Today's Message Index:
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1. 07:29 AM - Re: fusible link downstream of circuit breaker (johnbright)
2. 08:14 AM - Re: Re: fusible link downstream of circuit breaker (Robert L. Nuckolls, III)
3. 09:50 AM - Re: Odyssey Batteries (Robert L. Nuckolls, III)
Message 1
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| Subject: | Re: fusible link downstream of circuit breaker |
Schematic edited to delete fuses and relays between injector bus and battery buses.
--------
John Bright, RV-6A 25088, at FWF
O-360, 8.5:1, vert sump, dual SDSEFI EM-5-F
Z-14 modified for EFI
Newport News, Va
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=491769#491769
Message 2
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| Subject: | Re: fusible link downstream of circuit breaker |
At 08:25 PM 10/10/2019, you wrote:
>
>Whenever fuses are connected in series, there is a chance that both
>could blow. Consider increasing the 15 amp fuses to 20 or 30 amps.
>
>--------
>Joe Gores
better yet . . . one protective device
per feeder with that protection located
as close as practical to the source.
Fusible links are baby brothers to
'current limiters' . . .
Emacs!
These are for protection of power distribution
feeders and their stated ratings are exceedingly
conservative . . . they will generally continuous
carry several times their "nameplate" rating
as do fusible links.
http://aeroelectric.com/Mfgr_Data/Fuses_and_Current_Limiters/Bussman/ANL_Specs.pdf
Note spec sheet cited above says an ANL35
trip curve goes parallel to infinite trip-time at
about 95 amps! A 22AWG fusible link has a "nameplate"
rating on the order of 7A with a continuous
carry of more than 20A.
http://aeroelectric.com/Pictures/Wire/22AWG_20A.pdf
They stand off hazards for hard faults against
upstream batteries. You will rarely
find these used on small aircraft but
they can be useful . . . like extending
the feeder from a fused bus to the
breaker in a crowbar ov protection
system. But they are NOT substitutes
for fuses. They do have good and useful
applications where the physics of the
risk so indicates.
Bob . . .
Message 3
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| Subject: | Re: Odyssey Batteries |
At 06:38 PM 10/10/2019, you wrote:
<kellym@aviating.com>
>
>Yes that is the document for reconditioning. It
>does not discuss the most common cause of
>decreased capacity. I didn't search for the
>discussion, but recall quite a bit about folks
>on Vans Air Force experiencing very short life,
>say under 2 yrs, with Odyssey batteries from
>using maintainers that were not optimized for AGM batteries.
Color me skeptical . . .
On one hand, svla batteries and 'pure lead'
products are marketed as the super-
robust direct replacement for flooded
cell batteries.
Quoting from their website:
Emacs!
They go to great lengths to promote
maintenance-free features of the
gas-recombinant chemistry. I don't know
what that 'overall power' quality is.
On the other hand, I observe no disclaimer
stating that "3 times the life" can only be achieved
by visiting this website where we read:
"BatteryMINDers=AE from VDC Electronics are guaranteed
to double or triple the life of most batteries
while improving their performance.
To suggest that a battery maintainer
should be "optimized" for AGM is
not supported by the numbers.
A pre-mature failure of a battery stored
on a maintainer calls for verification
the maintainer's ability to support
ANY battery.
I've owned dozens of SVLA batteries
of all sizes that were maintained on
generic Batter Minders/Battery Tenders
for YEARS with no appreciable loss of
capacity much less total failure.
I recall an Enersys admonition some
years back suggesting that their house
holy-watered maintainer should be used
to optimize service life of their
products. But like all medicine-show
promotions, they offered no numbers
or operational profiles explaining
how their maintainer differed from a
Battery Tender or a Schumacher product.
Nor did they offer any explanation of
the differential physics of AGM vs.
flooded that begged for special
treatment.
Battery failure is an inarguable fact . . .
but too often, deduction of cause-
effect-and-remedy are not supported
by the physics.
Suspicion is warranted when conflicting
philosophies are offered by factions
of the same industry. Good example:
There's a constellation of battery
'desulfation' devices on the market,
some are even patented. Still more
variants are described in popular DIY
literature. Each claims to apply
the 'magic' hammer that breaks up
lead-sulfate molecules thus restoring
teh battery's original function.
To date, I've seen no laboratory study
on the efficacy of any particular technique.
A few months ago, I purchased a Battery
Minder Plus . . .
https://tinyurl.com/y2gtxl7q
. . . fellow Lister Steve Stearns
sent me a soggy svla battery as
a test article for evaluating my
new purchase. I've been doing
short and long (5 mos) term testing
and will publish the results when
I get time . . . don't expect any
fireworks or joyous bell ringing.
In the mean time, if you've got a
battery maintainer of ANY stripe,
don't pitch it to buy some super-
whizzy battery maintenance product.
Measure the terminal voltage of your
'stored' battery after say, a week
or more on your existing maintainer.
If the voltage is 12.9 to 13.4 then
it's just fine . . . no matter what
kind of lead-acid battery you have.
I just checked Steve's test article
after 3+ months . . . it's 13.19
volts. I think the 'new and improved'
Battery Minder is probably an adequate
maintainer . . . but its restorative
qualities, if any, are yet to be
demonstrated.
Bob . . .
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