Today's Message Index:
----------------------
1. 04:24 AM - Re: Antennas (Bobby Paulk)
2. 07:52 AM - Re: Power-Sonic LiFePO4 (Hypersport) (Patrick Brannan)
3. 08:48 AM - Re: two-battery, fuel pump circuit protection (Patrick Brannan)
4. 04:51 PM - Re: Re: Antennas (rd2)
Message 1
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As an old analog guy in a digital world I don't understand why an antenna on a
hangar is prohibited. I had several on the outside of my hangar including a ham
3 element beam, a TV, and aircraft band. What is the 704 megaCYCLE antenna for
anyway.
Bobby
Old Geezer
Message 2
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| Subject: | Re: Power-Sonic LiFePO4 (Hypersport) |
Eric Page wrote:
> Curious... the battery that you tested appears to have been discontinued and
replaced with the PALP-50N18LAHY (Hyper Sport Pro). There is no mention on Power
Sonic's website of the PAL50N18L-AHY (Hyper Sport). Comparing the datasheets...
>
> OLD: https://www.power-sonic.com/wp-content/uploads/2019/02/PAL50N18L-AHY-technical-specifications.pdf
>
> NEW: https://www.power-sonic.com/wp-content/uploads/2021/05/PALP-50N18LAHY.pdf
>
> ...shows a capacity drop from 128Wh to 96Wh, and a weight drop from 4.63 lbs
to 3.75 lbs.
>
> If the "2021/05" in the new datasheet's URL is a date, it would appear that the
change to "Pro" happened just a few months after your tests.
There are still a couple of the old model floating around out there. The shelf
life on a lifepo stored properly is supposed to be at least 10 years, but I have
no idea how was that verified.
Be aware that the specified weight is incorrect. The real weight is a little over
6lb. That's probably where the extra capacity comes from. I forget the exact
number. But it weighs more than 4.63 lbs.
I believe that the demand for quality LiFePO4 powersports batteries is huge and
PowerSonic is probably adjusting to this market rapidly. The powersports batteries
market (infrequently used equipment in general) is massive. You can put
lifepo in your motorcylces, lawn mowers, atv's etc and throw away your trickle
chargers. Everything just starts. Every time.
That doesn't necessarily make them all appropriate for aviation use. Just food
for thought.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=507061#507061
Message 3
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| Subject: | Re: two-battery, fuel pump circuit protection |
johnbright wrote:
>
> You have not said what alternators you are considering for your single alternator
dual battery system.
>
> No, I don't know why Note 24 in Aeroelectric Connection says "...In any case,
the diode bridge should be located as close as practical to the critical systems
input power connection." In Z101, feeds in and out of the diodes are short
and infused.
>
I think the diode bridge being located close to the equipment is because the downstream
wiring is a single point of failure. It also has two fuses in parallel
feeding it. I'm not sure I've thought through all the ramifications of that
setup. Maybe I have it wrong.
I have the B&C LX60 with the LR3D-14 controller.
I think it's best that backup battery is isolated from the charging system and
main battery in normal operation. Putting an appropriate diode and fuse, SDS recommends
30A, between each battery and the engine bus seems like the best way
to keep the backup online and feeding the engine regardless of what happens to
the rest of the system. There also needs to be switches and / or relays to isolate
the batteries for testing.
Depending on the backup battery used, having a contactor or relay that allows the
backup to be charged by the alternator and to provide emergency power to the
field and critical equipment might be a good idea. I lean toward having two
batteries, each capable of starting the engine. SDS makes a point that you cannot
hand prop an engine with the SDS system installed. I'm assuming that means
that if the prop stops in air, I will need to use the starter to get it going
again. I need to verify this with SDS.
At low altitude I would keep the aux battery contactor (the alternate feed to the
main bus not the engine bus) off so that the only thing the backup battery
can do is run the engine.
The 20 or 30 amp, self-exciting backup alternator is tempting. But I'm not sure
it's justified in this case. I have inverted oil system that picks up oil from
the vacuum pump pad. That's all set up already. I know that there is an adapter
that can pull oil even if a vacuum pump is installed, but not sure it's worth
the effort and do not know how oil flow might be affected. Two batteries,
each of which will keep the plane in the air for at least one hour, seems adequate.
I just have to make sure that the pilot knows when there is a failure.
Preflight will include checking the charge levels of both batteries.
Regarding your defrost, I've had two "interesting" experiences with canopies frosting
over. Once in a sailplane and once in an A-6. It's one of those things
you don't think about until it all goes wrong.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=507062#507062
Message 4
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Antenna on hangar - too lengthy to explain limitation based on convoluted interdependencies
between airport authority, FBO and tenants. In this case similar
to asking your FSDO to approve taking your handheld GPS along. (Say what ???!!!).
So, ask no more :)
As far as 704 mhz - it's the cell freq of my IoT box SIM card to turn on/off engine
heater, battery charger etc. remotely via my cell phone. IoT is mainly for
less frequent control, costs in my case $50/yr.
----- Original Message -----
From: Bobby Paulk <bobbypaulk@comcast.net>
Sent: Thu, 26 May 2022 07:23:41 -0400 (EDT)
Subject: AeroElectric-List: Re: Antennas
As an old analog guy in a digital world I don't understand why an antenna on a
hangar is prohibited. I had several on the outside of my hangar including a ham
3 element beam, a TV, and aircraft band. What is the 704 megaCYCLE antenna for
anyway.
Bobby
Old Geezer
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