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Fred Klein

Joined: 26 Mar 2012
Posts: 503

Posted: Mon Sep 30, 2013 3:50 pm Post subject: Battery questions

All,



Are there any Europas flying w/ something other than an Odyssey 680, and would there be a good reason to choose another brand or type?



Experience and insights welcomed,



Fred

pestar

Joined: 11 Apr 2007
Posts: 61
Location: Auckland, New Zealand

Posted: Mon Sep 30, 2013 5:37 pm Post subject: Re: Battery questions

Fred



Do not have a Europa, but have a DynAero MCR-4S Rotax 914 powered.  I have just swapped my dual Odyssey batteries out for dual AeroVoltz (12 cell) Lithium Plumbate (they do not burn or ignite) batteries.



Reason



400 Cold cranking amps verse 170

20AH verse 7AH

2/3rds the weight and slightly smaller. Same height and width (just the length is shorter).



Did not need to swap my Odysseys but liked the look due to the all electric design of the 914.  Price approximately the same.



So far so good, use a Schicke GR6 regulator verse the Ducatti (approved by your LAA).



Cheers Peter

_________________
Peter Armstrong
Auckland, New Zealand
DynAero MCR-4S (Do not shoot me Smile

ptag.dev(at)tiscali.co.uk
Guest

Posted: Mon Sep 30, 2013 10:55 pm Post subject: Battery questions

Hi! Fred,  Answer .......two Odyssey 680's  on the passenger footwell in

parallel.  (initially prompted to get the Jabiru 3300 six cylinder to crank)

now in use with the 914 and a heavy duty starter is totally an instant

start. Stop fiddling on the edge and just go for it .

Regards

Bob Harrison G-PTAG 



--

ward.t(at)xtra.co.nz
Guest

Posted: Mon Sep 30, 2013 11:26 pm Post subject: Battery questions

Fred,

Try a Shorai Lithium iron (not ion) battery. Wonderful, powerful, expensive but brilliant for my Rotax 912s with the old original starter. New technology! Talk about light weight, small and so powerful!

Cheers,

Tim

See;

 		 	 	 		 			 				 					

Enjoy your Shorai LFX battery!  					

SHORAI INC.

 845 STEWART DR., SUITE C SUNNYVALE, CA 94085  					

See http://shoraipower.com for full product details and much more... Please use the on-site CONTACT form to ask us for help with installation, if needed.

  				

 			

 		



Tim Ward12 Waiwetu Street

Fendalton,

Christchurch,  8052

New Zealand.

ward.t(at)xtra.co.nz (ward.t(at)xtra.co.nz)

Ph 64 3 3515166

Mob 0210640221





On 1/10/2013, at 12:45 pm, Fred Klein <fklein(at)orcasonline.com (fklein(at)orcasonline.com)> wrote:

[quote]--> Europa-List message posted by: Fred Klein <fklein(at)orcasonline.com (fklein(at)orcasonline.com)>



All,



Are there any Europas flying w/ something other than an Odyssey 680, and would there be a good reason to choose another brand or type?



Experience and insights welcomed,

http://www.matronics.====================================================;        - MATRONICS WEB FORUMS -http://www.matronics.com/contribution

_-============================================================





[b]

frans(at)privatepilots.nl
Guest

Posted: Tue Oct 01, 2013 1:25 am Post subject: Battery questions

On 10/01/2013 01:45 AM, Fred Klein wrote:



 	  Quote: 	
		   Are there any Europas flying w/ something other than an Odyssey 680, and would there be a good reason to choose another brand or type?


	


My experience and insight:



First you need to establish how many amp hours you really need.



I have two Odyssey 310's. They each have half the capacity of a 680.

Although I have a switch to put both batteries in parallel, the truth is

that so far I have never needed it. My 914 has started fast and reliable

on just one battery (250 flight hours), and this includes the occasions

where I had to crank excessively due to the hot start problem (which I

have now solved by closing the fuel pump prematurely to empty the carb

bowl before the engine shuts down). I can't believe how much cranking

power there is in a 310.

So, for starting you don't need any larger battery than this.



The 914 is dependant on electrical power (and I believe your engine is

dependant as well). So, you may need to have electrical power when your

alternator dies. If this is the case then you need to do the math and

calculate how long you want to be able to fly with a dead alternator and

how much amp hours are needed for that (and multiply that with two

because of battery aging and other reasons).



