Today's Message Index:
----------------------
1. 06:01 AM - Lowrance 2000C NMEA/DGPS Adapter cable NDC-2 (Sam Staton)
2. 06:06 AM - Lowrance 2000C NMEA/DGPS Adapter cable NDC-2 (Sam Staton)
3. 07:38 AM - Burnouts Arbitrary? ()
4. 08:11 AM - Re: Burnouts Arbitrary? (Robert L. Nuckolls, III)
5. 08:23 AM - Re: Lowrance 2000C NMEA/DGPS Adapter cable NDC-2 (Robert L. Nuckolls, III)
6. 09:10 AM - Re: battery chargers (Hopperdhh@aol.com)
7. 09:36 AM - Re: Lowrance 2000C NMEA/DGPS Adapter cable NDC-2 (bob noffs)
8. 09:37 AM - Re: battery chargers (David Lloyd)
9. 09:39 AM - Re: battery chargers (bob noffs)
10. 09:55 AM - Re: Lowrance 2000C NMEA/DGPS Adapter cable NDC-2 (David Lloyd)
11. 10:26 AM - Re: Lowrance 2000C NMEA/DGPS Adapter cable NDC-2 (Robert L. Nuckolls, III)
12. 10:30 AM - Re: battery chargers (Hopperdhh@aol.com)
13. 10:42 AM - Re: battery chargers (Robert L. Nuckolls, III)
14. 12:30 PM - Lamar DSX1240-1 Alternator overvoltage protection (Jeff Page)
15. 01:16 PM - Re: Burnouts Arbitrary? (Ed Gilroy)
16. 03:24 PM - Re: battery chargers (Robert L. Nuckolls, III)
17. 04:41 PM - Re: Lamar DSX1240-1 Alternator overvoltage protection (Robert L. Nuckolls, III)
18. 06:19 PM - Re: Lowrance 2000C NMEA/DGPS Adapter cable NDC-2 (Christopher Cee Stone)
Message 1
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Subject: | Lowrance 2000C NMEA/DGPS Adapter cable NDC-2 |
Folks -
I am attempting to get some use out of my orphan Lowrance GPS. I need
to obtain the adapter cable that allows it to talk to other devices. It would
seem that no one in this country has one for sale. My hope is that someone on
the list has one they don't need and we can make a deal. Thanks in advance!
Sam Staton
Jacksonville, Fl
(904) 223-9627
pj269@bellsouth.net
Sent from my iPad
Message 2
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Subject: | Lowrance 2000C NMEA/DGPS Adapter cable NDC-2 |
If I have multiple posted this, please forgive my error! I am trying to get some
use out of my orphan Lowrance GPS. I need to obtain the NMEA/DGPS adapter cable
(NDC-2, Lowrance part number 101-36). I have not been able to find one for
sale anywhere in this country. If someone on the list has one and doesn't have
a need for it, please contact me!
Sam Staton
Jacksonville, FL
(904) 223-9627
pj260@bellsouth.net
Sent from my iPad
Message 3
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Subject: | Burnouts Arbitrary? |
I have a Garmin 340 which burned up a main board a few weeks ago. Garmin ga
ve no particular excuse for the failure, so I thought I'd throw out the que
stion.
- Is it common for Audio Panels to self destruct? Mine is about 8
years old and worked normally up to the minute it failed.
- The repair was flat rate at $600.00 so I don't want to throw it
back in and have it go up in smoke again.
- Any tests I can perform? I am using 5 amp ATC fuse(s) for power.
I believe that is the recommended size.
- The audio cables are custom built from Approach Fast Stack and h
ave not been altered since new.
Thanks for the ideas.
Glenn
0
t
Message 4
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Subject: | Re: Burnouts Arbitrary? |
At 09:36 AM 3/3/2012, you wrote:
>I have a Garmin 340 which burned up a main board a few weeks ago.
>Garmin gave no particular excuse for the failure, so I thought I'd
>throw out the question.
>
>- Is it common for Audio Panels to self destruct? Mine is
>about 8 years old and worked normally up to the minute it failed.
