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JohnInReno
Joined: 08 Sep 2007
Posts: 150
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 Posted: Tue Jan 28, 2014 10:56 am Post subject: Schumacher 1562 and PC 680 |
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I posted the following comment at Enersys.
| Quote: | I am having very bad luck with PC-680 batteries for use in a Vans Aircraft RV9A.
Purchased a PC-680 on 9/18/12 from Vans Aircraft.
Purchased a PC-680 on 9/13/13 from Aircraft Spruce.
Purchased a PC-680 on 1/22/14 from Batteries Plus in Chandler, AZ.
The airworthiness certificate was issued July 3, 2013 and I have about 75 hours on the plane. The latest failure left me stranded at the Chandler, AZ airport far from home. Is there any warranty on this?
|
Batteries #1 and #2 were religiously maintained on a Schumacher 1562A. The Odyssey Battery Approved 12V Charger List has this:
SC-2500A (no longer in production)
"No other Schumacher branded chargers are approved by ODYSSEY"
Battery #2 would not turn the starter but did operate the panel and fuel pump. After charging at the local FBO, it showed 12.5+ volts but dropped to 8v in 3 seconds under load. This symptom was confirmed when I purchased #3 at Batteries Plus.
I believe that Odyssey is saying that the Schumacher killed the battery after only 3 months.
This is the response from Odyssey:
Hello John,
Thank you for contacting EnerSys/ODYSSEY.
Unfortunately, due to the multiple consistent failures, this would indicate that the PC680 battery is not suited for your application or that it is not being properly maintained or charged. Charging and maintenance information has been provided below.
The PC680 powersports battery has a two year warranty (attached) for manufacturing defects. The warranty procedure requires that the battery be returned to the point of purchase (preferred) or to a participating ODYSSEY dealer or distributor for warranty support. No ODYSSEY dealer is required to offer assistance. It is not what we want to see but it is a fact. Batteries Plus, for example, has a policy of not warranting product not sold form one of their locations. Once received at a location, the battery voltage has to be a minimum of at least 8.0V, have a purchase date based on a receipt or ship date code date within the warranty period, and fails attempted recovery. If the battery is at least 8.0V, is returned within the warranty period, is not recoverable, and shows no signs of abuse or neglect such as bulging from overheating, overcharging or damage due to mishandling, the battery can be warranted. If the location will the warranty the battery then the battery can be warranted by the factory based on the information provided by the supporting location.
Charge maintenance is critical to maximizing the life and performance of any battery including the ODYSSEY battery. Here is a little ODYSSEY Battery 101…
Most batteries including AGMs are considered fully charged at 12.6-12.7V. This is not so for the TPPL AGM ODYSSEY battery. The usable energy of the ODYSSEY battery is from 11.2V (0% state of charge) OCV to 12.84V OCV (Open Circuit Voltage should be checked after a minimum of 6-8 hours rest period with no loads) or higher. When the battery goes below 10.0V OCV, you are getting into the chemical part of the battery and can cause permanent damage. At less than 8.0V the ODYSSEY limited warranty deems the battery over-discharged due to abuse or neglect, usually unintentional. At less than 6.0V the battery can develop reversed cells and once reversed, the cells cannot be reversed back. If the battery becomes over-discharged (below 11.0V OCV), then the sooner the battery can be fully charged properly, the better. If the battery remains connected to the application during storage for extended periods of non-use, an ODYSSEY program approved 12V maintainer can be used to prevent over-discharge and maintain the battery at a full state of charge and counteract the parasitic loads of the application. There is a link to a list of ODYSSEY program approved 12V chargers (and maintainers) linked on the ODYSSEY website Product Support page for your reference.
The list of approved 12V chargers is provided due to the many chargers that are programmed for the vast majority of batteries on the market that prefer low amp charging and lower float voltages that do not fully charge or maintain the ODYSSEY battery properly. The recommended charging current for an ODYSSEY battery is 40% of the 10 hour amp hour rating of the battery for cyclic or deep discharge applications (about 6A for a single 16Ah PC680), a constant float voltage of 13.5-13.8V (printed on the top label of the battery) and no constant voltages exceeding 15.0V in any kind of de-sulfation/reconditioning/equalize mode. At greater than 15.0V the battery can overcharge, overheat, and/or go into thermal runaway. Maintaining the battery at less than 13.5V will bring the battery down and maintain it in an undercharged condition causing premature sulfation and premature failure.
