Today's Message Index:
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1. 05:26 AM - Re: Static Events On Composite Airplanes (Freedance)
2. 05:26 AM - Re: Battery capacity test (Freedance)
3. 05:26 AM - Re: Residue on negative battery pole (Freedance)
4. 05:27 AM - Re: Some Thoughts on Z101 (Freedance)
5. 09:26 AM - Re: Re: Battery capacity test (Robert L. Nuckolls, III)
Message 1
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| Subject: | Re: Static Events On Composite Airplanes |
I have flown several different models of certified fiberglass aircraft IFR. These
aircraft are designed and built with conductive mesh throughout the airframe
to dissipate any static electricity build up. Despite this, on two different
occasions I have had severe problems with static while IMC requiring a diversion.
In one case it was so bad that the student was getting electric shocks through
the yoke. The other incident took out half the avionics and magnetized the
compass.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=506336#506336
Message 2
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| Subject: | Re: Battery capacity test |
The actual performance reduction of your battery, as a function temperature, could
be tested by simply repeating your test after warming the battery to room
temperature (which might take a few hours to warm). Something that would be interesting
to know, if you have time.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=506337#506337
Message 3
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| Subject: | Re: Residue on negative battery pole |
One good check is to pour a bit of water saturated
with some baking soda on it. If you get a good 'fizz'
then there's products of electrolyte corrosion in the
residue . . . otherwise it's something else.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=506338#506338
Message 4
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| Subject: | Re: Some Thoughts on Z101 |
The original goal was to craft a tinker-toy/leggo
style architecture offering a variety of mix/match
features. Each feature enjoyed two feed paths.
The presence of no feature was dependent on
configuration of other features (except for the
brownout booster which goes away if its target
bus is not installed
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=506339#506339
Message 5
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| Subject: | Re: Battery capacity test |
At 07:26 AM 3/18/2022, you wrote:
><PippaGibson6sQiY@yahoo.com>
>
>The actual performance reduction of your battery, as a function
>temperature, could be tested by simply repeating your test after
>warming the battery to room temperature (which might take a few
>hours to warm). Something that would be interesting to know, if you have time.
>
>
Agreed. There are numerous confounding conditions that
affect measured capacity of a battery . . . including
calibration of the measuring system.
The capacity measurement techniques described in the
'Connection are COMPARATIVE studies that help an
owner/operator make qualified decisions for replacement
of the ship's battery.
This means that every measurement taken must be
conducted under the same conditions as subsequent
measurements. Have battery sitting at room temperature
for at least 24 hours with a maintainer attached.
Then measure endurance under an identical load
to compare against previous measurements. Contemporary
wisdom suggests replacement at 80% of as-new
capacity.
Having said that, I'm assuming that 80% of as-
new represents a battery that still meets your
design goals for battery-only endurance. This
speaks to a practice of sizing endurance loads
and battery size such that an as-new battery
EXCEEDS endurance requirements by 25% or more.
CAPACITY speaks to battery only endurance;
voltage at the end of a simulated cranking
event speaks to getting the fan running up
front. Two entirely separate considerations.
Important considerations since a modern
SLVA product incapable of running the electro-
whizzies for the required time might still
get the engine running.
Of the two qualities, CAPACITY is the
biggest, meanest bear in the woods.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
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