No
>- The repair was flat rate at $600.00 so I don't want to
>throw it back in and have it go up in smoke again.
Did it actually 'smoke' . . . or at least smell bad?
>- Any tests I can perform? I am using 5 amp ATC fuse(s) for
>power. I believe that is the recommended size.
Sure, testing with a small fuse is one useful technique. I
use a current limited power supply for similar explorations.
You can set the short circuit current to any level from a
few milliamps up to full output from the supply. Let's you
explore a circuit's power management condition with little
risk of subjecting it to further damage.
Have you had it open? Can you see any char or signs of
overheating? A experienced bench technician can do the
sniff test and tell whether it's a component or burned
trace .. . but if it's a burned trace . . . it will be
obvious. Smoked integrated circuits can be hard to spot
sometimes.
Bob . . .
Message 5
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Subject: | Re: Lowrance 2000C NMEA/DGPS Adapter cable NDC-2 |
At 08:05 AM 3/3/2012, you wrote:
>
>If I have multiple posted this, please forgive my error! I am trying
>to get some use out of my orphan Lowrance GPS. I need to obtain the
>NMEA/DGPS adapter cable (NDC-2, Lowrance part number 101-36). I have
>not been able to find one for sale anywhere in this country. If
>someone on the list has one and doesn't have a need for it, please contact me!
You can make one for a few dollars. The pinouts are
here:
http://pinouts.ru/pin_GPS.shtml
Lowrance seems fond of propriatary connectors
so you might have to jury-rig a connector using
pins from another connector and some epoxy
putty to craft a "body". Looks messy but it works.
Bob . . .
Message 6
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Subject: | Re: battery chargers |
It would have to extend it by a lot of months to pay for itself. My last
PC680 lasted 5 years without any help from a battery tender. That includes
sitting for 3 or 4 weeks at a time during the Indiana winters with no
charger at all. I finally replaced it even though it was still cranking my
IO-360 fine, even on some hot starts that took 15 or 20 seconds. I was
starting to worry that the vibration could be getting to it. I didn't want it
to
blow up!!
You could buy another battery for less than the price of the battery
tender. Am I missing something here?
Dan
RV-7A - N766DH - flying 7 years
In a message dated 3/1/2012 6:32:40 P.M. Eastern Standard Time,
ralphmariafinch@gmail.com writes:
--> AeroElectric-List message posted by: Ralph Finch
<ralphmariafinch@gmail.com>
Aviation Consumer, October 2011, reviewed battery chargers and their
headline said:
Battery Chargers: VDC in a Walk
VDC makes the only low-cost aviation-specific charger and using it can
extend battery life by months. There are several models to pick from.
They have a charger specific to the Odessey:
http://www.batteryminders.com/batterycharger/catalog/BatteryMINDer-Aviation-
Specific-12-Volt-8A-Odyssey-Speci-p-16168.html
On Thu, Mar 1, 2012 at 8:30 AM, bob noffs <icubob@gmail.com> wrote:
> hi bob,
> saw a wedsite for ''aci'' battery chargers/tenders. are they really
> better? it does seem that sometimes my schumacher tender doesn't keep my
> odessey 620 fully charged.
> bob noffs
Message 7
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Subject: | Re: Lowrance 2000C NMEA/DGPS Adapter cable NDC-2 |
fwiw, i have found a hot glue gun really handy for ''potting'' some
things.i have used it for making a connector many times.
bob noffs
On Sat, Mar 3, 2012 at 10:23 AM, Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> nuckolls.bob@aeroelectric.com**>
>
>
> At 08:05 AM 3/3/2012, you wrote:
>
>>
>> If I have multiple posted this, please forgive my error! I am trying to
>> get some use out of my orphan Lowrance GPS. I need to obtain the NMEA/DGPS
>> adapter cable (NDC-2, Lowrance part number 101-36). I have not been able to
>> find one for sale anywhere in this country. If someone on the list has one
>> and doesn't have a need for it, please contact me!
