REFLECTOR: Odyssey Battery

[Pat Shea]

Chuck,

That's funny.

Apparently we all prioritize our battery needs
differently: What is the minimum starting amps
required for your application, what it will take to
get you home in case of alt failure, or my favorite -
what it will take when the OAT is zero, your battery
is not fully charged, your engine is hot and flooded,
it's dark and you've got passengers...

That's when I really want it to crank. The weight
trade off, for me, is well worth it.

Which starter do you have? I mentioned a while back I
swapped out my Sky-Tec flyweight for there Hi-Torque
model. Even with my big battery the flyweight wouldn't
always turn the motor over as strong as I wanted (cold
OAT, hot engine). I basically I traded cranking RPM's
for torque. I had checked/tested all terminals
connections were good and have #2 gauge wires. Works
great. Remember, it's about a 24' electrical run. I
would go there next if the battery doesn't solve your
problem.

In my humble opinion, I can squint and imagine the 680
CA of the PC680 would be enough for you 300HP lyc, but
the 220 CCA concerns me. Of course, I've been wrong
before.

Best, Pat
  
--- Chuck Jensen <cjensen at dts9000.com> wrote:

> Keith,
> 
> I concur with the two different missions for the
> battery, though I
> understand the PC 680, in good condition, should be
> adequate for both
> missions; namely cranking an IO 540 as well as
> provide escape time from
> IFR electrical failure.  The IFR escape capacity of
> the battery holds
> importance to me.  The PC 680, in good condition,
> seems to have the 17
> AH seems adequate to "get home" if the electrons
> stop birthing and
> several parties report the 680 CA is amply to spin
> the IO 540, so I'm
> going to give it a go.
> 
> My current FLA battery is getting to the point that
> even after a good
> charging flight, the next day it just barely makes
> the start, though it
> always has.  Of course, when I install the PC 680,
> if I still have the
> same problem, then I'll know to look elsewhere.  I
> believe this process
> is known as being a "parts replacer" rather than a
> mechanic.  Of course,
> being a parts replacer makes me qualified to work in
> most any automotive
> shop these days!
> 
> And Pat, looking at your 38# monster battery, I'm
> thinking if your
> alternator goes out, that you'll just have to
> remember to fix it after
> two or three days of flying.  It's got enough juice
> to get you home,
> back again and home again.
> 
> Chuck Jensen
> 
> 
> -----Original Message-----
> From: reflector-bounces at tvbf.org
> [mailto:reflector-bounces at tvbf.org] On
> Behalf Of Keith Hallsten
> Sent: Tuesday, May 08, 2007 9:52 PM
> To: 'Velocity Aircraft Owners and Builders list'
> Subject: Re: REFLECTOR: Odyssey Battery
> 
> 
> Chuck,
> 
> Sure - even a very small sealed lead-acid battery
> will crank the
> engine... However, if you file IFR or fly at night
> and don't have a
> back-up alternator you should consider establishing
> a minimum capacity
> for the battery that will be sufficient to get you
> to your intended
> destination without breaking a sweat.  That's an
> entirely different
> question and will depend on your enroute electrical
> loads for, say,
> night flight.  If you stick to day VFR, this is not
> a significant
> consideration unless you have an electrically
> dependant engine (EFI,
> electrical fuel pump only).
> 
> Keith
>   
> 
> -----Original Message-----
> From: reflector-bounces at tvbf.org
> [mailto:reflector-bounces at tvbf.org] On
> Behalf Of Chuck Jensen
> Sent: Tuesday, May 08, 2007 4:16 PM
> To: Velocity Aircraft Owners and Builders list
> Subject: REFLECTOR: Odessey Battery
> 
> Is the Odessey PC 680 battery sufficient to crank
> the IO-540?
> 
> Chuck Jensen




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