Replies to This Discussion

Permalink Reply by David J. Beaulieu on September 3, 2015 at 8:20pm

Wayne,

Re two batteries on engine with mags - lot's of variables here and the operator variable is likely the largest.  I think it mainly depends on how you envision using your aircraft and how well maintenance is performed/trusted and how critical loss of battery power would be airborne or on the ground.  I will admit that it is harder for me to rationalize dual batteries on a non ECU engine with a primary mission of flying from point A to B under VMC versus an amphib doing remote operations with an ECU engine.  Individual risk tolerance and acceptance of increased complexity all figure into the eventual design.  The weight and form factors of the Lithium batteries do make them increasingly appealing as a possible back up electrical power source for more and more applications I think.  Though, a well maintained conventional battery is hard to beat, it is heavy but a tried and trued component within aircraft electrical systems.  I think many people are still waiting to see how all this new battery technology will work out over the long term.  In my case, using the 750 as a vehicle to access relatively remote areas and waterways, I am designing for redundancy and convenience at the cost of weight and slightly increased complexity.  Dual Lithium battery, dual starter contactors, dual ECU's, dual electric fuel pumps. dual EFIS.  I have decided that is acceptable / feasible for the way I envision using my project and what I would want to work when I need something to work.  This is all from a pilot's perspective, first time builder, novice maintenance apprentice, who is new to the experimental world and loves having options on what to build and incorporate into my own aircraft.  Once I actually start flying and using the plane I hope to have meaningful specific feedback, but for now,  this is all I got...

Cheers!

Dave

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Permalink Reply by Wayne Tyson on September 25, 2015 at 11:39am

Dave,

Thanks for the thoughtful response. I look forward to hearing more from you.

W

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Permalink Reply by John Carnett on September 28, 2015 at 2:30pm

I replaced my Odyssey with an EarthX 36D and have been very happy.  The first thing I noticed was the starter spun the engine considerably faster than the Odyssey, this will be handy in the colder weather.  Also two times now I have left the power switch on and ran the battery down to its safety cut off voltage.  I connected a small jumper battery to it and then connected a trickle charger and it came back alive and to full voltage quickly.  I have been very happy with the EarthX.

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Permalink Reply by Wayne Tyson on September 28, 2015 at 4:22pm

Thanks, everybody.

See: http://earthxmotorsports.com/product-category/experimental-aircraft

Are any of the "aircraft" battery models better than the ones made for motorcycles? How would y'all select a battery today, and which one (and why)?

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Permalink Reply by John Austin on September 28, 2015 at 4:48pm

The "Aerovoltz" LiFePO4 batteries are identical to the "Ballistic" brand. Someone at Aircraft Spruce said they just re-brand them for marketing/tracking purposes (and charge more for the "aircraft" battery!)

As far as I know, EarthX is the only LiFePO4 battery marketed to the experimental aircraft community that has an on-board battery management system - eliminates the need for balance charging that lithium batteries normally require and also protects the battery from over-charging and over-discharging - either of which can "kill" it!

John

N750A

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Permalink Reply by Wayne Tyson on September 28, 2015 at 5:38pm

Which EarthX battery would you buy today? There's one for $349 and another for $379 that are supposed to be "drop-in" replacements for the Odyssey (I guess that means the same or smaller dimensions?).

Wayne

N750MV

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