For seasonal applications (non-daily use applications that set for more than 3 days in a row frequently) regular use of an approved maintainer that meets the charge voltage requirements noted in the previous paragraph is highly recommended during the season. The preferred storage method is to fully charge the battery before storing and disconnect the battery from the application (shelf storage mode). Stored in or out of the application fully charged, with no loads, the battery would not require charging for up to 2 years at 77°F or until it reaches 12.0V, whichever comes first. The self discharge rate increases significantly for temperatures above 25°C (77°F) and for every 10°C (18°F) temperature increase the storage time to recharge is decreased by half. Charge maintenance is critical to maximizing the life and performance of the battery. Freezing will not harm the battery and self discharge rates reduce significantly at colder temperatures.
It is recommended that the ODYSSEY battery be charged if it is less than 12.65V when put into use per the ODYSSEY Owner’s Manual (link provided on website Literature page for your reference). Most standard alternators/stators are not meant to be deep discharge recovery chargers and can damage the alternator/stator as well as not fully charging the battery with limited use. The Cyclic Charge Voltage range printed on the top label of the battery is the recommended voltage at the battery from the applications charging system (alternator or stator). At less than 14.1V the battery may not be getting fully charged for infrequently used applications. You can verify the battery voltage by checking the voltage at the battery at least 8 hours after application use (or off charge) and if the battery voltage is not at least 12.84V then the battery is not considered fully charged. Voltage readings taken right off charge or after use (alternator/stator charging) will be inflated and inaccurate so for a true OCV reading, you should wait at least 8 hours before checking the voltage (OCV) with 24 hour rest period being preferred.
Simply put, if you have a maintainer that has a high enough charging current to counteract any parasitic loads of the application and maintain the battery between 13.5-13.8V at the battery and does not exceed 15.0V in any kind of automatic reconditioning/equalize/de-sulfation mode, it can be used to maintain the battery indefinitely without harming the ODYSSEY battery. If you do not have an acceptable maintainer or you have not been using and acceptable maintainer consistently enough, then that may be your primary issue.
I hope this information gives you an understanding of the product. Please contact me if you have any questions, concerns or need further assistance.
Sincerely,
cid:image003.jpg(at)01CE6B76.5D725510
Kathy Mitchell
ODYSSEY Sales/Support Representative
Phone: 660-429-7551
Toll Free: 888-422-0317
Fax: 660-429-1758
Email: kathy.mitchell(at)enersys.com
Web site: www.odysseybattery.com
Corp site: www.enersys.com
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| Description: |
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Download |
| Filename: |
ODYSSEYapproved12VchargersOct2013.pdf |
| Filesize: |
110.42 KB |
| Downloaded: |
414 Time(s) |
_________________
John Morgensen
RV-9A - Born on July 3, 2013
RV4 - for sale |
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nuckolls.bob(at)aeroelect
Guest
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| Posted: Wed Jan 29, 2014 2:32 pm Post subject: Schumacher 1562 and PC 680 |
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At 12:56 PM 1/28/2014, you wrote:
| Quote: |
I posted the following comment at Enersys.
> I am having very bad luck with PC-680 batteries for use in a Vans
Aircraft RV9A.
> Purchased a PC-680 on 9/18/12 from Vans Aircraft.
> Purchased a PC-680 on 9/13/13 from Aircraft Spruce.
> Purchased a PC-680 on 1/22/14 from Batteries Plus in Chandler, AZ.
> The airworthiness certificate was issued July 3, 2013 and I have
about 75 hours on the plane. The latest failure left me stranded at
the Chandler, AZ airport far from home. Is there any warranty on this?
|
Thank you for posting this John. There's a LOT of
words here . . . some of which are conflicting.
It's going to take awhile to do an analysis.