>>
>
> You can make one for a few dollars. The pinouts are
> here:
>
> http://pinouts.ru/pin_GPS.**shtml <http://pinouts.ru/pin_GPS.shtml>
>
> Lowrance seems fond of propriatary connectors
> so you might have to jury-rig a connector using
> pins from another connector and some epoxy
> putty to craft a "body". Looks messy but it works.
>
> Bob . . .
>
>
Message 8
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Subject: | Re: battery chargers |
Dan,
Many battery "maintainers/tenders" are well under $25 and do a very good
job. That is certainly less than the cost of a new Gill or Concorde.
David
-------------------------------------------------------------------------
-------
----- Original Message -----
From: Hopperdhh@aol.com
To: aeroelectric-list@matronics.com
Sent: Saturday, March 03, 2012 9:08 AM
Subject: Re: AeroElectric-List: battery chargers
It would have to extend it by a lot of months to pay for itself. My
last PC680 lasted 5 years without any help from a battery tender. That
includes sitting for 3 or 4 weeks at a time during the Indiana winters
with no charger at all. I finally replaced it even though it was still
cranking my IO-360 fine, even on some hot starts that took 15 or 20
seconds. I was starting to worry that the vibration could be getting to
it. I didn't want it to blow up!!
You could buy another battery for less than the price of the battery
tender. Am I missing something here?
Dan
RV-7A - N766DH - flying 7 years
In a message dated 3/1/2012 6:32:40 P.M. Eastern Standard Time,
ralphmariafinch@gmail.com writes:
<ralphmariafinch@gmail.com>
Aviation Consumer, October 2011, reviewed battery chargers and their
headline said:
Battery Chargers: VDC in a Walk
VDC makes the only low-cost aviation-specific charger and using it
can
extend battery life by months. There are several models to pick
from.
They have a charger specific to the Odessey:
http://www.batteryminders.com/batterycharger/catalog/BatteryMINDer-Aviati
on-Specific-12-Volt-8A-Odyssey-Speci-p-16168.html
On Thu, Mar 1, 2012 at 8:30 AM, bob noffs <icubob@gmail.com> wrote:
> hi bob,
> saw a wedsite for ''aci'' battery chargers/tenders. are they
really
> better? it does seem that sometimes my schumacher tender doesn't
keep my
> odessey 620 fully charged.
> bob = Use ilities ay - MATRONICS WEB
FORUMS - List Contribution Web Site p;
Message 9
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Subject: | Re: battery chargers |
thanks bob, as the prop was sent out to be shortened i guess no time like
the present to pull the battery and get a load test done.
bob noffs
On Thu, Mar 1, 2012 at 10:42 PM, Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> nuckolls.bob@aeroelectric.com**>
>
>
> At 06:23 PM 3/1/2012, you wrote:
> hi bob, i have had the schumacher 1562[?] on my 620 every day of the
> battery's life. plane only first flew last fall so battery has not gotten
> much use but it is at least 5 yrs old. charging is usually not an issue but
> twice battery would not crank engine on initial start up.
>
> Any time the battery wont crank the engine after
> sitting on a maintainer for any length of time,
> The charger, the battery or both are suspect.
>
>
> i was going to have the battery load tested but then it functioned fine so
> the feeling went away. strange but it only took 20-30 minutes to bring the
> battery up to full charge with a 12 AMP CHARGER.
>
> Which suggests that the battery is down to 6 a.h. or so.
>
>
> Anyway, i don't mean to imply i have a problem i am looking for answers
> to. i was curious about this ''new'' charger as they more or less stated
> that fiberglass mat batteries require a different type of maintainer.
>
> Not true . . .
>
>
> These new chargers have starting amps of 1,3, or 7 amps and taper down
> from there. was wondering if conditions might stop a schumacher from
> getting battery to full charge?
>
> If it's a real charger/maintainer and features a top-off
> cycle of 14.5 volts or more, then any size charger will
> bring any size battery up to snuff. It's just a matter of
> time.
