wnorth(at)sdccd.edu
Guest
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 Posted: Wed May 21, 2008 6:41 am Post subject: Battery Charge |
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This is not really an issue.
My hangar to run-up ramp to runway is about 300 feet of taxiway. By the time
I get done with the runup my load meter has dropped to 11 amps which is it's
normal duty for everything turned on except the lights and flaps. And I have
dual IFR and dual EFIS. Minimizing this with the 18AH I easily have an hour
to get the ground.
Wiring things as a load mater gives one a better picture of what is going on,
but even better one can use two shunts and STDP switch on the feed to the amp
gauge to have both a load meter and a charge indicator which gives you a
complete picture of alternator output and battery charge rate by simply
flipping the switch.
<<<<<<<<<<>>>>>>>>>>>>>
Discussion: One thing I think is often missed is that one should always
consider their battery as a "reservoir" of energy, only capable of offering
what
it
has on board. If the alternator goes Tango Uniform shortly after departure,
reservoir is depleted somewhat from bringing the mighty Lycoming to life.
And
if extended cranking prior to departure were the case, (cold temps, hot
starts, blown procedure, whatever...) reservoir just might be quite a bit
lower
than typical. Methinks it wise to consider remaining battery available based
on
general condition, plus most recent consumption & time recharging in the
event
of a failure...
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