<daveleonard@cox.net> wrote:

"""
 I decided to get rid of the lead acid and go with the oddessy 680.
"""

When I first started working on that Eagle project the owner had a pair of Gill batteries in the back, both 17AH, that were about 5 years old by the time we started installing the engine.  We could never start it with just those batteries that had been mostly sitting around all that time, as they simply didn't have enough ooomph, so we jumped it each time we wanted to start it from the owner's Volvo.

We were fighting a W&B issue with that heavy engine up front, (800# on the nosewheel) so we decided to do a couple things... first of all was switch to Odyssey batteries, and 2nd, to help the W&B by moving the small one (a PC625) forward about 2 feet into an open space in the gear well (still well aft of CG), and then we put a PC1200 in the back where the 2 Gills originally resided, as it was about the same size as them combined.  When we did the final W&B we wound up golden throughout the entire loading regime, and having that big-a** battery in the back totally eliminated the need for the Volvo electron transfusion, as the pair of them in parallel spun the engine faster than we saw with the jumpers... it was totally amazing.  The airplane is all electric and operates from the PC625 and alternator during normal ops, and the PC1200 is recharged during the climb to altitude and then pulled offline and held in reserve JIC there's an alternator failure.  Those Odyssey batteries are the greatest thing since sliced bread.

 <marv>