Another way to solve this problem is to install two alternators in your

ship. Assuming that you don't want to go beyond this reduncancy, now you

only need your battery to start the engine. It might be that a second

alternator is lighter than a larger battery, so you will save some

weight and it gives some piece of mind that in case of an alternator

failure you don't have to worry about the remaining capacity and charge

state of the battery.



I decided to go that route and have a second alternator installed.



The reason to use two small batteries:

With two alternators and two batteries I could make two totally

independant electrical systems. I have two fuel pumps, each on a

different system. I have two GPS's, both on a different system. I have

CHT gauges and a coolant gauge, both are wired to a different system.

And so forth. In reality it means that one of the electrical systems may

give up the ghost completely, but I will still get home safely.

(I don't want to become stuck at the North Cape or to run out of options

above the Alps or over sea).



Another reason is that I wanted to be able to use the glider wings in

the future. While soaring I would just use one electrical bus (and not

worry about depleting the battery), and save the other battery for

starting up the engine again.



To safe some weight I decided to use only very small batteries. With my

system setup I only need the batteries to start the engine, and to prime

the alternator. I made a provision to connect both systems together in

case of starting problems, but I never needed it so far. (In flight it

is forbidden to interconnect both systems because it defeats the whole

redundancy).



Once in two years I take out the battery of bus B, put the battery of

bus A into bus B, and put a new battery in bus A. (Bus A is used for

starting up the engine). This means that I always have a relatively new

battery for starting, and the "old" battery will get an easy time for

the remainder of its usefull life and will only be used for powering up

the fuel pump before start. It is a cost effective strategy.



About the Lithium things: I have decided against it for various reasons.

Although I have not researched the subject once my ship was ready, there

are a few things I remember:

1) The cell voltage of lithium batteries is different thant that of lead

acid batteries. It means that you will get a somewhat different voltage

than all your avionics was designed for.

2) Lithium batteries have special charging requirements. It means in

reality that you can't connect the alternator and battery in parallel,

but there needs to be some piece of electronics in between. This will

become a weak spot in your ship with no redundancy.

3) Field maintenance will be more difficult. Batteries sometimes die. A

lead acid battery is easier to replace, a motorcycle battery can be

sourced everywhere and will get you home. Also field charging is easier.

4) The technology has not matured yet. Some batteries explode, others

have only few charge/discharge cycles, others require complicate

management systems, and others have a weird discharge curve (with either

too much voltage sag during discharge, or just too little so the end

will come as a sudden surprise).



So, in short:

1) If I want to build a light weight ship with a non electrical power

depenant engine, I would install just a Odyssey 310.

2) If I want to build a light weight ship with an electrical power

dependant engine, I would use two alternators and still a small Odyssey 310.

3) If redundancy is important, I would use two alternators and two small

Odyssey 310's.



In my scenario's there is no place for anything heavier than an Odyssey

310, unless of course I need to have some ballast in the rear of the

ship. Then I would favor a bigger battery over just a piece of dead lead.



Frans

christoph.both(at)acadiau
Guest

Posted: Tue Oct 01, 2013 3:52 am Post subject: Battery questions

Fred,

I have a Classic mount not allowing the heavy duty starter for the 912ULS.

Voltage stability during cranking is essential. So I decided to have

firewall forward a "Ballistic" 16 cell Lithium-Iron Battery cleared for

ATV's, large displacement motorcycles obtainable at any of those stores.

While the capacity for the largest obtainable model (16 cell) is only 9AH,

many comments online point to the fact that it holds cranking voltage

close to open cell voltage (13.4 Volts) while many OPB batteries drop as

much as to 10 Volts. Short term cranking amps are rated at 500A, the Rotax

starter takes only 60-70 amps.

I also saved 12 lbs weight, so the battery could be installed on the

firewall forward footwell Port side, effectively balancing out the extra

12 lbs extra weight for the Woodcomp SR3000/2 blade. The 2 blade saved me

another 10 lbs up front. B&W settles at 59.95 at 875lbs with a GRT Sport

plus conventional gauges. The 2-blade also has much less inertia when

starting, staying well below 3 bladed props, lowering kick back tendencies.

Because of the small starter and higher reported probability of kickback I

switched to the new fly wheel and new start retarding E-Modules.

