AeroElectric-List Digest Archive

Sat 07/13/13


Total Messages Posted: 4



Today's Message Index:
----------------------
 
     1. 09:03 AM - Re: Battery Cap Tester (jonlaury)
     2. 09:30 AM - Re: Re: Battery Cap Tester (Robert L. Nuckolls, III)
     3. 03:07 PM - Re: Battery Cap Tester (Robert L. Nuckolls, III)
     4. 03:44 PM - Re: Battery Cap Tester (Bill Putney)
 
 
 


Message 1


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    Time: 09:03:33 AM PST US
    Subject: Re: Battery Cap Tester
    From: "jonlaury" <jonlaury@impulse.net>
    [quote="nuckolls.bob(at)aeroelect"]At 11:01 AM 7/11/2013, you wrote: > > > > (snip)..... > > How old was the battery when this event occured? > > What are you using to charge the battery? Is it a smart > charger with a bulk/top-off/sustain profile? > > This accelerated self-discharge doesn't sound good > but it MIGHT be that your charger isn't topping > the battery off. Does it still crank the engine? > Have you conducted a cranking load test (how many > amps delivered after 15 seconds loaded down to > 9 volts)? > > If it's still cranking the engine, then the battery > should top off in flight with a bus of 14.4 to 14.6 > volts. But if the OCV drops that fast, then it's > almost a certainty that the battery is crippled. > > I've moved the po' boy's battery cap checker to > the front of the bench but its going to be awhile > before it's in a practical state of utility for > you. If you're flying this battery, you need some > faster data. Clip a 55w head-lamp bulb across the > battery and come back in 2 hours to check the > voltage. > > http://tinyurl.com/kgkxw3l > > If it's not at 11.0 volts or above, the battery > is toast. > > > > Bob . . . Bob, The battery was installed about 4-5 months before the pitot drain down occurred. It was being maintained by a Schumacher XC-10, set for 'Gel cell' per Schumacher recommendation after 'AGM' setting was pushing over the Odyssey max voltage of 15.5v. When the battery is topped off at about 13.5 volts, it readily spins the 6cyl, 350 ci Franklin with 10.5 : 1 compression through about 4, 5-7 sec start attempts before getting tired and at rest voltage starts sagging. Yesterday, after 24 hours on the XC-10, votage was at 14.67v. After disconnect and about 1.5 hrs, it was at 14.04v. I'll check it todayand I'll do the lamp test across the terminals too, and report. Thanks, John Read this topic online here: http://forums.matronics.com/viewtopic.php?p=404601#404601


    Message 2


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    Time: 09:30:52 AM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
    Subject: Re: Battery Cap Tester
    Bob, The battery was installed about 4-5 months before the pitot drain down occurred. It was being maintained by a Schumacher XC-10, set for 'Gel cell' per Schumacher recommendation after 'AGM' setting was pushing over the Odyssey max voltage of 15.5v. When the battery is topped off at about 13.5 volts, it readily spins the 6cyl, 350 ci Franklin with 10.5 : 1 compression through about 4, 5-7 sec start attempts before getting tired and at rest voltage starts sagging. Yesterday, after 24 hours on the XC-10, votage was at 14.67v. After disconnect and about 1.5 hrs, it was at 14.04v. That's not a 'bad' value. There is a period of time after charger disconnect until the battery terminal voltage falls to its nominal resting value. There are small variations between lead-acid technologies but they'll generally fall into this range of values. Emacs! These values are accurate only after a considerable 'resting interval' for removal of either a charger or a load . . . a 6-hour rest before measurement is probably reasonable. The fact that it will deliver 4 cranking cycles suggests that the battery is not seriously degraded . . . but a new we tested a new 18 a.h. battery on a high compression competition engine at 6 or 7 robust start cycles. Sounds like your battery is wounded but still serviceable. The self-discharge rate seems excessive . . . a reasonable hypothesis is that it's a symptom of the 'wounding'. Unless your design goals dictate that the battery support a e-bus for several hours, this battery may service your needs for some time. >I'll check it todayand I'll do the lamp test across the terminals >too, and report. Good move. Have you established an endurance load requirement for how you use your airplane? Bob . . .


    Message 3


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    Time: 03:07:26 PM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
    Subject: Re: Battery Cap Tester
    Hi John, > > Funny you should mention that. I've been on an archeological > dig on the workbench and uncovered a nicely fabricated > po' boy's cap checker sent to me for troubleshooting . . . Made a few drill chips this afternoon and got all the hardware mounted on the proof of concept Bat Cap Checker. Emacs! Emacs! All the holes have been plugged with screws. It's time to stuff the board and wire it up. This version is configured to run a battery down using the chosen load . . . in this case 3x55w lamps. When the test terminates, the lights will go out, the relay will drop and connect a charger to the battery for replenishment. Touching meter leads to BAT- and MTR+ will yield a voltage reading between 0 and 5 volts. 5 volts = 5 hours of endurance. Bob . . .


    Message 4


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    Time: 03:44:26 PM PST US
    From: Bill Putney <billp@wwpc.com>
    Subject: Re: Battery Cap Tester




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