In he mean time, tell us about your airplane. Is
it wired per any of the z-figures? What's your
bus voltage run in flight? Your failure rate
is too high to blame on a working maintainer
of any brand. Have you measured the maintenance
voltage of your maintainer?
As often as you appear to be flying, there's no
driving concerns for using a maintainer at
all. I'm thinking something else is going on
with your system that's generating these battery
failures. Check that regulator setpoint.
Bob . . .
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JohnInReno
Joined: 08 Sep 2007
Posts: 150
|
| Posted: Wed Jan 29, 2014 3:33 pm Post subject: Schumacher 1562 and PC 680 |
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On 1/29/2014 2:31 PM, Robert L. Nuckolls, III wrote:
| Quote: |
In he mean time, tell us about your airplane. Is
it wired per any of the z-figures? What's your
bus voltage run in flight? Your failure rate
is too high to blame on a working maintainer
of any brand. Have you measured the maintenance
voltage of your maintainer?
The airplane is an RV9A using Z13/8 and dual P-Mags. In flight voltage
|
is 14.1 to 14.2 and I have not measured the maintenance voltage of the
maintainer.
| Quote: | As often as you appear to be flying, there's no
driving concerns for using a maintainer at
all. I'm thinking something else is going on
with your system that's generating these battery
failures. Check that regulator setpoint.
Bob . . .
|
At this point, I plan to not use the maintainer and fly often enough to
keep the system going. I will test the maintainer on an old battery and
see what voltages I get.
john
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_________________
John Morgensen
RV-9A - Born on July 3, 2013
RV4 - for sale |
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nuckolls.bob(at)aeroelect
Guest
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| Posted: Thu Jan 30, 2014 8:36 am Post subject: Schumacher 1562 and PC 680 |
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| Quote: |
At this point, I plan to not use the maintainer and fly often enough
to keep the system going. I will test the maintainer on an old
battery and see what voltages I get.
john
|
Good. The self-discharge rate on RG batteries
is very low . . . there's probably no value in
hooking an airplane to the wall outlet as long as
it's flown every month . . . or more often.
There's something going on with your airplane
at appears abusive to the battery. What kind
of starter? Are your starting events expeditious?
Bob . . .
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JohnInReno
Joined: 08 Sep 2007
Posts: 150
|
| Posted: Thu Jan 30, 2014 2:04 pm Post subject: Schumacher 1562 and PC 680 |
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|
The starter is a sky tech lightweight on an IO-320. Cold starts are one
or two blades. Hot starts are still a learning process and the starter
can occasionally get a work-out.
When I was stranded in Chandler, the airplane had flown 3 hours cross
country day vfr and then parked for 2 weeks. The battery should have
been fully charged.
There should not be any drain on the battery with the master off. P-mags
are wired to the main bus. The only thing on the battery bus is the
cigarette lighter and the switch to the essential bus.
When I get to the hanger, I will test for any current flow on the
battery. Is there any thing else I can measure/test that might shed some
light on the problem?
john
On 1/30/2014 8:36 AM, Robert L. Nuckolls, III wrote:
| Quote: |
Good. The self-discharge rate on RG batteries
is very low . . . there's probably no value in
hooking an airplane to the wall outlet as long as
it's flown every month . . . or more often.
There's something going on with your airplane
at appears abusive to the battery. What kind
of starter? Are your starting events expeditious?
Bob . . .
|
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_________________
John Morgensen
RV-9A - Born on July 3, 2013
RV4 - for sale |
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tim2542(at)sbcglobal.net
Guest
|
| Posted: Thu Jan 30, 2014 2:59 pm Post subject: Schumacher 1562 and PC 680 |
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|
Fuel injected? If so PM me, it would be off topic here.
I just learned a slick trick for hot start on a FI engine.
Tim
| Quote: | On Jan 30, 2014, at 2:01 PM, John Morgensen <john(at)morgensen.com> wrote:
The starter is a sky tech lightweight on an IO-320. Cold starts are one or two blades. Hot starts are still a learning process and the starter can occasionally get a work-out.
When I was stranded in Chandler, the airplane had flown 3 hours cross country day vfr and then parked for 2 weeks. The battery should have been fully charged.
