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davestapa
Joined: 13 Mar 2007
Posts: 30
Location: Woodstock, GA
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 Posted: Sun Apr 01, 2007 1:05 pm Post subject: 2nd Flight-High Oil Temps |
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Yesterday I flew for the second time in N97DE. The previous reported
electrical problems were resolved by replacing the motorcycle supplied by
Skystar with an Odessay 680. No blown capacitors and it spins the prop at
start much faster. I can't say enough about this battery. We think the
old battery had a bad cell. It's too light for a boat anchor so I'll use
it as a personal security system and throw it at burglars or muggers.
However my oil temps were still high. I have the smooth cowl series 5
with a 912ULS. The oil cooler is in the standard location, inlet just
below the spinner. Most posts with this system complain they can't get
temps high enough. What am I doing wrong? I did notice that the line from
the tank to the cooler is close to the exhaust on the front left cylinder
and parallels it for several inches. I have braided stainless covered
hoses. Several people at the airport didn't think this could cause the
problem. But I am going to reroute it slightly and put a heat shield on
the exhaust. Also have ordered a cool collar for the oil filter. Any
other suggestions or things to look for?
I need to get back in the air.
David Estapa
Woodstock, GA
S5TD N97DE
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C. David Estapa
Woodstock, GA
S5TD N97DE |
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dosmythe(at)cox.net
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| Posted: Sun Apr 01, 2007 1:44 pm Post subject: 2nd Flight-High Oil Temps |
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David,
Speaking of the Odessay 680, that is the battery that's giving me
problems right now. I used to work a little part time for an experimental
helicopter company and that's what they used also. They had several of the
680's go bad. As a matter of fact, that's where I got mine. They had
another go bad and gave it to me for a replacement from Spruce. Anyway, I
have a very early way out theory as to why theirs and mine went bad so
fast.
I read somewhere that periods of non usage could cause early failure. Their
helicopters would sit for months without being used. My plane flew very
little last year. Just something to keep in mind. I still don't know if my
problem is the battery or not. Will take it to a battery specialist
tomorrow for test.
Don Smythe
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Lynn Matteson
Joined: 10 Jan 2006
Posts: 2778
Location: Grass Lake, Michigan
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| Posted: Sun Apr 01, 2007 4:01 pm Post subject: 2nd Flight-High Oil Temps |
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I have an Odyssey (corrected spelling via looking at my battery) 680
battery, and it performs flawlessly. I've had it in my plane for
nearly a year....240 hours. The first one I had in the plane got
cooked when an exhaust pipe broke off the engine, and the resultant
heat licked around the battery box, melted the end cell, and three
weeks later...yes, THREE weeks later...the battery died. I replaced
it with another Odyssey 680, and it's been starting my Jabiru 2200
engine every time I fly, which is about every 2-3 days including the
single digit F. temps here in Michigan's winters. Sometimes I had to
go 2 weeks without flying, and the battery needed no boosting during
these long periods, even though it was in the plane inside an
unheated hangar. I don't think I'll ever use anything but this battery.
Lynn
Kitfox IV Speedster...Jabiru 2200
On Apr 1, 2007, at 5:43 PM, Don Smythe wrote:
[quote]
David,
Speaking of the Odessay 680, that is the battery that's giving
me problems right now. I used to work a little part time for an
experimental helicopter company and that's what they used also.
They had several of the 680's go bad. As a matter of fact, that's
where I got mine. They had another go bad and gave it to me for a
replacement from Spruce. Anyway, I have a very early way out
theory as to why theirs and mine went bad so fast.
I read somewhere that periods of non usage could cause early
failure. Their helicopters would sit for months without being
used. My plane flew very little last year. Just something to keep
in mind. I still don't know if my problem is the battery or not.
Will take it to a battery specialist tomorrow for test.