>
> My portable power batteries (50AH and 32 AH in parallel)
> have been brought up on a 0.7A Battery Tender. The light
> may stay red for a couple of days but it eventually
> gets the job done.
>
>
> I usually see 14 volts when i think to check it. i couldn't say what
> voltage was on the 2 occasions it wouldn't turn over the engine.
>
> Suggest you do a cap-check on the battery. What
> you've related thus far suggests the battery
> is not airworthy.
>
>
> Bob . . .
>
>
Message 10
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Subject: | Re: Lowrance 2000C NMEA/DGPS Adapter cable NDC-2 |
Bob,
Thanks for the link to GPS receiver "pin-outs.....
Dave
____________________________________________
----- Original Message -----
From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
Sent: Saturday, March 03, 2012 8:23 AM
Subject: Re: AeroElectric-List: Lowrance 2000C NMEA/DGPS Adapter cable NDC-2
> <nuckolls.bob@aeroelectric.com>
>
> At 08:05 AM 3/3/2012, you wrote:
>>
>>If I have multiple posted this, please forgive my error! I am trying to
>>get some use out of my orphan Lowrance GPS. I need to obtain the NMEA/DGPS
>>adapter cable (NDC-2, Lowrance part number 101-36). I have not been able
>>to find one for sale anywhere in this country. If someone on the list has
>>one and doesn't have a need for it, please contact me!
>
> You can make one for a few dollars. The pinouts are
> here:
>
> http://pinouts.ru/pin_GPS.shtml
>
> Lowrance seems fond of propriatary connectors
> so you might have to jury-rig a connector using
> pins from another connector and some epoxy
> putty to craft a "body". Looks messy but it works.
>
> Bob . . .
>
Message 11
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Subject: | Re: Lowrance 2000C NMEA/DGPS Adapter cable NDC-2 |
At 11:36 AM 3/3/2012, you wrote:
>fwiw, i have found a hot glue gun really handy for ''potting'' some
>things.i have used it for making a connector many times.
> bob noffs
Yes! I've steered away from using hot-glue connector
work-arounds in mobile environments. It gets pretty
hot inside some closed vehicles and that stuff softens
easily. But it's been very useful as a potting compound. I've
"spider-webbed" circuits together onto the back side
of a d-sub connector, mounted in a sturdy copper-clad
box and supported the components with hot-glue. Even
when soft, it will provide adequate support to the
components and, of course, it is non-conductive.
Bob . . .
Message 12
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Subject: | Re: battery chargers |
Hi David,
I agree with you on the type of battery you mention. Although, I don't
know anything about a $15 tender. If the electrolyte level gets low you can
have an explosion. How do I know that?!!
The tender in the link costs about $200 and is specific to the Odyssey.
The Odyssey has a very slow self discharge rate compared to wet batteries,
and shouldn't need to be charged unless there is a constant load of some
kind on it. My plane doesn't have anything drawing current when it is off.
Dan
In a message dated 3/3/2012 12:38:19 P.M. Eastern Standard Time,
skywagon@charter.net writes:
Dan,
Many battery "maintainers/tenders" are well under $25 and do a very good
job. That is certainly less than the cost of a new Gill or Concorde.
David
____________________________________
----- Original Message -----
From: _Hopperdhh@aol.com_ (mailto:Hopperdhh@aol.com)
(mailto:aeroelectric-list@matronics.com)
Sent: Saturday, March 03, 2012 9:08 AM
Subject: Re: AeroElectric-List: battery chargers
It would have to extend it by a lot of months to pay for itself. My last
PC680 lasted 5 years without any help from a battery tender. That includes
sitting for 3 or 4 weeks at a time during the Indiana winters with no
charger at all. I finally replaced it even though it was still cranking my
IO-360 fine, even on some hot starts that took 15 or 20 seconds. I was
starting to worry that the vibration could be getting to it. I didn't want it
to
blow up!!
You could buy another battery for less than the price of the battery
tender. Am I missing something here?
