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Battery question

 
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papadaddyo(at)tampabay.rr
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PostPosted: Mon Mar 26, 2007 5:44 pm    Post subject: Battery question Reply with quote

I’m thinking of going with the odyssey 680 for my battery choice. I thought about the 925 but I live in Florida and will generally not be where it gets meat locker cold (thin skin). Any thoughts on if this should be adequate for me? I will more than likely have a full electric IFR panel with dual electronic ignition.

Tim, don’t you have a backup system under your seats with several smaller batteries in series?

Rick Leach
40397
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Tim Olson



Joined: 25 Jan 2007
Posts: 2881

PostPosted: Mon Mar 26, 2007 6:02 pm    Post subject: Battery question Reply with quote

Yeah, I have a bank of 4 small 6v batteries in a series-parallel
arrangement to give 12V in a thin but long pack. I can't answer
the question on the crank between the 680 and 925, but I'm pretty
happy with the CG range and the operation of the aux battieries.

Tim Olson - RV-10 N104CD - Flying
do not archive
Rick Leach wrote:
Quote:
I’m thinking of going with the odyssey 680 for my battery choice. I
thought about the 925 but I live in Florida and will generally not be
where it gets meat locker cold (thin skin). Any thoughts on if this
should be adequate for me? I will more than likely have a full electric
IFR panel with dual electronic ignition.



Tim, don’t you have a backup system under your seats with several
smaller batteries in series?



Rick Leach

40397

*


*


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Vern(at)teclabsinc.com
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PostPosted: Tue Mar 27, 2007 7:19 am    Post subject: Battery question Reply with quote

With this talk about aux batteries got me thinking. How are people
limiting the charging of the second battery if the battery is of a
smaller capacity than the main battery? Is there some sort of charge
limiting circuit available or is there enough internal resistance in the
batteries to keep them from over charging?

Vern (#324 fuselage)

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carl.froehlich(at)cox.net
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PostPosted: Tue Mar 27, 2007 11:45 am    Post subject: Battery question Reply with quote

Both charge rate and total amp hours charged are a function of battery
voltage, battery internal resistance, alternator voltage and alternator
capacity. Assuming you have an alternator putting out 14.1 volts or so,
your charge voltage is the same for both batteries even though charge rate
may be different. In other words, for normal conditions having two
batteries of similar full charge terminal voltage it makes little difference
for them to be run in parallel on one alternator.

If however you have a battery with very low terminal voltage, it will draw
current from the battery with the higher terminal voltage. As this
condition implies you ran a battery into the ground, the right thing to do
is to try to recover the dead battery using an external charger with the
good battery disconnected, on the ground. If it does not come back, replace
it. If you are running two batteries because of dual electronic ignitions
and all electric panel (like my RV-8A), replace the battery anytime you
abuse it. I also replace one battery each annual (both are Odyssey PC625).
The old batteries have been just fine, but at $90 or so a battery this is
cheap insurance to make sure battery capacity (amphrs) is adequate to keep
the plane in the air under IFR conditions if the alternator and one battery
(or more likely battery wiring) fails.

Carl Froehlich
RV-10 (wings)
RV-8A (300 hrs)

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Vern(at)teclabsinc.com
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PostPosted: Tue Mar 27, 2007 2:12 pm    Post subject: Battery question Reply with quote

Carl,

Thanks for the reply. Using the same sized batteries and replacing one
each annual seems prudent and reasonable for an all electric airplane.
I'm to the point I need to get serious about the main electrical
schematic, but I'll have a better idea of my wants/needs after
Sun-N-Fun.

Thanks again,

Vern Smith (#324 fuselage0
Do not archive

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