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Battery disconnect with dual battery and trickle charger

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Mauledriver(at)nc.rr.com
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Posted: Sat Feb 09, 2019 10:45 am Post subject: Battery disconnect with dual battery and trickle charger

On 1/26/2019 12:33 PM, Charlie England       wrote:

     

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		                On 1/26/2019 10:23 AM, Robert L.         Nuckolls, III wrote:

       

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             I bought a 'no name' SLA battery through ebay back in mid             November for a Kolb project that won't fly until spring. I             just checked its voltage, and it's still at 12.8V. How long             do you plan for the plane to sit between flights? While some             have had decent luck using 'maintainer' chargers on SLA             batteries, many have seen greatly reduced lifespans when             using maintainers. If the battery technology doesn't need it             (extremely low self-discharge rate), why risk it? Odyssey's             technical documents will show you the self-discharge rate             for one of their healthy batteries. 	
         

         �If you have a demonstrated incident of

         �death-by-maintainer, then the maintainer

         �was (1) badly designed or (2) defective.

         

         �An 'ideal' recharge/maintenance plot

         �looks like this:

         

          https://tinyurl.com/k6xr9mk

         

         �Here's a measured performance on

         �a Schumacher XC75 charger on a

         �100AH truck battery

         

          https://tinyurl.com/k6xr9mk

         

         �Here's a plot on a Schumacher WM1562A

         �on a 20AH SLVA

         

          https://tinyurl.com/mtqyhxb

         

         �Here's a Battery Tender Jr. on a 7AH

         �SVLA

         

          https://tinyurl.com/b4td78b

         

         �While some do not closely follow the

         �'ideal' plots, they do achieve a top-off

         �followed by a drop-and-hold to the

         �maintenance level. I've been

         �using various charger/maintainer

         �products for decades on both vehicles

         �and lab batteries with expected

         �results: Some of my lab batteries are

         �over ten years old and still deliver

         �a substantial fraction of their

         �name-plate capacity. I.e. still

         �over 80%.

         

         �I've yet to test any Harbor Freight

         �maintainer that produces the necessary

         �performance . . . doesn't mean that

         �there are none . . . just that the

         �two I tested went into the round-file

         �and that was over 10 years ago.

         

         �While it's true that well constructed

         �SVLA batteries may not benefit greatly

         �from the use of a maintainer, it's

         �not a BAD thing to do either and

         �in some cases a necessary thing to do.

         

         �

         

         

                    

 � Bob . . .           	
       Bob,

       

       No disagreement that if everything is 'right', it'll be ok. But.       The fact remains that quite a few a/c-application SLA users that       have practiced maintainer continuous use,� report relatively short       lived batteries. on the other hand, I don't recall ever hearing a       report of short battery life from someone who *doesn't* have a       maintainer in continuous service, even in planes that aren't       regularly flown. My a/c fits the latter category; it often goes       longer than a month without flying, and I've never had an issue       with short battery life. 

       

       Given that SLAs can go many months with minimal self-discharge       (begs the question of need), and the risk of unintentional use of       an incorrect or defective charger, why go to the trouble?� Now if       it's going to sit for a year...

       

       Charlie

     	
     

I was one of those people who ruined a number of O-680s with a       Battery Tender branded maintainer. It was established that it was       an earlier version than that being mentioned here, probably       manufactured circa '85. 

          

I also managed to ruin a 680 by undercharging it in flight.� I       was� just under the recommended minimum charging voltage for       Odysseys and it slowly died.� I have a dual alt/batt/bus setup so       it was easy to compare it to the other battery.� One lesson       learned was not to put the LRC3 in such a difficult place to reach       that you can't adjust the charging voltage.     

All of that was an awfully expensive way to learn what was       already known.     

A situation I can cite that might call for use of a maintainer or       top-off� is where you shutdown without the battery being fully       charged.� I have 3 EFIS screens and the landing light among other       things, sharing one bus.� When I land at night followed by a long       taxi, I can see the bus voltage on the one bus with the pad       mounted secondary alternator, is low.� I try to cross connect the       2 buses before landing at night but sometimes forget.� When I       forget, I try to top off the battery.� Don't really know if it's a       problem or not.     

Bill

          

       	 		 			 				 			 		 		 			

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Mauledriver(at)nc.rr.com
Guest

Posted: Sat Feb 16, 2019 12:05 pm Post subject: Battery disconnect with dual battery and trickle charger

On 2/9/2019 6:03 PM, Robert L.       Nuckolls, III wrote:

     

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		                 	  Quote: 	
		  I was           one of those           people who ruined a number of O-680s with a Battery Tender           branded           maintainer. It was established that it was an earlier version           than that           being mentioned here, probably manufactured circa '85.         	
       

       � Hmmmm . . . didn't know they went back

       � that far. Doubt that they were software

       � driven. I didn't start using them until

       � about 1998 . . . in fact, the top-off/

       � maintainer curves I've published were

       � probably produced by one of my earliest

            � examples.

       

     	
     I may be mistaken on the date.� When I started my build back in     2006, I dusted off all my old charging equipment from my glider     flying days which ended in '95.� When I started trying to diagnose     my battery maintaining problems, with this site's help, in 2009 or     so, it became clear that my old charging equipment was part of the     problem so I threw it all out.� I know some of it dated back to '85     but the Battery Tender branded unit might have been acquired later.�     So please disregard.

      	  Quote: 	
		          	  Quote: 	
		  � I           try to           cross connect the 2 buses before landing at night but           sometimes           forget.� When I forget, I try to top off the battery.� Don't           really know if it's a problem or not. 	
       

       �Do you know what the drain is on

       �the battery . . . and for how long?

     	
     

No I don't.

          

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