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User's Guide or Manual for " EICO 239 SOLID STATE FET- TVM"

A meter to read Volts, Ohms,Resistors, Capacitors' Manual Or usr;s guide ?

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6ya6ya
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SOURCE: I have freestanding Series 8 dishwasher. Lately during the filling cycle water hammer is occurring. How can this be resolved

Hi,
a 6ya expert can help you resolve that issue over the phone in a minute or two.
best thing about this new service is that you are never placed on hold and get to talk to real repairmen in the US.
the service is completely free and covers almost anything you can think of (from cars to computers, handyman, and even drones).
click here to download the app (for users in the US for now) and get all the help you need.
goodluck!

Posted on Jan 02, 2017

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SOURCE: toshiba Satellite A135-S4527 user guide

if missplaced do a search if none for rsults goto any search engine and type in your exact model name and the words USERs GUIDE/MANUAL...............who needs one of those nemore.....well im not here to judge im here to help have fun and dont be afraid to ask for help i am but 1 of the many useful members

Posted on Oct 28, 2007

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SOURCE: Teac AGD 9100 user guide

Click on your brand name Teac (below FIXYA) on this website, type in your model number & search. You will get a shortlist; click on your model, below the page u will get Manual/Guides. Click on the blue, you have your manual on line. And dont forget to rate me, on this great site.

Posted on Jan 04, 2008

Pyrhyc
  • 2028 Answers

SOURCE: Compaq Presario R3000 - User Guide

Try these links for a manual.

http://h10025.www1.hp.com/ewfrf/wc/manualCategory?lc=en&cc=us&product=442915&dlc=en&lang=en
http://h10032.www1.hp.com/ctg/Manual/c00212209.pdf

Posted on Jul 02, 2008

  • 39 Answers

SOURCE: manual-user guide

http://www.rockfordfosgate.com/rftech/library/2001/1_Source_Units/MAN3550B_RFX9100-9400_MAN.pdf

Posted on Jul 25, 2008

  • 1141 Answers

SOURCE: I need Nokia 6301 User guide,manual or FAQ

Hey There Hameantel
Here is a link to the Nokia 6301 user guide,owner manual or manual,whatever you want to call it:)
http://www.nokia.co.uk/A4997105
Hope you enjoy it and please don't Forget to rate.

Thank you for useing FixYA

Tom

Posted on Oct 08, 2008

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How do I get a user manual for Dyson DC56?


Hi there, it's Jack at Dyson.

You can download a .pdf copy of the Dyson Hard DC56 user guide directly from our website: http://www.dyson.co.uk/medialibrary/Files/Dyson/Support/downloads/UK/floorcare/Manuals/dc56_Manual.pdf

You might also find our Getting started video guide useful when using or emptying your machine:


I hope this helps, but if you'd like any further advice you're welcome to contact our experts directly on 0800 298 0298 (UK), 1-866-693-9766 (US), 1-877-397-6622 (CA) or 1800 239 766 (AU).

Sep 28, 2014 | Dyson DC56 Hard Cordless Hard Floor Vacuum...

1 Answer

Harley battery won't stay charge


Hi Anonymous, perform the following tests:
1. Fill acid type batteries to proper levels.
2. Charge battery overnight at 1-2 amps you need 12.5 volts or better after charging.
3. Hook up battery positive cable, then with your multimeter on the milliamp scale connect one lead to the negative battery post and the other lead to the ground cable. Meter should read 3 milliamps or less, 10 milliamps with a radio, 15 milliamps with radio and CB. If your meter reads higher than that you need to isolate the circuit by pulling fuses and circuit breakers one at a time and observe meter for drop in aprerage then get out your test light and track down the short in that circuit.
3. Make sure all connections are clean and tight especially the negative cable at both ends.
4. Hook up volt meter to battery and start engine, if meter falls below 9.5 v while cranking replace battery.
5. With engine running at 3600 RPM battery should read 14.3-14.7 volts if not continue tests.
6. Unplug voltage regulator from alternator at crankcase by front of primary cover.
7. To test voltage regulator go to: https://www.youtube.com/watch?v=F8EjV0IjW9Q
8. With ohm meter, one lead grounded, touch alternator pin meter should read infinity, if not replace stator.
9. With ohm meter, both leads touching alternator pins meter should read 0.1 to 0.2 ohms on 1989 and later models. 0.2 to 0.4 ohms 1988 and earlier models, if not replace stator.
10. With volt meter set on AC scale, both leads touching alternator pins meter should read
16 to 20 volts AC for every 1000 RPM'S 1989 and later and 19 to 26 volts AC for every 1000 RPMS. If not replace rotor.
17. For a free wiring diagram please visit the website below and good luck.Harley Davidson Wiring Diagrams and Schematics