Dan
RV-7A - N766DH - flying 7 years
In a message dated 3/1/2012 6:32:40 P.M. Eastern Standard Time,
ralphmariafinch@gmail.com writes:
<ralphmariafinch@gmail.com>
Aviation Consumer, October 2011, reviewed battery chargers and their
headline said:
Battery Chargers: VDC in a Walk
VDC makes the only low-cost aviation-specific charger and using it can
extend battery life by months. There are several models to pick from.
They have a charger specific to the Odessey:
http://www.batteryminders.com/batterycharger/catalog/BatteryMINDer-Aviation-
Specific-12-Volt-8A-Odyssey-Speci-p-16168.html
On Thu, Mar 1, 2012 at 8:30 AM, bob noffs <icubob@gmail.com> wrote:
> hi bob,
> saw a wedsite for ''aci'' battery chargers/tenders. are they really
> better? it does seem that sometimes my schumacher tender doesn't keep my
> odessey 620 fully charged.
> bob = Use ilities ay - MATRONICS WEB FORUMS -
List Contribution Web Site p;
href="http://www.matronics.com/Navigator?AeroElectric-List">http://www.matronics.com/Navigator?AeroElectric-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
(http://www.matronics.com/Navigator?AeroElectric-List)
(http://www.matronics.com/contribution)
Message 13
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Subject: | Re: battery chargers |
At 11:38 AM 3/3/2012, you wrote:
>thanks bob, as the prop was sent out to be shortened i guess no time
>like the present to pull the battery and get a load test done.
LOAD and CAPACITY. That's one of the characteristics of
SLVA batteries that tends to convince us they are
flightworthy when in fact, they may not be.
Their internal impedance is so much lower than a
flooded battery that their capacity might well have
dropped below your design goals for battery-only
operations and still get the engine started.
One of our members just completed the 'po boy's
cap checker described here:
Emacs!
After you've LOAD tested a battery to see what current it
will deliver when loaded down to 9v for 15 seconds, you
recharge it and put this fixture on it, set the clock for
noon (or midnight) and push the button. The relay will
pull in and light the lamp thus placing about a 4A load
on the battery. Adjust the number and size of lamps in
parallel to get a load that approximates your alternator-out
loads.
When the relay drops, the clock stops and you've got a
benchmark for how well the battery will support your
electro-whizzies with a failed alternator. Batteries
are mostly replaced in the heavy GA iron because they
won't power the goodies . . . not because they won't
start the engine.
Bob . . .
Message 14
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Subject: | Lamar DSX1240-1 Alternator overvoltage protection |
Does anyone have additional information concerning the Lamar 40A
alternator, part number DSX1240-1 ?
A fellow builder purchased one from his engine builder and wants to
add overvoltage protection.
The website seems to be non-functional at the moment, so I have
attached the diagram provided in the minimal installation
instructions. If the attachment doesn't come through, you can see the
diagram here:
http://www.qenesis.com/Temp/LamarDSX1240-1.jpg
To me, it looks like the separate connection for the field wire should
work nicely with a typical overvoltage protection circuit designed to
pop the breaker.
Does anyone have specific knowledge or experience to know this will work ?
The "alternator warning light" wiring is incompatible with an
overvoltage protection circuit, since after the breaker has popped,
the indicator cannot possible come on.
Does anyone know if that indicator, supplied by another circuit, would
correctly indicate a low voltage condition if the field supply is
disconnected by the popped breaker ?
Thanks,
Jeff Page
Dream Aircraft Tundra #10
Message 15
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Subject: | Re: Burnouts Arbitrary? |
Is your avionics fan working? Lost a Garmin GPS to that a few years back.
Sent from my iPhone
On Mar 3, 2012, at 10:36 AM, <longg@pjm.com> wrote:
> I have a Garmin 340 which burned up a main board a few weeks ago. Garmin g
ave no particular excuse for the failure, so I thought I=99d throw out
the question.
>
> - Is it common for Audio Panels to self destruct? Mine is about 8
years old and worked normally up to the minute it failed.
> - The repair was flat rate at $600.00 so I don=99t want to t
hrow it back in and have it go up in smoke again.