There should not be any drain on the battery with the master off. P-mags are wired to the main bus. The only thing on the battery bus is the cigarette lighter and the switch to the essential bus.
When I get to the hanger, I will test for any current flow on the battery. Is there any thing else I can measure/test that might shed some light on the problem?
john
> On 1/30/2014 8:36 AM, Robert L. Nuckolls, III wrote:
>
> Good. The self-discharge rate on RG batteries
> is very low . . . there's probably no value in
> hooking an airplane to the wall outlet as long as
> it's flown every month . . . or more often.
>
> There's something going on with your airplane
> at appears abusive to the battery. What kind
> of starter? Are your starting events expeditious?
>
>
> Bob . . .
|
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barber_seville(at)msn.com
Guest
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| Posted: Thu Jan 30, 2014 3:46 pm Post subject: Schumacher 1562 and PC 680 |
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|
Tim,
Send me your trick for a hot start on FI engine. I have a friend that is always having problems with his setup.
Thanks,
Sent from my iPad,Chuck
“A nation can survive its fools, and even the ambitious. But it cannot survive treason from within. An enemy at the gates is less formidable, for he is known and carries his banner openly. But the traitor moves amongst those within the gate freely, his sly whispers rustling through all the alleys, heard in the very halls of government itself. For the traitor appears not a traitor; he speaks in accents familiar to his victims, and he wears their face and their arguments, he appeals to the baseness that lies deep in the hearts of all men. He rots the soul of a nation, he works secretly and unknown in the night to undermine the pillars of the city, he infects the body politic so that it can no longer resist. A murderer is less to fear.”
On Jan 30, 2014, at 5:53 PM, Tim Andres <tim2542(at)sbcglobal.net (tim2542(at)sbcglobal.net)> wrote:
[quote]--> AeroElectric-List message posted by: Tim Andres <tim2542(at)sbcglobal.net (tim2542(at)sbcglobal.net)>
Fuel injected? If so PM me, it would be off topic here.
I just learned a slick trick for hot start on a FI engine.
Tim
| Quote: | On Jan 30, 2014, at 2:01 PM, John Morgensen <john(at)morgensen.com (john(at)morgensen.com)> wrote:
--> AeroElectric-List message posted by: John Morgensen <john(at)morgensen.com (john(at)morgensen.com)>
The starter is a sky tech lightweight on an IO-320. Cold starts are one or two blades. Hot starts are still a learning process and the starter can occasionally get a work-out.
When I was stranded in Chandler, the airplane had flown 3 hours cross country day vfr and then parked for 2 weeks. The battery should have been fully charged.
There should not be any drain on the battery with the master off. P-mags are wired to the main bus. The only thing on the battery bus is the cigarette lighter and the switch to the essential bus.
When I get to the hanger, I will test for any current flow on the battery. Is there any thing else I can measure/test that might shed some light on the problem?
john
| Quote: | On 1/30/2014 8:36 AM, Robert L. Nuckolls, III wrote:
|
| Quote: | Good. The self-discharge rate on RG batteries
|
| Quote: | is very low . . . there's probably no value in
|
| Quote: | hooking an airplane to the wall outlet as long as
|
| Quote: | it's flown every month . . . or more often.
|
| Quote: | There's something going on with your airplane
|
| Quote: | at appears abusive to the battery. What kind
|
| Quote: | of starter? Are your starting events expeditious?
|
|
http://www.matronics.====================================================; - MATRONICS WEB FORUM"http://forums.matronics.com">http://forums.matronics.com
http://www.matronics.com/contribution
<=====================================
[b]
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tim2542(at)sbcglobal.net
Guest
|
| Posted: Thu Jan 30, 2014 8:01 pm Post subject: Schumacher 1562 and PC 680 |
|
|
This came from Russel Mahlon, I had the email from him but lost it. I had been hot starting by:
No boost
Idle cut off
Throttle cracked
Crank and go rich when it catches.
It works ok but on occasion, well you know.
So his procedure is:
No Boost
Both levers forward and then back to idle
Mixture idle cutoff
Throttle half
Crank
When it catches move throttle slowly back to idle
Then mixture forward to about where you normally taxi.