Don Smythe
---
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_________________
Lynn
Kitfox IV-Jabiru 2200
N369LM |
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dosmythe(at)cox.net
Guest
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| Posted: Sun Apr 01, 2007 4:12 pm Post subject: 2nd Flight-High Oil Temps |
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Lynn,
That's a good report on the 680. Mine worked like a champ for over a
year but, like I said, there is a remote possibility that non-use might be a
bad thing. You have lots of hours on yours and that "might" be the answer
to longevity. Once I get mine tested and talk to the dealer, I'll report
back.
Don Smythe
Do Not Archive
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smokey_bear_40220(at)yaho
Guest
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| Posted: Sun Apr 01, 2007 6:03 pm Post subject: 2nd Flight-High Oil Temps |
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Don,
I have one of those $25 battery desulfator/chargers on
my plane's battery right now. It is supposed to
double your battery life, especially for infrequent
use.
The thing puts out very short pulses of high voltage,
so low current, to knock the sulfate off the plates.
I just started using it this year, so can't confirm it
works. But for $25, saving one battery change covers
it.
Kurt S. S-5/NSI turbo
--- Don Smythe <dosmythe(at)cox.net> wrote:
| Quote: | David,
Speaking of the Odessay 680, that is the battery
that's giving me problems right now..........
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smokey_bear_40220(at)yaho
Guest
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| Posted: Sun Apr 01, 2007 6:09 pm Post subject: 2nd Flight-High Oil Temps |
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Darn gang, I didn't change the subject line myself on
my reply. We keep missing this so it is hard to look
stuff up in the archive... Also some decide what to
read by the subject lines only. Us old folks need
frequent reminders.... ;-(
Kurt S.
Do not archive
--- Don Smythe <dosmythe(at)cox.net> wrote:
| Quote: | David,
Speaking of the Odessay 680, that is the battery
that's giving me
problems right now. I used to work a little part
time for an experimental
helicopter company and that's what they used also.
They had several of the 680's go bad.........
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Float Flyr
Joined: 19 Jul 2006
Posts: 2704
Location: Campbellton, Newfoundland
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| Posted: Mon Apr 02, 2007 12:12 pm Post subject: 2nd Flight-High Oil Temps |
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There is one unit out there mad by Pulse that actually takes power from the
battery to charge up a capacitor that then dumps the charge back into the
battery as a low voltage pulse. That unit is connected across the terminals
of the battery permanently. From what I understand it does the best
possible job of preventing any sulphating.
Noel
[quote] --
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Noel Loveys
Kitfox III-A
Aerocet 1100 Floats |
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smokey_bear_40220(at)yaho
Guest
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| Posted: Mon Apr 02, 2007 1:23 pm Post subject: 2nd Flight-High Oil Temps |
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Thanks for finding that Noel,
I've been looking for that type of unit.
There are +/- to each type. The plug-in type type
needs to have an outside source of power, but it
doesn't take power from the battery to work. It
maintains the charge.
The Pulse type aparently can be kept in place, but it
would seem you need to recharge the battery by use, or
external power, if use is infrequently. Operation of
the unit has to have some electrical cost.
I worry about any items that are hot off the battery
being jolted by both units, if left in place.
Probably not a problem on a plane with no clock
running on the battery, etc. But a car battery still
may power on-board computers, clocks, radio clocks and
memory, etc and these may not like the big jolt, no
matter how short the duration. I am onlu using mine
out of the plane.
Also I have a backup battery with the red top - the
capacitor - that I think would negate the effect from
either type. Lots of money could be saved if I don't
have to replace that thing too often.
If the Pulse Unit is low voltage, it may not be a
problem, but then how effective can it be for knocking
the sulfate off the cells?
I need to look into these further.
Thanks again Noel,
Kurt S. S-5
--- Noel Loveys <noelloveys(at)yahoo.ca> wrote:
| Quote: | There is one unit out there mad by Pulse that
actually takes power from the
battery to charge up a capacitor that then dumps the
charge back into the
battery as a low voltage pulse. That unit is
connected across the terminals
of the battery permanently. From what I understand
it does the best
possible job of preventing any sulphating.
Noel
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