Having logged 20+ test flying hours last week I noticed that the engine

cranks well. I compared the old modules with the new, the old being not

bad worth the new flywheel, but noticeable rougher. With the new modules

there is absolutely no kickback tendency and when shutting down I let her

settle on Right Magneto setting (one Module) for 10 seconds and she shuts

down without kicking. It is essential to do both mechanical and pneumatic

carb balancing. It needs to be done at different RPM. Smallest changes in

the linkages disturb a smooth operation. The Woodcomp came with custom

made Classic spinner and was already balanced at the factory. One less

thing to worry. Just bolts on.

The Ballistic battery comes with a special charging unit, quickly

recognized coming from the Radio Control market, weights very little and

also has cell balancing capacity which they say to apply once in a  while

to lengthen the life of the battery. Otherwise they say it works well with

all existing charging /regulator units for cars, motorcycles, etc. It

recharges fast at 5 Amps and can even be operated in the field directly

from a  car battery as it pushed the voltage up to where it is needed, up

to 10 cells (20 Volts). Max operating temps for the battery is 60 degree

celsius. I have an in cowling air temp sensor which indicates, with

classic installation, only a 10 degree celsius elevated air temperature (I

have no cold air inlet installed to save further 5 lbs weight - the

conical carbs such air right inside the cowling. After shut down it is

essential to open the 2 top cowling hatches to keep the under cowling air

temps at app. 40-45 degrees max. The battery was also wrapped in heat

shield material obtainable from race car stores.

So far it works. But you might notice I did put it in from of the

firewall, 787 permittingŠ

Cheers,

Christoph Both

#223 912ULS, Flying since SEPT 19, 20 hrs

Wolfville, Nova Scotia, Canada



On 13-09-30 8:45 PM, "Fred Klein" <fklein(at)orcasonline.com> wrote:



 	  Quote: 	
		  



All,



Are there any Europas flying w/ something other than an Odyssey 680, and

would there be a good reason to choose another brand or type?



Experience and insights welcomed,



Fred

christoph.both(at)acadiau
Guest

Posted: Tue Oct 01, 2013 3:55 am Post subject: Battery questions

Lots of extra weight in the footwell, though. 29lb more than with a

lithium having the same cranking capacityŠ

Christoph



On 13-10-01 3:54 AM, "Bob Harrison" <ptag.dev(at)tiscali.co.uk> wrote:



[quote]



Hi! Fred,  Answer .......two Odyssey 680's  on the passenger footwell in

parallel.  (initially prompted to get the Jabiru 3300 six cylinder to

crank)

now in use with the 914 and a heavy duty starter is totally an instant

start. Stop fiddling on the edge and just go for it .

Regards

Bob Harrison G-PTAG



--

christoph.both(at)acadiau
Guest

Posted: Tue Oct 01, 2013 3:58 am Post subject: Battery questions

Tim,

 See my comments to Fred – You were actually the Europa builder inspiring me to go for the iron-lithium, having your combination of engine/starter.

 So far an absolute delight. The Odyssee 680 is now in my friends BMW RT 1150.

 Christoph

 

 

 

 

   From: Tim Ward <ward.t(at)xtra.co.nz (ward.t(at)xtra.co.nz)>

 Reply-To: "europa-list(at)matronics.com (europa-list(at)matronics.com)" <europa-list(at)matronics.com (europa-list(at)matronics.com)>

 Date: Tuesday, 1 October, 2013 4:26 AM

 To: "europa-list(at)matronics.com (europa-list(at)matronics.com)" <europa-list(at)matronics.com (europa-list(at)matronics.com)>

 Subject: Re: Battery questions

 

 

 

   Fred,

 Try a Shorai Lithium iron (not ion) battery. Wonderful, powerful, expensive but brilliant for my Rotax 912s with the old original starter. New technology! Talk about light weight, small and so powerful!

 Cheers,

 Tim

 

 

 See;

     

Enjoy your Shorai LFX battery!  

SHORAI INC.

 845 STEWART DR., SUITE C SUNNYVALE, CA 94085  

See http://shoraipower.comfor  full product details and much more... Please use the on-site CONTACT form to ask us for help with installation, if needed. 



  

  

 

 

 

 Tim Ward 12 Waiwetu Street

 Fendalton,

 Christchurch,  8052

 New Zealand.