His method is much more reliable than my other, it seems to work every time. If I'm uncertain about whether to use cold or hot, like after an hour lunch stop, I'll hit the boost for just a second first.
Hope it works for you.
Tim
On Jan 30, 2014, at 3:42 PM, Charles Plumery <barber_seville(at)msn.com (barber_seville(at)msn.com)> wrote:
[quote]Tim,
Send me your trick for a hot start on FI engine. I have a friend that is always having problems with his setup.
Thanks,
Sent from my iPad,Chuck
“A nation can survive its fools, and even the ambitious. But it cannot survive treason from within. An enemy at the gates is less formidable, for he is known and carries his banner openly. But the traitor moves amongst those within the gate freely, his sly whispers rustling through all the alleys, heard in the very halls of government itself. For the traitor appears not a traitor; he speaks in accents familiar to his victims, and he wears their face and their arguments, he appeals to the baseness that lies deep in the hearts of all men. He rots the soul of a nation, he works secretly and unknown in the night to undermine the pillars of the city, he infects the body politic so that it can no longer resist. A murderer is less to fear.”
On Jan 30, 2014, at 5:53 PM, Tim Andres <tim2542(at)sbcglobal.net (tim2542(at)sbcglobal.net)> wrote:
| Quote: | --> AeroElectric-List message posted by: Tim Andres <tim2542(at)sbcglobal.net (tim2542(at)sbcglobal.net)>
Fuel injected? If so PM me, it would be off topic here.
I just learned a slick trick for hot start on a FI engine.
Tim
| Quote: | On Jan 30, 2014, at 2:01 PM, John Morgensen <john(at)morgensen.com (john(at)morgensen.com)> wrote:
--> AeroElectric-List message posted by: John Morgensen <john(at)morgensen.com (john(at)morgensen.com)>
The starter is a sky tech lightweight on an IO-320. Cold starts are one or two blades. Hot starts are still a learning process and the starter can occasionally get a work-out.
When I was stranded in Chandler, the airplane had flown 3 hours cross country day vfr and then parked for 2 weeks. The battery should have been fully charged.
There should not be any drain on the battery with the master off. P-mags are wired to the main bus. The only thing on the battery bus is the cigarette lighter and the switch to the essential bus.
When I get to the hanger, I will test for any current flow on the battery. Is there any thing else I can measure/test that might shed some light on the problem?
john
| Quote: | On 1/30/2014 8:36 AM, Robert L. Nuckolls, III wrote:
|
| Quote: | Good. The self-discharge rate on RG batteries
|
| Quote: | is very low . . . there's probably no value in
|
| Quote: | hooking an airplane to the wall outlet as long as
|
| Quote: | it's flown every month . . . or more often.
|
| Quote: | There's something going on with your airplane
|
| Quote: | at appears abusive to the battery. What kind
|
| Quote: | of starter? Are your starting events expeditious?
|
|
http://www.matronics.====================================================; - MATRONICS WEB FORUM"http://forums.matronics.com">http://forums.matronics.com
http://www.matronics.com/contribution
<=====================================
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
lectric-List"">http://www.matronics.com/Navigator?AeroElectric-List
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
//forums.matronics.com
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ot;">http://www.matronics.com/contribution
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
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[b]
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tim2542(at)sbcglobal.net
Guest
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| Posted: Thu Jan 30, 2014 8:33 pm Post subject: Schumacher 1562 and PC 680 |
|
|
Sorry guys, didn't intend to broadcast that.
Tim
On Jan 30, 2014, at 7:54 PM, Tim Andres <tim2542(at)sbcglobal.net (tim2542(at)sbcglobal.net)> wrote:
[quote]This came from Russel Mahlon, I had the email from him but lost it. I had been hot starting by:
No boost
Idle cut off
Throttle cracked
Crank and go rich when it catches.
It works ok but on occasion, well you know.
So his procedure is:
No Boost
Both levers forward and then back to idle
Mixture idle cutoff
Throttle half
Crank
When it catches move throttle slowly back to idle
Then mixture forward to about where you normally taxi.
