Today's Message Index:
----------------------
1. 10:55 AM - OVM-14 MkIII (Robert L. Nuckolls, III)
2. 11:14 AM - Battery 'desulfator'/pulse-repair (Robert L. Nuckolls, III)
Message 1
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As promised, I trimmed up a proposed schematic and part
values list for the MKIII OVM-14. I could not devise
a practical way to us a FET for the crowbar switch and
still retain the original 2-wire functionality. Did find
a suitable, sensitive-gate SCR that would work.
Got a few things to clean up on the drawing and
some notes to add. I'll get it published to the
List yet today or in the morning. Need you guys
to 'comb' it for bugs.
I think I can get the parts to fit on a board
not much bigger than the original OVM . . .
decided to stay with a board-under-heat-shrink
with flying leads. Simple, effective and low
cost.
This version has a feature I probably should
have included in the original series of
CB-OVM products . . . a press-to-test
function. Past products had to be 'bench
tested'. Given the very low parts count
and robustness of parts, it was exceedingly
unlikely that they would fail within the
lifetime of the airplane . . . yet . . . being
able to periodically verify functionality
without removing from the airplane would be 'handy'.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
In the interest of creative evolution
of the-best-we-know-how-to-do based
on physics and good practice.
Message 2
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| Subject: | Battery 'desulfator'/pulse-repair |
I cruised around on youtube while on the
trip out west . . . there's a bucket-load
of videos on a constellation of battery recovery
techniques claiming to recover batteries
ranging from 'just a bit tired' to 'retrieved
from salvage'.
A variety of techniques included replacing
electrolyte with Epsom salts, shocking
with 50-200 amp chargers and praying
over them with various versions of 'smart
chargers'.
Some demonstrations were marginally beneficial
(previously dead battery would now start an
engine) to one demo that claimed recovery to
80% of new. The most important thing missing
from ALL the demonstrations was DATA secured
by CAPACITY TESTING and LOAD TESTING.
Just as a hedge on bolstering my own understanding
for the current state of art and science in
battery maintenance, I wrote to the Battery
Guru at Battery University to inquire of
the latest.
Here is his reply:
Bob,
There was so much written of sulfation but no one has a simple
solution. We are working with military organizations to also
get a better insight into dormant lead acid batteries.
Universities are also working on sulfation reversal. It
is possible but not always practical. Please see
also:
<https://batteryuniversity.com/article/bu-804b-sulfation-and-how-to-prevent-it>https://batteryuniversity.com/article/bu-804b-sulfation-and-how-to-prevent-it
Good luck and best wishes,
Isidor Buchmann| CEO
Cadex Electronics Inc.
22000 Fraserwood Way, Richmond BC V6W1J6
604.231.7777 phone | 604.231.7755 fax |
<http://www.cadex.com/>www.cadex.com
So . . . as of this point in time we can confidently
assert that there is yet no documented, repeatable
experiment supporting a notion that any products
or processes can claim great strides in battery
maintenance. Particularly batteries intended for
use in aircraft.
For us, marching orders are to USE and MAINTAIN
a battery so as to minimize irreversible damage
to the chemistry . . . and to swap out any
battery that does not meet minimal design goals
for continued airworthiness.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
In the interest of creative evolution
of the-best-we-know-how-to-do based
on physics and good practice.
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