 

 

 ward.t(at)xtra.co.nz (ward.t(at)xtra.co.nz)

 

 

 Ph 64 3 3515166

 Mob 0210640221

 

 

 

 

 On 1/10/2013, at 12:45 pm, Fred Klein <fklein(at)orcasonline.com (fklein(at)orcasonline.com)> wrote:

 

 

  	  Quote: 	
		   --> Europa-List message posted by: Fred Klein <fklein(at)orcasonline.com (fklein(at)orcasonline.com)>

 

 All,

 

 Are there any Europas flying w/ something other than an Odyssey 680, and would there be a good reason to choose another brand or type?

 

 Experience and insights welcomed,

 wnload, 7-Day Browse, f="http://www.matronics.com/Navigator?Europa-List"> -= --> http://www.matronics.com/=================  	  Quote: 	
		  	
 

 	
 

 

     [quote][b]

frans(at)privatepilots.nl
Guest

Posted: Tue Oct 01, 2013 5:34 am Post subject: Battery questions

On 10/01/2013 01:54 PM, Christoph Both wrote:



 	  Quote: 	
		   Lots of extra weight in the footwell, though. 29lb more than with a

 lithium having the same cranking capacityŠ


	


This lithium iron battery may be a good battery indeed. (I just visited

the website) However, the pitfall here is that the manufacturer

specifies cranking power. In the FAQ of their website they explain that

the actual amp/hr rating is only one third. So, while a 18A/hr

lithium-iron battery may have more cranking power than an 18A/hr lead

acid battery, it has only 1/3 of the slow discharge capability. This

means that if your alternator dies, and you need 6 Amps to keep your

ship flying, you can't do this for three hours (as you would with a lead

acid battery of 18A/hr) but only for one hour.

It isn't bad, but certainly something you will want to know before the

unthinkable happens. If you want to have the same real amp/hours as with

your lead acid battery, I wonder how much the saving in weight would be.

Futhermore, I get the impression that they are not really that

enthousiastic about using standard alternators in parallel with the

battery. I see a lot of talking about recharging afterwards rather than

while driving. This may be because they market towards racers of course.

And Lithium batteries are not self balancing like lead acid batteries.

You will have to use balancing equipment to keep the battery in good shape.



Frans

Fred Klein

Joined: 26 Mar 2012
Posts: 503

Posted: Tue Oct 01, 2013 7:10 am Post subject: Battery questions

Bob, Tim, Christoph, and Frans...thank you for your thoughtful and detailed responses to my question.



I should have given more detail w/ my question...my engine is a 140 hp MPEFI engine by RAM Performance which is based on the Subaru...I have been using Fig. Z-19 from Bob Nuckolls' AeroElectric Connection, an electrical layout intended for a "Dual Battery, Single Alternator, Electronic Controlled Fuel Injection Engine", as a guide. Following it will build in the redundancy which Frans speaks of except for the single alternator...a shortcoming to be compensated for by using higher Amp/hr batteries which will be swapped out annually or bi-annually as Frans suggests.



Additional built-in redundancy derives from dual fuel pumps, back up battery for my EFIS, back up, independent GPS, and duplicate circuitry in the ECU.



In my case, for weight and balance considerations, my batteries will be aft, and at this stage of the game, it appears that lightweight batteries would not necessarily be beneficial.



..onward...



Fred

frans(at)privatepilots.nl
Guest

Posted: Tue Oct 01, 2013 8:11 am Post subject: Battery questions

On 10/01/2013 05:10 PM, Fred Klein wrote:



 	  Quote: 	
		   I should have given more detail w/ my question...my engine is a 140

 hp MPEFI engine by RAM Performance which is based on the Subaru...I

 have been using Fig. Z-19 from Bob Nuckolls' AeroElectric Connection,

 an electrical layout intended for a "Dual Battery, Single Alternator,

 Electronic Controlled Fuel Injection Engine", as a guide. Following

 it will build in the redundancy which Frans speaks of except for the

 single alternator...a shortcoming to be compensated for by using

 higher Amp/hr batteries which will be swapped out annually or

 bi-annually as Frans suggests.


	


Is it really not possible to get an additional alternator in it? EFI

tends to use quite some electrical power, and with batteries alone the

flight won't last very long.



