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kboatright1(at)comcast.ne
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 Posted: Mon Oct 15, 2007 4:41 pm Post subject: PC-680 Follow-up |
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After Saturday's marginal starting performance, I thought it was worth getting quantifiable measurements on the battery and charging system, so today I checked the battery and it showed 12.6v. The aircraft had sat for 2 days since its last flight.
Then, I went flying. The engine's starting performance was *much* better than on Saturday.
I checked the charging system's performance several times on the ground and in the air, and the system voltage was always 14.2 - 14.5 v.
After I landed, I let the aircraft sit for long enough to roll it back in the hangar, and checked it with the meter again. The reading was 12.8v.
So, the question is:
Was Saturday's reluctant start a freak event caused by unknown reasons? Or should I expect to see more than 12.6 - 12.8v on a "charged" battery? I know that 14.3-14.5v output from the alternator is within the appropriate range.
Thanks in advance.
KB
[quote][b]
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acepilot(at)bloomer.net
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| Posted: Mon Oct 15, 2007 5:05 pm Post subject: PC-680 Follow-up |
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13.2 Volts is considered a full charge on a standard lead-acid battery.
Also, on standard lead-acid batteries, heat can affect their
performance. Most people think a battery is most likely to "act up"
when it's very cold outside. They also "act up" when they are hot (like
in places like Georgia)....No idea what makeup the PC-680s are...
http://www.engineersedge.com/battery/discharge_rate_temperature_effects_battery.htm
Scott
http://corbenflyer.tripod.com/
Gotta Fly or Gonna Die
Building RV-4 (Super Slow Build Version)
Kyle Boatright wrote:
| Quote: | After Saturday's marginal starting performance, I thought it was worth
getting quantifiable measurements on the battery and charging system,
so today I checked the battery and it showed 12.6v. The aircraft had
sat for 2 days since its last flight.
Then, I went flying. The engine's starting performance was *much*
better than on Saturday.
I checked the charging system's performance several times on the
ground and in the air, and the system voltage was always 14.2 - 14.5 v.
After I landed, I let the aircraft sit for long enough to roll it back
in the hangar, and checked it with the meter again. The reading was 12.8v.
So, the question is:
Was Saturday's reluctant start a freak event caused by unknown
reasons? Or should I expect to see more than 12.6 - 12.8v on a
"charged" battery? I know that 14.3-14.5v output from the alternator
is within the appropriate range.
Thanks in advance.
KB
|
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HCRV6(at)comcast.net
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| Posted: Mon Oct 15, 2007 8:14 pm Post subject: PC-680 Follow-up |
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rv7(at)b4.ca
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| Posted: Mon Oct 15, 2007 9:14 pm Post subject: PC-680 Follow-up |
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On 18:02 2007-10-15 Scott <acepilot(at)bloomer.net> wrote:
| Quote: | 13.2 Volts is considered a full charge on a standard lead-acid
battery.
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This is true, but keep in mind that 13.2 is at zero load. If you are
reading the voltage by turning on your electrical system and reading the
number off your volt meter, I wouldn't be surprised if there is enough in
your system to draw the voltage down somewhat. 12.6 seems pretty much in
the ballpark.
-Rob
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acepilot(at)bloomer.net
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| Posted: Tue Oct 16, 2007 2:52 am Post subject: PC-680 Follow-up |
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Oh, absolutely...I forgot to mention that was at no load. 12.6V with
some load on it seems reasonable to me (that's what I usually see on my
battery I use when I take my ham radio gear portable "in the
field")...We have a handheld load tester at work...looks like something
that would be bought at an auto parts store. I assume it is a high
wattage resistor that puts a load on the battery and you keep it on for
a certain period of time and watch the meter on it. If it stays in the
green area, the battery is "good"...
Scott
http://corbenflyer.tripod.com/
Gotta Fly or Gonna Die
Building RV-4 (Super Slow Build Version)
Rob Prior wrote:
| Quote: |
On 18:02 2007-10-15 Scott <acepilot(at)bloomer.net> wrote:
>13.2 Volts is considered a full charge on a standard lead-acid
>battery.
>
>
This is true, but keep in mind that 13.2 is at zero load. If you are
reading the voltage by turning on your electrical system and reading the
number off your volt meter, I wouldn't be surprised if there is enough in
your system to draw the voltage down somewhat. 12.6 seems pretty much in
the ballpark.
-Rob
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kboatright1(at)comcast.ne
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| Posted: Tue Oct 16, 2007 3:07 am Post subject: PC-680 Follow-up |
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pitts_pilot(at)bellsouth.
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| Posted: Tue Oct 16, 2007 4:58 am Post subject: PC-680 Follow-up |
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Scott wrote:
| Quote: |
Oh, absolutely...I forgot to mention that was at no load. 12.6V with
some load on it seems reasonable to me (that's what I usually see on
my battery I use when I take my ham radio gear portable "in the
field")...We have a handheld load tester at work...looks like
something that would be bought at an auto parts store. I assume it is
a high wattage resistor that puts a load on the battery and you keep
it on for a certain period of time and watch the meter on it. If it
stays in the green area, the battery is "good"...
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And available reasonably inexpensive at Harbor Freight. I have HFs
trickle chargers with a desulfator to float charge batteries when not in
use for extended periods. I figure that if I get twice the life out of
a battery this way, the first battery I save pays for the
charger/desulfator. I've only 'recovered' one battery that failed the
load test. It seems that prevention goes a real long way to extending
the battery's life. Sealed batteries (the no maintenance kind like gel
cells) suffer from lack of water over time rather than plate damage.
I've bored holes in the tops of gel cells to be able to add water (after
they're 'bad') with really good results. These batteries go into the
lawnmower or my mogas caddy ..... where failure doesn't really impact my
day.
And, why we're here, your batteries that sit on the firewall suffer
vibration damage more than the ones mounted behind the pass
compartment. Dynamic balancing of prop/engine goes a long way to
extending the life of almost everything on your airplane.
Linn
do not archive
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