> - Any tests I can perform? I am using 5 amp ATC fuse(s) for power
. I believe that is the recommended size.
> - The audio cables are custom built from Approach Fast Stack and h
ave not been altered since new.
>
>
> Thanks for the ideas.
>
> Glenn
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
> 0
> t
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 16
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Subject: | Re: battery chargers |
At 12:29 PM 3/3/2012, you wrote:
Hi David,
I agree with you on the type of battery you
mention. Although, I don't know anything about a
$15 tender. If the electrolyte level gets low
you can have an explosion. How do I know that?!!
Let us consider the Odyssey Technical Manual which
may be downloaded from:
http://www.odysseyfactory.com/documents/US-ODY-TM-001_0411_000.pdf
First, I searched for the word "explosion" and didn't find
it.
Next I searched for the word "damage" and I find it
5 times. The word is used 4 times in the context of
mechanical damage to the battery or damage to surroundings
due to leakage.
The 5th time is used on page 13 in the context of discussing
deep discharge recovery processes. Techniques that may be
successful in recovering a battery that has been BADLY
DISCHARGED without benefit of a timely recharge.
The tender in the link costs about $200 and is
specific to the Odyssey. The Odyssey has a very
slow self discharge rate compared to wet
batteries, and shouldn't need to be charged
unless there is a constant load of some kind on it.
Or it was put away in a discharged state . . . like you've
just spent the afternoon trolling, mowing the yard with
a DC electric lawn mower, etc. etc. In situations where
the battery is used to supply a major portion of it's
rated capacity on each discharge cycle, then recharging it
in a gentle, prescribed manner may be of some benefit
to service life. But consider the use in most automotive
applications including aircraft. You use 2 to 5% off the
top to get the engine started. Then the alternator stuffs
the energy back in at a prodigious rate set by what ever
the alternator supplies over and above the vehicle's
requirements.
After some period of operation, the battery is soon topped
of and presumably remains so until the next time the
battery master is flipped on during pre-flight. It' is
quite possible . . . nay probable that all batteries aboard
airplanes are never ministered to by precision chargers . . .
further, it's not clear how a battery would benefit from
attendance by a precision charger if you DID have AC
in the hangar and plugged the airplane in until the next
flight. The particularly robust nature of the AGM battery
was cited by another reader who offered:
It would have to extend it by a lot of months to
pay for itself. My last PC680 lasted 5 years
without any help from a battery tender. That
includes sitting for 3 or 4 weeks at a time
during the Indiana winters with no charger at
all. I finally replaced it even though it was
still cranking my IO-360 fine, even on some hot
starts that took 15 or 20 seconds. I was
starting to worry that the vibration could be
getting to it. I didn't want it to blow up!!
You could buy another battery for less than the
price of the battery tender. Am I missing something here?
Concerns for blowing up AGM batteries have no foundation
in physics of design or fact of service. The majority
of liberated oxygen and hydrogen gasses never get out of
the mats else they would not be available for recombination.
I would encourage interested readers to compare the recommended
3-step charge profiles for AGM batteries. By the way, the
Odyssey is but one of MANY AGM products all of which will
benefit from the same sort of (Step 1) CC charge, (Step 2)
CV top-off, (Step 3) CV sustenance at just over the open-circuit
terminal voltage so as to offset self-discharge currents.
The product literature shown at
http://tinyurl.com/745n3tr
gives rise to a number of questions.
(1) Exactly what is meant by "aviation specific"?
The percentage of batteries used in airplanes compared
to all other applications is a spit in the ocean.
Exactly what makes the battery worthy of $200 chargers
just because it's bolted to an airplane?
(2) Then there is the "Odyssey specific" thing. I spent
a day touring the Enersys facilities in Mexico, MO a
few years back. Got to walk through the highly automated
factory and spend several hours in a conference room drinking
their sodas while a bevy of engineers and marketing people
assured me and my colleagues that the Enersys products were
drop-in replacements for Gill, Concorde, Rebatt . . . you
name it. Not one individual mentioned anything about special
considerations for Enersys products bolted to airplanes or
chargers necessary to maximize service life of an Odyssey
product.