 	  Quote: 	
		   In my case, for weight and balance considerations, my batteries will

 be aft, and at this stage of the game, it appears that lightweight

 batteries would not necessarily be beneficial.


	


Don't worry about constructing weight aft. I have both batteries aft,

but also have the strobe unit behind the D-panel, the ELT-unit, the

Flarm/ADS-B/Wifi antenna's and transreceivers, I could also have put the

transponder in the tail (except for the control head), you can put a HID

landing light in the fin, etc. If you need to get more weight aft, there

are plenty of opportunities without having to resort to dead lead or

even lead acid batteries.  And yes I like to have the CofG near the

aft limit. 



Thinking about it, there is another possibility for having reserve

electrical power for single alternator setups. A non-rechargable battery

for just the EFI is also an option. Non-rechargable batteries are able

to hold much more power per weight unit than their rechargable cousins.

There exist alkaline power packs for remote electrical fences which hold

quite some amp/hours in a small package, but of course they lack

cranking power and rechargability. But they have a lot of power in the

package, just what you need if you need to keep the EFI going. It is

just a thought that this might be more weight efficient than lead acid

batteries.



Frans

gholland(at)content-strea
Guest

Posted: Tue Oct 01, 2013 8:55 am Post subject: Battery questions

I have a small Ballistic battery in an vintage aircraft to power radio. No electrics and hand swung.It's performance is excellent. Several top things about it.

Small

Dimensions : 61mm (L) x 61mm (W) x 112mm (H)
Dimensions : 2.5" (L) x 2.5" (W) x 4.25" (H)Lightweight.



10% loss of charge over 1 year when stored.

Mine is the 4 Cell version of the EVO 2 and has following characteristics:

Weight: 444 grams (.979 lbs.)
Voltage (Charged): 13.6V
Amperage: 2.3 Amp/Hour
Lead Acid Equivalent Amperage: 8 Pb-eq/Ah
Burst Cranking Amps: 135amps
Operating Environment: -18°C (0°°F) to 60°C (140°F)Ordered mine via US EBay and imported to UK. The delivery costs were OK for the benefit.

Take a look: http://www.ballisticparts.com/products/batteries/batteries.php

Regards

Gerry



 Gerry Holland

gholland(at)content-stream.co.uk (gholland(at)content-stream.co.uk)

+44 (0)7808 402404

[img]cid:4C0DBE17-4DEB-411D-BF75-8C8AFF101B75[/img]White Ox Mead Airstrip, Bath. England

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Fred Klein

Joined: 26 Mar 2012
Posts: 503

Posted: Tue Oct 01, 2013 9:04 am Post subject: Battery questions

On Oct 1, 2013, at 9:11 AM, Frans Veldman wrote:

 	  Quote: 	
		  Is it really not possible to get an additional alternator in it? EFI

tends to use quite some electrical power, and with batteries alone the

flight won't last very long. 	




 	  Quote: 	
		  Thinking about it, there is another possibility for having reserve

electrical power for single alternator setups. A non-rechargable battery

for just the EFI is also an option. Non-rechargable batteries are able

to hold much more power per weight unit than their rechargable cousins. 	




Frans..as usual, you raise excellent questions along with innovative answers.

As one who has gone far afield from the standard build, I nonetheless have a "comfort zone" and endeavor to stay within it...for me to add a second alternator seems like a daunting task with potential unintended consequences. I seem to recall reading about or having a conversation w/ an A & P about differences between automotive and aircraft alternators...the salient point being that (for some reason) the automotive alternators are more reliable...but I speculate.

My EFIS (Dynon Skyview) has a back up battery module...and, for simplicity's sake, along with accepting that electronics is NOT my strong suit...I'll rely upon my mantra about "managing the degree of novelty", an arguably absurd claim given my decisions on my firewall forward set up.

Fred

kees de bussy

Joined: 16 Jul 2009
Posts: 18
Location: the netherlands

Posted: Wed Oct 02, 2013 12:11 am Post subject: Re: Battery questions

Fred,



I have an Odyssey 545 mounted on the rightside footwell. The 545 is a little smaller than the 680, has  somewhat less cranking power and saves about 1.3 kg over a 680. Although its smaller capacity it cranks and cranks and cranks my 912s for years, even in freezing cold wheather. 



For what it is worth.