Mar 30, 2013 | Harley Davidson FXD Dyna Super Glide...

1 Answer

Showing 13.9 to 14.3 volts at battery at idle. At higher rpm voltage drops dramatically. Have replaced voltage regulator. Any ideas?


Hi Kevin, perform the following tests:
1. Fill acid type batteries to proper levels.
2. Charge battery overnight at 1-2 amps you need 12.5 volts or better after charging.
3. Hook up battery positive cable, then with your multimeter on the milliamp scale connect one lead to the negative battery post and the other lead to the ground cable. Meter should read 3 milliamps or less, 10 milliamps with a radio, 15 milliamps with radio and CB. If your meter reads higher you need to isolate the circuit by pulling fuses and circuit breakers one at a time and observe meter for drop in aprerage then get out your test light and track down the short in that circuit.
3. Make sure all connections are clean and tight especially the negative cable at "BOTH" ends.
4. Hook up volt meter to battery and start engine, if meter falls below 9.5 v while cranking replace battery.
5. With engine running at 3600 RPM battery should read 14.3-14.7 volts if not continue tests.
6. Unplug voltage regulator from alternator at crankcase by front of primary cover.
7. To test voltage regulator go to: https://www.youtube.com/watch?v=F8EjV0IjW9Q
8. With ohm meter, one lead grounded, touch alternator pin meter should read infinity, if not replace stator.
9. With ohm meter, both leads touching alternator pins meter should read 0.1 to 0.2 ohms on 1989 and later models. 0.2 to 0.4 ohms 1988 and earlier models, if not replace stator.
10. With volt meter set on AC scale, both leads touching alternator pins meter should read
16 to 20 volts AC for every 1000 RPM'S 1989 and later and 19 to 26 volts AC for every 1000 RPMS. If not replace rotor.
17. For a free wiring diagram please visit the website below. Good luck and have nice day.
Harley Davidson Wiring Diagrams and Schematics

Mar 25, 2013 | 2011 Harley Davidson FXDB Street Bob

1 Answer

How do you discharge a capacitors


resistors should have one side unsoldered and lifted out of circuit then testing its rating with a ohms meter testing in circuit will give false readings.

Oct 23, 2011 | Panasonic PT-47WX53 47" Rear Projection...

2 Answers

IR Compressor sl.No N37 - 75KW NIRVANA -TEO179V05257 (oil free screw compressor). Machine trips with VSD 8 fault. Hall effect sensor is new one and is connected as per the correct sequence. Are there...


Yes, the control board may be bad . Ihave attached a procedure for checking the hall effect sensors, some of which you will not have the special tool needed to preform all the tests. However it will allow you to check the control board which may be bad causing your problem.