His method is much more reliable than my other, it seems to work every time. If I'm uncertain about whether to use cold or hot, like after an hour lunch stop, I'll hit the boost for just a second first.
Hope it works for you.
Tim
On Jan 30, 2014, at 3:42 PM, Charles Plumery <barber_seville(at)msn.com (barber_seville(at)msn.com)> wrote:
| Quote: | Tim,
Send me your trick for a hot start on FI engine. I have a friend that is always having problems with his setup.
Thanks,
Sent from my iPad,Chuck
“A nation can survive its fools, and even the ambitious. But it cannot survive treason from within. An enemy at the gates is less formidable, for he is known and carries his banner openly. But the traitor moves amongst those within the gate freely, his sly whispers rustling through all the alleys, heard in the very halls of government itself. For the traitor appears not a traitor; he speaks in accents familiar to his victims, and he wears their face and their arguments, he appeals to the baseness that lies deep in the hearts of all men. He rots the soul of a nation, he works secretly and unknown in the night to undermine the pillars of the city, he infects the body politic so that it can no longer resist. A murderer is less to fear.”
On Jan 30, 2014, at 5:53 PM, Tim Andres <tim2542(at)sbcglobal.net (tim2542(at)sbcglobal.net)> wrote:
| Quote: | --> AeroElectric-List message posted by: Tim Andres <tim2542(at)sbcglobal.net (tim2542(at)sbcglobal.net)>
Fuel injected? If so PM me, it would be off topic here.
I just learned a slick trick for hot start on a FI engine.
Tim
| Quote: | On Jan 30, 2014, at 2:01 PM, John Morgensen <john(at)morgensen.com (john(at)morgensen.com)> wrote:
--> AeroElectric-List message posted by: John Morgensen <john(at)morgensen.com (john(at)morgensen.com)>
The starter is a sky tech lightweight on an IO-320. Cold starts are one or two blades. Hot starts are still a learning process and the starter can occasionally get a work-out.
When I was stranded in Chandler, the airplane had flown 3 hours cross country day vfr and then parked for 2 weeks. The battery should have been fully charged.
There should not be any drain on the battery with the master off. P-mags are wired to the main bus. The only thing on the battery bus is the cigarette lighter and the switch to the essential bus.
When I get to the hanger, I will test for any current flow on the battery. Is there any thing else I can measure/test that might shed some light on the problem?
john
| Quote: | On 1/30/2014 8:36 AM, Robert L. Nuckolls, III wrote:
|
| Quote: | Good. The self-discharge rate on RG batteries
|
| Quote: | is very low . . . there's probably no value in
|
| Quote: | hooking an airplane to the wall outlet as long as
|
| Quote: | it's flown every month . . . or more often.
|
| Quote: | There's something going on with your airplane
|
| Quote: | at appears abusive to the battery. What kind
|
| Quote: | of starter? Are your starting events expeditious?
|
|
http://www.matronics.====================================================; - MATRONICS WEB FORUM"http://forums.matronics.com">http://forums.matronics.com
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ot;">http://www.matronics.com/contribution
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ot;">http://www.matronics.com/contribution
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jay(at)horriblehyde.com
Guest
|
| Posted: Fri Jan 31, 2014 3:28 am Post subject: Schumacher 1562 and PC 680 |
|
|
I don’t think that it was bad to send it out to the list; its aircraft related, if not electrical. Any extra bit of information like that is almost always useful…
Jay
From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Tim Andres
Sent: 31 January 2014 06:30 AM
To: aeroelectric-list(at)matronics.com
Subject: Re: Schumacher 1562 and PC 680
Sorry guys, didn't intend to broadcast that.
Tim
On Jan 30, 2014, at 7:54 PM, Tim Andres <tim2542(at)sbcglobal.net (tim2542(at)sbcglobal.net)> wrote:
| Quote: |
This came from Russel Mahlon, I had the email from him but lost it. I had been hot starting by:
No boost
Idle cut off
Throttle cracked
Crank and go rich when it catches.
It works ok but on occasion, well you know.
