer Starter, at some point, the batteries are switched into a series. Three Step Start – the same as a soft start, with an added second stage inserted briefly in between with the batteries operating in parallel before switching to a series. This gives a little boost without causing undue voltage sag. The resulting increased voltage during the later phase of the start appears only at the starter and nowhere else in the electrical system. The inrush current and impact torque on the accessory gears is significantly reduced (softer), the acceleration of the engine is greater (faster) and consequently the peak gas temperature during start is reduced (cooler). Our experience with this system on numerous aircraft with several make and model of engines (PT6, TPE331-10, -12 & -14, Allison 250, Williams FJ33 & FJ34, Honeywell HTS900 and Walter) has taught us that to whatever extent starting requirements dictate the weight of the batteries and the current rating of the StarterGenerator we can reduce both significantly. The reduced weight in batteries and SG rating also results in lower total hardware costs. We have test data taken in the lab on aircraft and in engine manufacturers test cells that lead us to the following conclusions: The smallest 24V aircraft batteries available, when used in our system, will outperform two of the largest available batteries in a conventional system. To put this in perspective, compare 50lbs to 200lbs. Actual lab results, in one instance, showed our engine test cell of a 56lb battery pack feeding a 200 am SG outperformed a 500lb battery cart feeding 300 amp SG. We have observed as much as a 50% reduction in start time and as much as 180 degree Celsius reduction in peak gas temp. It should be pointed out that thermal stress is a function of both peak temp and time of exposure and is in fact related to the area under the curve, therefore reducing both yields a second order reduction in thermal stress. High inrush current (and therefore high torque and acceleration) from zero RPM to light off has nothing to do with the quality of the start. In fact it tends to be self-defeating because it causes excess heat in the starter and gassing in the battery, both of which detract from performance later in the start. Extra torque from the starter after light off has a great deal to do with the quality of the start. A bigger battery and SG and heavier cables can only provide marginal improvement in this critical area because what is needed is more voltage to overcome the increasing counter EMF vs. RPM of the SG. Using smaller, lighter weight cables between the battery and the starter absolutely kills performance in a conventional system but significant reductions in wire ga are possible with our system. The reason is obvious; the critical part of the start is after light off where the extra voltage from our system largely offsets the extra resistance of the cable. But the inrush current is less, therefore a softer start. In one test in an engine test cell we introduced an extra 40 feet of 2 ga wire and still got acceptable starts. We have observed as much as a 50% reduction in start time and as much as 180 degrees Celsius reduction in peak gas temp. It should be pointed out that thermal stress is a function of both peak temp and time of exposure and is in fact related to the area under the curve, therefore reducing both yields a second order reduction in thermal stress.

Battery Related Products We supply a range of battery accesories as listed on the left Our mission at Hitek Inc. is to strive to provide the highest quality, yet cost effective, safe, and innovative electrical system solutions to our customers.

The Hitek Inc. Firefly is designed for landing lights. This product can even be used in police vehicles. This product features: Flashing and steady LED lights Operated by a switch Designed for a 12V or 24V system

The Hitek Ground Power Battery Cart is of rugged design and is a very useful piece of aviation equipment. You can check your aircraft avionics with the 1224 volt power supply or charge your aircraft battery(s) The cart is also capable of starting or assisting in the starting of your aircraft. Power Battery Cart specifications 8 foot ground power cable. (Custom length ground power cable can be supplied at your request.) Can be designed with a charging system to work either a 12 volt and 24 volt aircraft Operates off standard 110AC, 60 cycles. Can be changed to accommodate a European power source.