VSD FAULT DIAGNOSTIC GUIDE
10 Revision 001 - March, 2002
Appendix 4 - Hall Effect Sensor Checks (Four Part)
1. Isolate the compressor from the main incoming voltage supply. Lock and tag the
isolation switch in the open position.
2. Allow 15 minutes for the VSD to discharge capacitors.
3. Open enclosure doors to expose the VSD.
4. Check with a suitable meter that all voltages have dissipated before beginning work on
the VSD.
5. Remove rear cover of drive motor to permit rotating by hand.
TEST 1
6. Disconnect Hall Effect Cable from P4 on the Control Board, plug type is DB9 Type.
7. Inspect cable pins and matching receptacle connections for damage or bent pins.
Remove cover of plug and inspect solder connection of the wires for damage.
9. Inspect entire length of the cable for damage. If cable and connections are in good condition,
proceed to Test 2.
TEST 2
9. Confirm supply voltage to the Hall Effect Sensor is present using a digital multi-meter.
10. Disconnect terminal strips P1, P2 & P3 from the bottom of Control Board.
11. Trip and switch off MCB2 and MCB5 to prevent the SGN Intellisys from powering up.
12. Re-connect main incoming supply voltage to the unit. Isolation contactor KM1 should remain
de-energized and the VSD should only receive control power. Caution must be taken as the
panel has voltage present.
13. Set digital multi-meter to DC Volts.
14. Connect Black probe of multi-meter to either of the 2 pins of P16.
Note: P16 is located on the Control Board, slightly less than half way down and towards the left side.
P16 is marked and described as 2 small bare pins. P16 is the ground connection for the Control
Board.
15. Locate the small transistor just above Pin 3 on terminal strip P1. The transistor has 3 pins on
the left side. The pins are numbered 1 at the top, 2 in the middle and 3 at the bottom.
16. Connect Red probe of multi-meter to Pin 3. The voltage should be between +11 and +14 Volts
DC.
17. If voltage is not present, replace the Control Board.
VSD FAULT DIAGNOSTIC GUIDE
11 Revision 001 - March, 2002
TEST 3
17. Connect special adapter XXXXXXXX between P4 on the Control Board and the Hall
Effect Sensor Cable.
19. Set digital multi-meter to DC Volts.
20. Connect Black probe of multi-meter to either of the 2 pins on P16.
21. Connect Red probe of multi-meter to Red wire of the adapter. Rotate motor by hand and
observe measurement. The meter should read between +10 and +12 Volts DC.
22. Repeat the test with the Black wire of the adapter. The meter should read between +10 and +12
Volts DC.
23. Repeat the test with the Yellow wire of the adapter. The meter should read between +10 and +12
Volts DC.
24. If voltage does not rise to between +10 and +12 Volts DC for any of the 3 sensors, replace the
Hall Effect Sensor Assembly.
TEST 4
25. Set digital multi-meter to Ohms.
25. Connect multi-meter between Purple and Green wires of special adapter XXXXXXXX. The meter
should show a resistance value of approximately 150 Ohms ± 20% (New Hall Effect Sensors)* at
70° F (20° C) ambient temperature.
27. If correct value is not confirmed, replace the Hall Effect Sensor Assembly.
Note: Two temperature ranges (130° C and 150° C) of Hall Effect Sensor have been used. Typically,
the 50/60hp (37/45kW) units use a 130° C sensor and the 75/100hp (55/75kW) units use a 150°C
sensor. All sensors have a small band near the sensor end of the cable.
The 130° C sensor has four digits such as 6622 on the band. The 150° C sensor could have either a
four digit number with a star on each side (*6752*) or a four digit number followed by a star and the
letter E (6752*E) or a four digit number followed by an E (7652E).
Appendix 5 - Megger Main Motor Windings
1

Sep 17, 2011 | Ingersoll Rand Air Tools & Compressors

2 Answers

How can I obtain the sony ericsson "hazel" user


Welcome to Fixya.

Here's where you can obtain a copy of the user's guide for your Ericcson Hazel :

Sony Ericcson Hazel Manual

Just follow the link above and choose "English" then download the user's guide.

Thanks for using Fixya.

May 29, 2011 | Sony Ericsson Cell Phones

3 Answers

2003 lincoln navigator. The air ride compressor will not come on. Checked all fusses and relays and they r good. The compressor will run when u straight wire it. Why won't it come on automatically?