Kees de Bussy

davidjoyce(at)doctors.org
Guest

Posted: Wed Oct 02, 2013 1:14 am Post subject: Battery questions

Fred, I would go along with the notion hat a single 

Odyssey battery ( or any modern equivalent - but not a 

conventional lead acid battery) is sufficient. It Has 

worked well for me for 12 years. Never needs charging. 

Starts first time in mid winter after being ignored for 3 

months. I do not see the need for doubling up. Once had a 

rectifier failure in the North Sea with perhaps 50 nm to 

go to land, but it was not an issue. Got all the way back 

to Gloucester without any drama! The engine carries on 

(even my 914 which has its electric fuel pump driven 

directly from the alternator and carries on in spite of 

rectifier failure or indeed if you switch off both master 

and alternator switches) and  you don't absolutely need 

any other form of electricity, although the battery has 

ample reserves to run a radio and a GPS (if it doesn't 

have it's own internal battery) for several hours. It is 

possible to imagine some really complex form of failure 

that could bring another battery into use,  but I have 

never heard of anyone having such a failure, and the 

weight of an extra battery + wiring is a heavy penalty to 

pay. Build light & fly further!

Regards, David Joyce, G- XSDJ



On Wed,  2 Oct 2013 01:11:19 -0700

  "kees de bussy" <keesdebussy(at)hotmail.com> wrote:

 	  Quote: 	
		   

<keesdebussy(at)hotmail.com>

 

Fred,

 

 I have an Odyssey 545 mounted on the rightside footwell. 

The 545 is a little smaller than the 680, has  somewhat 

less cranking power and saves about 1.3 kg over a 680. 

Although its smaller capacity it cranks and cranks and 

cranks my 912s for years, even in freezing cold wheather. 

 

For what it is worth.

 

 Kees de Bussy

 

 

 

 

 Read this topic online here:

 

 http://forums.matronics.com/viewtopic.php?p=409646#409646

 

 

 

 

 

 

 

Un/Subscription,

Forums!

Admin.

grahamsingleton(at)btinte
Guest

Posted: Wed Oct 02, 2013 1:26 am Post subject: Battery questions

Sounds reasonable David, the only caveat I can think of is a short on the main buss

which would flatten the battery.

This is the reason for Bob Nuckolds emergency buss which I think is a good idea

Graham



        From: David Joyce <davidjoyce(at)doctors.org.uk>

 To: europa-list(at)matronics.com 

 Sent: Wednesday, 2 October 2013, 10:13

 Subject: Re: Re: Battery questions

   

 

--> Europa-List message posted by: "David Joyce" <davidjoyce(at)doctors.org.uk (davidjoyce(at)doctors.org.uk)>

Fred, I would go along with the notion hat a single Odyssey battery ( or any modern equivalent - but not a conventional lead acid battery) is sufficient. It Has worked well for me for 12 years. Never needs charging. Starts first time in mid winter after being ignored for 3 months. I do not see the need for doubling up. Once had a rectifier failure in the North Sea with perhaps 50 nm to go to land, but it was not an issue. Got all the way back to Gloucester without any drama! The engine carries on (even my 914 which has its electric fuel pump driven directly from the alternator and carries on in spite of rectifier failure or indeed if you switch off both master and alternator switches) and  you don't absolutely need  any other form of electricity, although the battery has ample reserves to run a radio and a GPS (if it doesn't have it's own internal battery) for several hours. It is possible to imagine some really complex form of failure that could bring another battery into use,  but I have never heard of anyone having such a failure, and the weight of an extra battery + wiring is a heavy penalty to pay. Build light & fly further!

Regards, David Joyce, G- XSDJ



On Wed,  2 Oct 2013 01:11:19 -0700

 "kees de bussy" <keesdebussy(at)hotmail.com (keesdebussy(at)hotmail.com)> wrote:

 	  Quote: 	
		   --> Europa-List message posted by: "kees de bussy" <keesdebussy(at)hotmail.com (keesdebussy(at)hotmail.com)>

 

 Fred,

 

 I have an Odyssey 545 mounted on the rightside footwell. The 545 is a little smaller than  the 680, has  somewhat less cranking power and saves about 1.3 kg over a 680. Although its smaller capacity it cranks and cranks and cranks my 912s for years, even in freezing cold wheather. 

