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Steve Kelly
Joined: 08 Jul 2016
Posts: 18
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 Posted: Wed Aug 24, 2016 5:42 pm Post subject: Re: Battery charging |
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Okay, some more info.
I have a glastar with an O-320 and a B&C 40 amp alternator and LR3C.
The main battery is an Odyssey 680 mounted on the firewall.
Battery #2 is the 9 ah located in the back behind the baggage compartment. A #14 wire runs from batt #2 forward to the on-off-on switch, then to the aux bus. The charging wire is a separate #20 with the diode that runs from the main bus to Batt #2.
The main current draws are the com- .6A recieve and 3A transmit, and the GRT Sport. Don't know the draw on this offhand, it has a 3A fuse. Cockpit lite is a small led. Other equipment in the panel is a GTX327 and a GRT EIS4000.
I have been doing test and setup on the com and flight display but haven't paid attention to the time to discharge. If I got an hour that would be plenty.
Not planning to fly IFR. At least not intentionally.
Steve
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nuckolls.bob(at)aeroelect
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| Posted: Wed Aug 24, 2016 6:39 pm Post subject: Battery charging |
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At 08:42 PM 8/24/2016, you wrote:
| Quote: | --> AeroElectric-List message posted by: "Steve Kelly" <amsk22(at)gmail.com>
Okay, some more info.
I have a glastar with an O-320 and a B&C 40 amp alternator and LR3C.
The main battery is an Odyssey 680 mounted on the firewall.
Battery #2 is the 9 ah located in the back behind the baggage compartment. A #14 wire runs from batt #2 forward to the on-off-on switch, then to the aux bus. The charging wire is a separate #20 with the diode that runs from the main bus to Batt #2.
The main current draws are the com- .6A recieve and 3A transmit, and the GRT Sport. Don't know the draw on this offhand, it has a 3A fuse. Cockpit lite is a small led. Other equipment in the panel is a GTX327 and a GRT EIS4000. I have been doing test and setup on the com and flight display but haven't paid attention to the time to discharge. If I got an hour that would be plenty. |
How about putting an ammeter in the line,
turn all the goodies on and measure it?
But assuming 5a, you can certainly expect
a hour of support from this battery.
But why a 9 a.h. battery at about 8 pounds
when you can have UNLIMITED support of
those same loads and have 3A left over . . .
for about 1/2 the weight?
An SD-8 on your vacuum pump pad will
give you 8A+ at cruise. If you had Z13/8
installed, simply closing the alternate
feed switch would give you an hour of
ground ops and still start the engine.
Better yet, the design problems you're
wrestling with go away along with the
preventative maintenance and periodic
replacement costs of a second battery.
If it were my airplane with a un-used
vacuum pump pad, Z13/8 would be my first
choice. It's a two-layer system with
exceedingly low risk.
Bob . . .
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nuckolls.bob(at)aeroelect
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| Posted: Thu Aug 25, 2016 8:42 am Post subject: Battery charging |
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At 08:42 PM 8/24/2016, you wrote:
| Quote: | --> AeroElectric-List message posted by: "Steve Kelly" <amsk22(at)gmail.com>
Okay, some more info.
I have a glastar with an O-320 and a B&C 40 amp alternator and LR3C.
The main battery is an Odyssey 680 mounted on the firewall.
Battery #2 is the 9 ah located in the back behind the baggage compartment. A #14 wire runs from batt #2 forward to the on-off-on switch, then to the aux bus. The charging wire is a separate #20 with the diode that runs from the main bus to Batt #2.
The main current draws are the com- .6A recieve and 3A transmit, and the GRT Sport. Don't know the draw on this offhand, it has a 3A fuse. Cockpit lite is a small led. Other equipment in the panel is a GTX327 and a GRT EIS4000. I have been doing test and setup on the com and flight display but haven't paid attention to the time to discharge. If I got an hour that would be plenty. |
How about putting an ammeter in the line,
turn all the goodies on and measure it?
But assuming 5a, you can certainly expect
a hour of support from this battery.
But why a 9 a.h. battery at about 8 pounds
when you can have UNLIMITED support of
those same loads and have 3A left over . . .
for about 1/2 the weight?
An SD-8 on your vacuum pump pad will
give you 8A+ at cruise. If you had Z13/8
installed, simply closing the alternate
feed switch would give you an hour of
ground ops and still start the engine.
Better yet, the design problems you're
wrestling with go away along with the
preventative maintenance and periodic
replacement costs of a second battery.