I know you stated you checked all fuses and relay and they're ok but The 2003 Lincoln Navigator had two differently (wired) air ride systems. A early production and a late one, and I think I may have a good Idea of what your problem may be and will walk you through how to properly test the system. The early production navigators used a solid state compressor relay and the later production units used a standard style relay. The early ones with the solid state type has been known to have some problems and working for a Ford, Lincoln Dealer for 21 years I have replaced a good number of these solid state relay for a air ride compressor inoperative concern. There seems to be some confusion on the location of the solid state relay. I would advise you to look behind your front bumper on the passengers side of your vehicle (and below your headlight) and see if you have a 4 wire relay that's aluminum and finnd ribs on the front of it and I believe a black base where the wiring connector plugs in. (this will be mounted to the radiator support) if so, you Have got the early production style. I will walk you through how to test this relay and also help you to isolate the cause of your problem. I highly recommend using a volt ohm meter for these tests. I do not recommend using A TEST LIGHT due to the fact that you will be testing a circuit that is wired to the air ride control module, and there is a possibility of you damaging the module with a test light !!! I have been there, done that, NOT GOOD.
Ok with that said: your wire colors should be as follows:
one that's( gray and red)
another that's (light green and red)
another that's (dark blue and yellow)
and one that (light blue and pink).
Disconnect the connector at the relay and you'll be testing the wires in the connector (THAT HOOK UP TO THE RELAY). The air ride compressor and the air ride solid state relay share the same ground which is the light green and red wire.
Turn your volt ohm meter to dc volts scale and attach the black wire (NEGATIVE) lead of the volt ohm meter to the light green and red wire.
Hook the red lead of the volt ohm meter to the light blue and pink wire.
Here your volt meter should read battery voltage (of your car's battery) if not check the (F2-111) 50 amp designated fuse in the fuse box under the the dash on the passengers side (KICK PANEL).
If this fuse is ok, make sure you were making good contact with your test leads into the compressor relay connector.
If you're comfortable with the fact that you have a good connection at the relay connector and your fuse tested ok, then you have a ground problem at ground point G101 which is located right near the mounting location of the air ride relay.
If you had battery voltage when you tested between the (light green and red) and the light blue and pink wires, you have confirmed the power source and ground to the relay.
I should clarify myself at this point. The wires at the relay are as such: The ground is the light green and red wire, the light blue and pink is the fused power source to the relay, the dark blue and yellow wire is the relay trigger source from the air ride module to the air ride relay, and the grey and red is the relay output (battery +) to turn on the compressor. OK.
So now we're down to checking the trigger source to the relay and the relay output. At this point I want you to re-hook up the volt ohm meter with the meter still set at volts d/c scale and reconnect the (red lead) of the volt ohm meter to the (light blue and pink wire) and connect the (black) lead of the volt ohm meter to the dark blue and yellow wire (again at the relay connector).
Now this next step is best done with the help of an assistant!!
While watching your volt ohm meter, have your assistant turn on the key and open and close the drivers door two -to- three times. After cycling the door, you for a short time should see at least 5 volts minimum, if not battery voltage at your meter.
(this is a little bit unclear to me due to the fact the air ride module shows that the dark blue and yellow wire, as a ground from the air ride module to the relay. but does not clarify exactly what value that ground signal should be). I am referencing Fords own wiring diagram.
A solid state relay usally is allowed a trigger source of a lower voltage then a standard relay. If you find you have no voltage reading at your volt ohm on this test, you'll first want to check fuses F2-20 which is a 30 amp fuse and F2-27 which is a 5 amp fuse in the same fuse box as the F2-111 fuse you checked earlier.
The last test you need to make at the relay is checking the relay output to the compressor. This will be done by again using the volt ohm meter. This time you'll want to hook the black lead of the volt ohm meter to the light green and red wire at the reay connector and hook the red lead of the volt ohm meter to the grey and red wire at the relay connector. Again for this test, you'll need to have a assistant turn on the key, then recycle the drivers door again.
If the relay is working properly you should have battery voltage, aproximately 12 volts showing on your meter. If not and all other test procedures results were correct, you have a bad relay.
If you have 12 volts on this test we have confirmed the relay is good and the trigger signal from the air ride module is operating as designed.
If the pump runs like you said (when it is straight wired ) the remaining possiblity is a broke wire between the air ride relay to the air ride pump (this being the grey and red wire) which you can test by switching the volt ohm meter to the ohms scale and touching one lead of the meter to the grey and red wire at the relay connector and the other to the grey and red wire at the compressor (with the compressor and the relay both disconnected). Your reading here should be 0.5 ohms or less. If you have under 1.0 ohms you're ok but specs are 0. 5 or less.
If you have an auto ranging type ohm meter, be sure your reading in ohms and not kilo ohms or mega ohms.
If you find while performing the test from the air ride module to the air ride relay (dark blue and yellow wire) referenced as the trigger signal, incorrect and all fuses all checked o.k. then it is possible the air ride control module is defective. But, before condemning the module, there are a multitude of input signal;s to the module that would have to be checked.
WARNING: Make sure your tests are accurate. Good to check and re-check each test. Be confident of your results.
Inaccurate tests and inaccurate test results= unnecessary parts replacement. Results are large dollars spent when unneeded.
Hope this helps you out.thanks for using fixya