In fact, aside from their 'pure lead' plates and highly
automated manufacturing processes, there were no claims
to fame other than absolute quality in comparison with
other AGM products . . . no special treatments expected.
(3) Then there's that "desulfator-conditioner" thing.
Skipp Koss and I have discussed the marketing hype
phenomenon surrounding so-called desulfation techniques.
A battery that is badly discharged and allowed to sit
will indeed suffer from the effects of large crystal
formation that degrades the battery's performance. The
deep discharge recovery techniques described in the Odyssey
manual cited above are about word for word equal to the
techniques described by Concorde (and I presume others).
The "aviation specific" device described does not claim
to conform with those recovery techniques. The word "sulfate"
is not mentioned in any context in the Odyssey manual.
Wikipedia speaks rather well to the sulfation process
here:
http://en.wikipedia.org/wiki/Desulfation#Sulfation_and_desulfation
But in particular, consider these statements . . .
"Sulfation can be avoided if the battery is fully
recharged immediately after a discharge cycle."
and this one . . .
SLI batteries (starting, lighting, ignition; i.e.
car batteries) have less deterioration because
they are used more frequently vs deep cycle
batteries. Deep cycle batteries tend to require
more desulfation, can suffer from overcharging,
and can be in a very large bank which leads to
unequal charging and discharging.
As discussed earlier, it's a design goal to (1) use very
little of the battery's capacity to star the engine
followed by (2) a recharge event whereupon the battery is
(3) held in a high state of charge as a reserve source
of energy in the event of alternator failure.
In this type of service, the battery can be expected to
perform for hundreds of flight cycles as long as the
battery is not put away in a degraded state of charge.
(4) Then there's the guarantee:
"We guarantee to significantly increase both your
battery's life and performance
or we will refund 100% of your money within one (1) full year. This is in
addition to our five (5) year "no hassle" warranty."
Not sure what all that means . . . but exactly how
is John Q Public pilot supposed to make a quantitative
evaluation the this charger's performance as he chooses
to use it on his airplane? Without having laboratory
grade data on batteries that failed too soon to compare
with batteries blessed with their "aviation specific" charger,
how would the dissatisfied consumer have a basis for
complaint?
(5) Then there's this notion that the battery being
put away in the hangar is suffering from any state of
discharge that calls for a kinder-gentler-precision
recharge.
(6) Finally, there's a statement in the Odyssey manual
to the effect . . .
"Small, portable automotive and powersport
chargers may also be used to charge your ODYSSEY
battery. These chargers are generally designed to
bring a discharged battery to a state of charge
(SOC) that is high enough to crank an engine.
Once the engine is successfully cranked, its
alternator should fully charge the battery. It is
important to keep in mind the design limitations
of these small chargers when using them."
and this. . .
"All ODYSSEY batteries can be quickly charged.
The graph below shows their exceptional fast
charge characteristics at a constant 14.7V for
three levels of inrush current. These current
levels are similar to the output currents of
modern automotive alternators. Table 6 and Figure
7 show the capacity returned as a function of the
magnitude of the inrush current."
"Standard internal combustion engine alternators
with an output voltage of 14.2V can also charge
these batteries. The inrush current does not need
to be limited under constant voltage charge.
However, because the typical alternator voltage
is only 14.2V instead of 14.7V, the charge times
will be longer than those shown in Table 5."
and finally this . . .
"Another class of chargers is designed
specifically to maintain a battery in a high SOC.
These chargers, normally in the 3/4 amp to 11/2
amp range, are not big enough to charge a deeply
discharged ODYSSEY=AE battery. They must only be
used either to continuously compensate for
parasitic losses or to maintain a trickle charge
on a stored battery, as long as the correct
voltages are applied. It is very important,
therefore, to ensure that the ODYSSEY battery is
fully charged before this type of charger is connected to it."