So his procedure is:
No Boost
Both levers forward and then back to idle
Mixture idle cutoff
Throttle half
Crank
When it catches move throttle slowly back to idle
Then mixture forward to about where you normally taxi.
His method is much more reliable than my other, it seems to work every time. If I'm uncertain about whether to use cold or hot, like after an hour lunch stop, I'll hit the boost for just a second first.
Hope it works for you.
Tim
On Jan 30, 2014, at 3:42 PM, Charles Plumery <barber_seville(at)msn.com (barber_seville(at)msn.com)> wrote:
| Quote: |
Tim,
Send me your trick for a hot start on FI engine. I have a friend that is always having problems with his setup.
Thanks,
Sent from my iPad,
Chuck
“A nation can survive its fools, and even the ambitious. But it cannot survive treason from within. An enemy at the gates is less formidable, for he is known and carries his banner openly. But the traitor moves amongst those within the gate freely, his sly whispers rustling through all the alleys, heard in the very halls of government itself. For the traitor appears not a traitor; he speaks in accents familiar to his victims, and he wears their face and their arguments, he appeals to the baseness that lies deep in the hearts of all men. He rots the soul of a nation, he works secretly and unknown in the night to undermine the pillars of the city, he infects the body politic so that it can no longer resist. A murderer is less to fear.”
On Jan 30, 2014, at 5:53 PM, Tim Andres <tim2542(at)sbcglobal.net (tim2542(at)sbcglobal.net)> wrote:
| Quote: |
--> AeroElectric-List message posted by: Tim Andres <tim2542(at)sbcglobal.net (tim2542(at)sbcglobal.net)>
Fuel injected? If so PM me, it would be off topic here.
I just learned a slick trick for hot start on a FI engine.
Tim
On Jan 30, 2014, at 2:01 PM, John Morgensen <john(at)morgensen.com (john(at)morgensen.com)> wrote: | Quote: |
--> AeroElectric-List message posted by: John Morgensen <john(at)morgensen.com (john(at)morgensen.com)>
The starter is a sky tech lightweight on an IO-320. Cold starts are one or two blades. Hot starts are still a learning process and the starter can occasionally get a work-out.
When I was stranded in Chandler, the airplane had flown 3 hours cross country day vfr and then parked for 2 weeks. The battery should have been fully charged.
There should not be any drain on the battery with the master off. P-mags are wired to the main bus. The only thing on the battery bus is the cigarette lighter and the switch to the essential bus.
When I get to the hanger, I will test for any current flow on the battery. Is there any thing else I can measure/test that might shed some light on the problem?
john
| Quote: |
On 1/30/2014 8:36 AM, Robert L. Nuckolls, III wrote: |
| Quote: |
Good. The self-discharge rate on RG batteries |
| Quote: |
is very low . . . there's probably no value in |
| Quote: |
hooking an airplane to the wall outlet as long as |
| Quote: |
it's flown every month . . . or more often. |
| Quote: |
There's something going on with your airplane |
| Quote: |
at appears abusive to the battery. What kind |
| Quote: |
of starter? Are your starting events expeditious? |
|
< span="">
http://www.matronics.===========================; - MATRONICS WEB FORUM"http://forums.matronics.com">http://forums.matronics.com
<>
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3Dlectric-List"">http://www.matronics.com/Navigator?AeroElectric-ListD=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D//forums.matronics.comD=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3Dot;">http://www.matronics.com/contributionD=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D |
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1 | Quote: | | D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D |
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3 | Quote: | | D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D |
4 | Quote: | | D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D |
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90123456789
[quote][b]
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barber_seville(at)msn.com
Guest
|
| Posted: Fri Jan 31, 2014 6:35 am Post subject: Schumacher 1562 and PC 680 |
|
|
Thanks Tim,
I will pass it on.
Sent from my iPad,Chuck
“A nation can survive its fools, and even the ambitious. But it cannot survive treason from within. An enemy at the gates is less formidable, for he is known and carries his banner openly. But the traitor moves amongst those within the gate freely, his sly whispers rustling through all the alleys, heard in the very halls of government itself. For the traitor appears not a traitor; he speaks in accents familiar to his victims, and he wears their face and their arguments, he appeals to the baseness that lies deep in the hearts of all men. He rots the soul of a nation, he works secretly and unknown in the night to undermine the pillars of the city, he infects the body politic so that it can no longer resist. A murderer is less to fear.”