Jan 03, 2011 | 2003 Lincoln Navigator

1 Answer

L100 samsung digital camera usre manual needed


You can download the Quick Guide and the User Manual in a choice of languages from the manufacturer's web site at
http://www.samsung.com/us/support/supportDownloadCenter.do?prd_ia_cd=N0000338&prd_mdl_cd=EC-L100VBYA%2FCA&prd_mdl_name=SAMSUNG+L100

Nov 19, 2010 | Samsung L100 Digital Camera

1 Answer

What is code 42 for a pontiac 6000 and what do i do to fix it


. This is a common code that is often difficult to diagnose and scan tools can't help. The following understanding of how the electronic spark timing (EST) system works - what is taking place and why - is a big step toward a quicker and easier diagnosis of this circuit. When the engine is turning over, but below the run threshold of 400 RPM, the ECM holds the module's bypass voltage too low (0 volts) to energize its solid-state switch (ignition module). Another way of looking at the solid-state switch is to think of it as a relay. When voltage is applied, the relay is energized. With no voltage applied, the relay is de-energized. The pick-up coil/crank sensor pulses are amplified and shaped by the ignition module. These pulses are used to complete the circuit creating a magnetic field in the ignition coils primary winding that, when collapsing, will induce a high voltage in the secondary winding. Therefore, for every crank sensor/pick-up pulse, the coil is triggered. This is known as the bypass mode or module mode of operation. In this mode, the engine is running on the timing advance that is built into the ignition module. With the voltage low on the bypass wire, the EST is pulled to ground through a resistor in the ignition module. This keeps the voltage on the EST wire at around 300 mV. When the ECM sees the RPM over the run threshold, it will then apply 5 volts to the bypass wire that will activate the solid-state switch (relay). This in turn will switch the EST from ground to the base of the transistor that controls the primary coil. In this mode, the primary coil winding is being triggered by the altered signal sent out from the ECM. The ECM will alter the signal to the ignition module and control the timing based on the inputs from various sensors. This is referred to as the EST mode. This is how the system is designed to work! Now let's look at some of the things that can cause problems and set a Code 42. Under 400 RPM, no voltage on the bypass wire, the ECM expects to see low voltage (300 mV) on the EST line during this condition. If it sees 0 volts, indicating an open in the EST circuit - or higher than 500 mV - it sets a Code 42 and stays in the bypass mode. If the bypass line is open, or grounded, the ignition module will not switch to the EST mode. The ignition module needs the bypass voltage to activate the solid-state switch so the EST voltage will be low over 400 RPM and a Code 42 will set. If the EST line is grounded, the ignition module will switch to the EST - but because the line is grounded, there will be no EST signal. A Code 42 will set. To check the ignition module to see if the solid-state switch is capable of switching when the 5 volts are applied, the engine should not be running and the ECM connectors should be disconnected. An ohm meter and test light can be used. With the ohm meter on the EST circuit, it should read less that 500 ohms (in some cases, a lot less). Using a test light to battery voltage, probe the bypass wire. With this voltage applied to the bypass wire, the solid-state switch inside the ignition module should switch and the ohm meter on the EST circuit should go over 5,000 ohms. There is also another way to check this with the engine running: by removing the bypass and the EST wire from the module or ECM, run a jumper from the reference wire to the EST circuit. The reference signal is the signal that is used in the bypass mode to trigger the primary coil voltage. Apply 5 volts from one of the 5-volt reference