From Odyssey's own literature, we find that their
batteries can be charged under a host of protocols
as long as limits are observed. I'll argue that the
last paragraph is misleading . . .
I've used Battery Tenders for years that only put
out 3/4 of an amp or so. While under the supervision
of one of these chargers I get these behaviors
http://www.aeroelectric.com/Pictures/Curves/Battery_Tender_Recharge.pdf
with a 1.5 Schumacher I get this
http://www.aeroelectric.com/Pictures/Curves/schumacher_3.jpg
When cap-checked after being on one of these chargers,
I've had no indication whatsoever that the batteries
were incompletely charged.
I cannot see that the performance of these chargers is
inconsistent with what I read in the Odyssey technical
literature (or anyone else's for that matter. As to these
devices being "too small" . . . I put a fully charged 33 AH
AGM battery on a 100 mA constant current source and in less
than 2 minutes, the terminal voltage rose to over 15 volts.
I put the battery on a 14.7 constant voltage and in
a few minutes, the charge current had fallen to under
100 mA. From this I infer that ANY size charter is
probably capable of reaching and holding a top-off
level of 14.2 to 14.7 volts and dropping to a maintaining
level of 13.2 or so based on a nominal 'trigger' current
for calling the battery charged.
The point being that small chargers are capable of
boosting the terminal voltage to the ranges recommended
by Odyssey and others . . . it may just take more time.
Bottom line is that for the way we use batteries in cars
and airplanes (small percentage discharge cycles),
there is little benefit for having any sort of charger
. . . and at most, a $30 wall-wart Battery Tender or
this $20 Schumacher from WalMart will suffice.
Emacs!
The whole "aviation specific" and "desulfation" business
is lacking foundation for either effectiveness or necessity.
Further, specialized recharging protocols are indicated
when trying to recover a badly depleted battery . . . but
not when putting your airplane away at the end of the day.
Bob . . .
Message 17
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Subject: | Re: Lamar DSX1240-1 Alternator overvoltage protection |
At 02:28 PM 3/3/2012, you wrote:
Does anyone have additional information concerning the Lamar 40A
alternator, part number DSX1240-1 ?
A fellow builder purchased one from his engine builder and wants to
add overvoltage protection.
The website seems to be non-functional at the moment, so I have
attached the diagram provided in the minimal installation
instructions. If the attachment doesn't come through, you can see the
diagram here:
http://www.qenesis.com/Temp/LamarDSX1240-1.jpg
To me, it looks like the separate connection for the field wire should
work nicely with a typical overvoltage protection circuit designed to
pop the breaker.
This diagram has the look, feel and smell of the
classic, internally regulated automotive alternator.
Modification for external regulation (Like the
B&C products) -OR- external OV protection
for the existing regulator (like PlanePower)
are the most practical approaches.
Either one requires a knowledgeable disassembly
and surgery to add OV protection to the field
supply circuit. Alternatively, one can add a
b-lead contactor and ov sensing as depicted
here:
http://www.aeroelectric.com/PPS/Adobe_Architecture_Pdfs/Z24-Interim.pdf
My best recommendation is to accomplish the
necessary changes to remove the existing
regulator and re-wire for external regulation
typical of the Z-figures.
Bob . . .
Message 18
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Subject: | Re: Lowrance 2000C NMEA/DGPS Adapter cable NDC-2 |
I have one left over from a RV-8 project...
Let me know if you are still interested...
Chris Stone
RV-8-2
Newberg, OR
On Sat, Mar 3, 2012 at 5:59 AM, Sam Staton <pj260@bellsouth.net> wrote:
>
> Folks -
> I am attempting to get some use out of my orphan Lowrance GPS. I
> need to obtain the adapter cable that allows it to talk to other devices.
> It would seem that no one in this country has one for sale. My hope is that
> someone on the list has one they don't need and we can make a deal. Thanks
> in advance!
>
> Sam Staton
> Jacksonville, Fl
> (904) 223-9627
> pj269@bellsouth.net
>
> Sent from my iPad
>
> Do not archive
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