X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 03 Mar 2006 15:07:26 -0500 Message-ID: X-Original-Return-Path: Received: from imo-m28.mx.aol.com ([64.12.137.9] verified) by logan.com (CommuniGate Pro SMTP 5.0.8) with ESMTP id 1021336 for lml@lancaironline.net; Fri, 03 Mar 2006 02:01:10 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.9; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m28.mx.aol.com (mail_out_v38_r7.3.) id q.84.565e72b5 (48600) for ; Fri, 3 Mar 2006 02:00:23 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: <84.565e72b5.31394387@aol.com> X-Original-Date: Fri, 3 Mar 2006 02:00:23 EST Subject: Re: [LML] Re: BatteryMinder test X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1141369223" X-Mailer: 9.0 Security Edition for Windows sub 5300 X-Spam-Flag: NO -------------------------------1141369223 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 3/2/2006 11:23:41 P.M. Central Standard Time, hwasti@starband.net writes: I have nothing against a device like the Battery Minder, but lets put a few things in perspective. A battery is an expendable, not an investment. If you fly IFR, it needs to be in top shape so it can get you out of IMC and on the ground in a reasonable amount of time in the event of an alternator failure. Sure, you can lower your flying cost by squeezing another year or two out of a battery, but what are the savings and what is the risk? The safe thing to do is to change the battery every year -- 2 if you are feeling brave. Trying to extend the life of a battery is fool hardy. In the worst case, all that a Battery Minder will do for you is to increase the value if your estate by $5. Hamid, You must have missed much of the discussion about batteries that have occurred over the last few months. The objective is to keep the battery at its' rating over whatever time period one chooses to use it - even as short a time as the first year of use. While it may seem that these devices are used to raise the dead, their better use is for maintenance. We have learned that there are many SLA batteries (including Glass Mat), definite brand preferences (sometimes by emotion or reputation rather than test and use) and definite differences between brands and purposes. Some individuals are interested only in cold cranking power, some in holding up heavy emergency power loads for a shorter time period, and some in lesser starting loads, but longer delivery times for smaller loads (essential bus, backup power). Have no doubt that there are different implementations to satisfy such different requirements. I agree, the batteries in my airplane (main/essential and EI backup) are not expendable when I am flying. For certain batteries, Battery Minder and/or Battery Tender can be used to maintain them to deliver the rated power for each and every flight the batteries are used, whether it is for 1 year, 4 years or even many years after retired from their aviation service. A battery's service life can be limited by dormancy, repeated excessive discharges and charge cycles - not necessarily just time in use. A battery maintainer can improve the odds your battery will not fail you halfway thru your next flight. This is the safe thing to do. A battery depleted by the master switch left on may be recoverable because the master relay couldn't stay held in to a complete discharge. Leaving the essential bus switch on for a week will completely kill a battery because it will suck every electron out (to keep the gear down and locked lights on) and never let it bounce up even a bit. One battery may be restored, the other may spend the rest of its' recovered life (if any) starting my tractor - top speed is 8 mph close to the ground in rain, sleet, fog or sunshine. Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) PS Once again, Experimental Aircraft allow us to choose the best battery for our requirements - not the STC'd one mandated by FAA regs even if it is of outdated design and function. Now if we only had a capacity test that itself did not shorten the life of the battery. -------------------------------1141369223 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 3/2/2006 11:23:41 P.M. Central Standard Time,=20 hwasti@starband.net writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>I have=20 nothing against a device like the Battery Minder, but lets put a few thing= s in=20 perspective.  A battery is an expendable, not an investment.  If= you=20 fly IFR, it needs to be in top shape so it can get you out of IMC and on t= he=20 ground in a reasonable amount of time in the event of an alternator failur= e.=20  Sure, you can lower your flying cost by squeezing another year or tw= o=20 out of a battery, but what are the savings and what is the risk?

Th= e=20 safe thing to do is to change the battery every year -- 2 if you are feeli= ng=20 brave.  Trying to extend the life of a battery is fool hardy.  I= n=20 the worst case, all that a Battery Minder will do for you is to increase t= he=20 value if your estate by $5.
Hamid,
 
You must have missed much of the discussion about batteries that h= ave=20 occurred over the last few months.  The objective is to keep the batter= y at=20 its' rating over whatever time period one chooses to use it - even as s= hort=20 a time as the first year of use.
 
While it may seem that these devices are used to raise the dead, their=20 better use is for maintenance. 
 
We have learned that there are many SLA batteries (including Glass Mat)= ,=20 definite brand preferences (sometimes by emotion or reputation rather t= han=20 test and use) and definite differences between brands and purposes.  So= me=20 individuals are interested only in cold cranking power, some in holding up h= eavy=20 emergency power loads for a shorter time period, and some in lesser=20 starting loads, but longer delivery times for smaller loads (essential bus,=20 backup power).  Have no doubt that there are different implementat= ions=20 to satisfy such different requirements.
 
I agree, the batteries in my airplane (main/essential and EI=20 backup) are not expendable when I am flying. 
 
For certain batteries, Battery Minder and/or Battery Tender can be used= to=20 maintain them to deliver the rated power for each and every flight the=20 batteries are used, whether it is for 1 year, 4 years or even many year= s=20 after retired from their aviation service.  A battery's service life ca= n be=20 limited by dormancy, repeated excessive discharges and charge cycl= es -=20 not necessarily just time in use.  A battery maintainer can improv= e=20 the odds your battery will not fail you halfway thru your next flight. = =20 This is the safe thing to do. 
 
A battery depleted by the master switch left on may be recoverable= =20 because the master relay couldn't stay held in to a complete discharge. = ;=20 Leaving the essential bus switch on for a week will completely kill a=20 battery because it will suck every electron out (to keep the gear down and=20 locked lights on) and never let it bounce up even a bit.  One battery m= ay=20 be restored, the other may spend the rest of its' recovered life (if any)=20 starting my tractor - top speed is 8 mph close to the ground in rain, sleet,= fog=20 or sunshine. =20
 
Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL=20 (KARR)
 
PS Once=20 again, Experimental Aircraft allow us to choose the best battery for our=20 requirements - not the STC'd one mandated by FAA regs even if it is=20 of outdated design and function.  Now if we only had a capacity te= st=20 that itself did not shorten the life of the battery.

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