circuits or a test light to battery voltage. This voltage on the bypass wire will activate the solid-state switch, in turn switching the module. On some models, the 5 volts or test light will have to be applied before starting or the motor will stall when the voltage is applied to the bypass. If the module is switching OK, the car will continue to run on the reference signal. If it stalls, the ignition module is not switching properly. There are some other checks that can be made when working with an intermittent Code 42. When using a digital volt ohm meter (DVOM), there should be 5 volts on the bypass wire. On the EST wire, with the engine running, there will be close to 2.3 volts. The EST is a 5 volt on/off digital signal, so with a volt meter you will see the average of the high and the low. With the EST signal being a digital on/off signal, if you have a meter that will read in Hz, you can also pick up a Hz reading on the EST wire. Normally, you will see about 28 Hz with the engine idling and will increase with RPM. If the EST circuit would become momentarily grounded, or open, the engine will cut out. The voltage reading will jump down to as low as 1.3 volts and the Hz reading will jump from as low as 17 to 128 Hz. If there is a problem in the EST circuit, the voltage on the bypass wire will not change. If the bypass wire is momentarily grounded or open, the reading on the EST wire will be the same as if it was grounding or going open, but unlike a problem on the EST circuit, the bypass voltage will be pulled low if it becomes grounded or goes open. If this happens fast enough, the engine will cut out. The voltages will vary, but the SES light will not come on and no codes will be set. With the EST circuit open, engine running, the voltage will stay low on the bypass wire and the ECM will not put out the 5 volts. With the EST shorted to ground, the voltage on the bypass wire will be high (5 volts) for a very short time (three seconds or less) then the ECM will remove the 5 volts. Using a min/max on the DVOM is the best way to see this voltage. With the bypass open, the EST circuit OK, the ECM will put out the 5 volts. By using a DVOM on both the EST and bypass wire, you can tap on the ECM, wiggle and tug on the wiring to see if the voltage or Hz reading will change. If it does, this is an indication that you have located the problem area.

Mar 17, 2010 | 1987 Pontiac 6000

1 Answer

Refrigerator is not cooling


Good day,
You will need an ohm meter to check the parts.
Your defrost system has failed.
It is made up of 3 components, 2 of which are located behind the rear panel in the freezer compartment.
Remove the rear panel. There is a cooling coil, that has a calrod heating element that runs along it's bottom. As well there is a defrost thermostat ( a small round 1" disk) which is located on the top of the same coil. Both should be checked with an ohm meter to test for continuity. The heater should read no more than 30 ohms, the thermostat ( IT MUST STILL BE COLD BELOW 30 DEGREES) should read zero ohms. Note: The heater rarely fails, the thermostat has a high failure rate.

The third item is a timer, or a solid state adaptive defrost control. Depending on age, and model, it is located , behind the kick plate on the bottom front.
Or, in the fresh food compartment on the roof.
If it is a timer, you can turn the timer shaft when the machine is running until the machine shuts off. With it still turned on, wait 40 minutes.
If the machine turns itself back on, the timer is O.K. if not, the timer is bad, and needs replaced.
If the Main heater checks O.K. and it has a solid state control, then replace the thermostat in the freezer compartment, and the solid state board.

Below is an excellant tutorial on defrost systems.

http://www.appliance411.com/faq/howdefrostworks.shtml
Thank you for using FixYa

Jan 20, 2010 | Nor-Lake Freezer Norlake Refrigeration 6'...

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