 For what it is worth.

 

 Kees de Bussy

 

 

 

 

 Read this topic online here:

 

 http://forums.matronics.com/viewtopic.php?p=409646#409646

 

 

 

 

 

 

 

 Un/Subscription,

 Frchive Search & Download, 7-Day Browse, Chat, gt; http://forums.matronics.com

;                   -Matt Dralcontribution" =======

h&jeuropa

Joined: 07 Nov 2006
Posts: 645

Posted: Wed Oct 02, 2013 5:03 am Post subject: Re: Battery questions

Fred,



We've used Panasonic LC-RD1217P batteries in our Europa since first flight.  They are a little less expensive than the Oddessy batteries.  



We once purchased a "look alike" battery which failed in a few hours!



We do load check the battery every year and find we replace it about every two years.



Jim & Heather

N241BW  

Mono 914

davidjoyce(at)doctors.org
Guest

Posted: Wed Oct 02, 2013 5:33 am Post subject: Battery questions

Jim, I have replaced my Odyssey every 5 + years so you may 

not be getting value for money! Regards, David Joyce, 

G-XSDJ

On Wed,  2 Oct 2013 06:03:28 -0700

  "h&amp;jeuropa" <butcher43(at)att.net> wrote:

 	  Quote: 	
		   

<butcher43(at)att.net>

 

Fred,

 

 We've used Panasonic LC-RD1217P batteries in our Europa 

since first flight.  They are a little less expensive 

than the Oddessy batteries.  

 

 We once purchased a "look alike" battery which failed in 

a few hours!

 

 We do load check the battery every year and find we 

replace it about every two years.

 

 Jim & Heather

 N241BW  

 Mono 914

 

 

 

 

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raimo.toivio(at)rwm.fi
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Posted: Tue Oct 08, 2013 11:33 am Post subject: Battery questions

I have a little Odyssey story:



once I forgot my IBBS (Integrated Battery Backup 

System) on for several weeks, which gives juice to 

my Gemini ADI (Tru Trak). It went empty and so 

went finally my lovely Odyssey. Normally there is 

like fixed 12,58 V but now hardly 4 V (four). I 

had a must to fly so I elected to fire upp engine 

w an external battery. I run the engine say 20 

minutes and after that session it was fireable by 

Odyssey only. I never noticed any failures in that 

brave battery but just in case I ordered a new one 

(Odyssey retail shop is just 10 km from here). Now 

I have a reserve battery, which is year modell 

2006, has been in use 6 years, went totally empty 

and still a new like. So far I will carry those 

extra kilos happily - want to hear more reports 

before updating more modern batt techs.



Cheers, Raimo

OH-XRT



My wife was licensed on Monday with w top ratings. 

Now I know how is it to try to sleep w a captain.





-----Alkuperäinen viesti----- 

From: David Joyce

Sent: Wednesday, October 02, 2013 4:32 PM

To: europa-list(at)matronics.com

Subject: Re: Re: Battery questions




<davidjoyce(at)doctors.org.uk>



Jim, I have replaced my Odyssey every 5 + years so 

you may

not be getting value for money! Regards, David 

Joyce,

G-XSDJ

On Wed,  2 Oct 2013 06:03:28 -0700

  "h&amp;jeuropa" <butcher43(at)att.net> wrote:

 	  Quote: 	
		   

 "h&amp;jeuropa" <butcher43(at)att.net>



Fred,



 We've used Panasonic LC-RD1217P batteries in our 

 Europa since first flight.  They are a little 

 less expensive than the Oddessy batteries.

 We once purchased a "look alike" battery which 

 failed in a few hours!



 We do load check the battery every year and find 

 we replace it about every two years.



 Jim & Heather

 N241BW  Mono 914





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Posted: Tue Oct 08, 2013 12:00 pm Post subject: Battery questions

Hi!Raimo,

I had two Odyssey 13 amp hour batteries in parallel for starting my 6 pot

Jabiru.  For in the region of 9 years and they never faltered .  I replaced

them about 3 years ago just because I got "cold feet " with the 914 Rotax

being all electric fuel pumps and replaced them like for like.  The old ones

are still used for slave purposes around the workshop and my caravan and

still hold a charge for a long while .

Congrats to Marke on doing her solo flight .

Regards

Bob Harrison  G-PTAG



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