On Jan 30, 2014, at 11:30 PM, Tim Andres <tim2542(at)sbcglobal.net (tim2542(at)sbcglobal.net)> wrote:
[quote]Sorry guys, didn't intend to broadcast that.
Tim
On Jan 30, 2014, at 7:54 PM, Tim Andres <tim2542(at)sbcglobal.net (tim2542(at)sbcglobal.net)> wrote:
| Quote: | This came from Russel Mahlon, I had the email from him but lost it. I had been hot starting by:
No boost
Idle cut off
Throttle cracked
Crank and go rich when it catches.
It works ok but on occasion, well you know.
So his procedure is:
No Boost
Both levers forward and then back to idle
Mixture idle cutoff
Throttle half
Crank
When it catches move throttle slowly back to idle
Then mixture forward to about where you normally taxi.
His method is much more reliable than my other, it seems to work every time. If I'm uncertain about whether to use cold or hot, like after an hour lunch stop, I'll hit the boost for just a second first.
Hope it works for you.
Tim
On Jan 30, 2014, at 3:42 PM, Charles Plumery <barber_seville(at)msn.com (barber_seville(at)msn.com)> wrote:
| Quote: | Tim,
Send me your trick for a hot start on FI engine. I have a friend that is always having problems with his setup.
Thanks,
Sent from my iPad,Chuck
“A nation can survive its fools, and even the ambitious. But it cannot survive treason from within. An enemy at the gates is less formidable, for he is known and carries his banner openly. But the traitor moves amongst those within the gate freely, his sly whispers rustling through all the alleys, heard in the very halls of government itself. For the traitor appears not a traitor; he speaks in accents familiar to his victims, and he wears their face and their arguments, he appeals to the baseness that lies deep in the hearts of all men. He rots the soul of a nation, he works secretly and unknown in the night to undermine the pillars of the city, he infects the body politic so that it can no longer resist. A murderer is less to fear.”
On Jan 30, 2014, at 5:53 PM, Tim Andres <tim2542(at)sbcglobal.net (tim2542(at)sbcglobal.net)> wrote:
| Quote: | --> AeroElectric-List message posted by: Tim Andres <tim2542(at)sbcglobal.net (tim2542(at)sbcglobal.net)>
Fuel injected? If so PM me, it would be off topic here.
I just learned a slick trick for hot start on a FI engine.
Tim
| Quote: | On Jan 30, 2014, at 2:01 PM, John Morgensen <john(at)morgensen.com (john(at)morgensen.com)> wrote:
--> AeroElectric-List message posted by: John Morgensen <john(at)morgensen.com (john(at)morgensen.com)>
The starter is a sky tech lightweight on an IO-320. Cold starts are one or two blades. Hot starts are still a learning process and the starter can occasionally get a work-out.
When I was stranded in Chandler, the airplane had flown 3 hours cross country day vfr and then parked for 2 weeks. The battery should have been fully charged.
There should not be any drain on the battery with the master off. P-mags are wired to the main bus. The only thing on the battery bus is the cigarette lighter and the switch to the essential bus.
When I get to the hanger, I will test for any current flow on the battery. Is there any thing else I can measure/test that might shed some light on the problem?
john
| Quote: | On 1/30/2014 8:36 AM, Robert L. Nuckolls, III wrote:
|
| Quote: | Good. The self-discharge rate on RG batteries
|
| Quote: | is very low . . . there's probably no value in
|
| Quote: | hooking an airplane to the wall outlet as long as
|
| Quote: | it's flown every month . . . or more often.
|
| Quote: | There's something going on with your airplane
|
| Quote: | at appears abusive to the battery. What kind
|
| Quote: | of starter? Are your starting events expeditious?
|
|
http://www.matronics.====================================================; - MATRONICS WEB FORUM"http://forums.matronics.com">http://forums.matronics.com
http://www.matronics.com/contribution
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