If it were my airplane with a un-used
vacuum pump pad, Z13/8 would be my first
choice. It's a two-layer system with
exceedingly low risk.
Bob . . .
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Steve Kelly
Joined: 08 Jul 2016
Posts: 18
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| Posted: Thu Aug 25, 2016 12:05 pm Post subject: Re: Battery charging |
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So, I put the ammeter in line as you suggested. Interesting results. With everything in the cockpit on, even the transponder, engine monitor and all the lites it only drew 3.1 amps. Add 3 more when transmitting. Only things not included were the strobes and nav lites as the wing tips are sitting on the bench.
That's the first I've heard of the SD-8. Looks like nice backup system.
Actually the small battery only weighs about 5-1/2 lbs, and cost only $22. I will probably just replace it at annuals so the maintenance is just about zero. It should also help some on the wt and balance as the plans called for the battery to go in the back.
Again, the main use for this is on the ground. It was quite useful as I was working on the panel. Also I've already walked away forgetting to turn off the switch, and I haven't even taxied the plane yet.
Steve
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nuckolls.bob(at)aeroelect
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| Posted: Thu Aug 25, 2016 5:47 pm Post subject: Battery charging |
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At 03:05 PM 8/25/2016, you wrote:
| Quote: | --> AeroElectric-List message posted by: "Steve Kelly" <amsk22(at)gmail.com>
So, I put the ammeter in line as you suggested. Interesting results. With everything in the cockpit on, even the transponder, engine monitor and all the lites it only drew 3.1 amps. |
Good data.
| Quote: | Add 3 more when transmitting. Only things not included were the strobes and nav lites as the wing tips are sitting on the bench.
That's the first I've heard of the SD-8. Looks like nice backup system. |
Do you have a copy of the 'Connection? You
can download it at
http://tinyurl.com/pt97pha
or purchase a paper copy at
http://tinyurl.com/cgr42l5
Suggest you review chapter 17 and
Figure Z13/8 in the back of the book.
Your existing battery, if prudently maintained,
is the most reliable source of energy in your
airplane. See chapter on batteries. Using
the vacuum pump pad for something besides a
parking place for a cover plate makes a great
deal of sense in an all-electric airplane.
Z13/8 has been in publication now for about 20
years so it has a well received track record.
If the original design calls for a battery
in the back, I would seriously consider
putting your 680 back there. You've
got an all electric panel . . . Z13/8
offers system reliability on a par with
Lears and King Airs.
If you need ground power for development
and checkout work, consider an ac mains
power supply.
http://tinyurl.com/zwmvcpp
All the machinations involved in smoothly
integrating a second, small battery in a remote
location will go away . . .
If it were my airplane, it would be architectured
with Z-13/8.
Bob . . .
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nuckolls.bob(at)aeroelect
Guest
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| Posted: Fri Aug 26, 2016 6:01 am Post subject: Battery charging |
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At 03:05 PM 8/25/2016, you wrote:
| Quote: | --> AeroElectric-List message posted by: "Steve Kelly" <amsk22(at)gmail.com>
So, I put the ammeter in line as you suggested. Interesting results. With everything in the cockpit on, even the transponder, engine monitor and all the lites it only drew 3.1 amps. |
Good data.
| Quote: | Add 3 more when transmitting. Only things not included were the strobes and nav lites as the wing tips are sitting on the bench.
That's the first I've heard of the SD-8. Looks like nice backup system. |
Do you have a copy of the 'Connection? You
can download it at
http://tinyurl.com/pt97pha
or purchase a paper copy at
http://tinyurl.com/cgr42l5
Suggest you review chapter 17 and
Figure Z13/8 in the back of the book.
Your existing battery, if prudently maintained,
is the most reliable source of energy in your
airplane. See chapter on batteries. Using
the vacuum pump pad for something besides a
parking place for a cover plate makes a great
deal of sense in an all-electric airplane.
Z13/8 has been in publication now for about 20
years so it has a well received track record.
If the original design calls for a battery
in the back, I would seriously consider
putting your 680 back there. You've
got an all electric panel . . . Z13/8
offers system reliability on a par with
Lears and King Airs.
If you need ground power for development
and checkout work, consider an ac mains
power supply.
http://tinyurl.com/zwmvcpp
All the machinations involved in smoothly
integrating a second, small battery in a remote
location will go away . . .
If it were my airplane, it would be architectured
with Z-13/8.
Bob . . .
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http://www.matronics.com/Navigator?AeroElectric-List |
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