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Showing content with the highest reputation on 16/10/18 in all areas

  1. 2 points
  2. 1 point
    Ion and Iron are (obviously) NOT the same The most common lithium-ion cells have an anode of carbon © and a cathode of lithium cobalt oxide (LiCoO2) The chemistry is different to a Lithium IRON battery (LiFePO4) (Fe=Iron, for all you physicists out there ) Don't EVER use a Lithium Ion battery in your aircraft
  3. 1 point
    Join the club nsialan9... not long had my RC. Was hoping to do a Navex today but the cloud base up here was too low and Grafton was klagged in. Might have been able to head out west but it wasn’t looking too flash either ☹️. Have fun and fly safe!
  4. 1 point
    Hi Bruce The ETX680 does have cell balancing circuitry and other stuff, see excerpt from manual below. I think the problem is that there spec for minimum charge voltage is a little low. ETZ - BMS All EarthX integrated BMSs continuously monitor each cell’s voltage as part of the cell balancing and over-charge protection. If the voltage of a cell exceeds the others, the BMS circuits will work to reduce that cell’s charge level. This ensures that the charge level of all the cells remains equal, even with the high discharge (> 100Amps) and charge current (>10Amps) of your vehicle. A cell can be permanently damaged if over-charged (over-voltage) just one time. The BMS has circuitry to disconnect the battery from the charging system (plug-in charger or your vehicle) if the voltage exceeds 15.5 volts (an over-charge condition). The ETX Hundred Series batteries have enhanced over-charge protection; see the ETX - Hundred Series section below for more details. The ETZ BMS has short circuit protection, but it is not resettable or repairable. ETX - BMS The ETX series BMS has all the features of the ETZ series, plus over-discharged protection (completely draining the battery), excessive cranking protection, and short-circuit protection. The BMS disconnects the battery from the load if it is drained to less than 5% remaining charge (an over-discharge condition). An over-discharged battery typically has a voltage less than 11.5V. If the BMS disconnects the battery, the voltage reading of the battery will be zero volts. Excessive cranking protection logic includes temperature monitoring to limit “high current use” (engine cranking) to 10 -30 seconds in any 60 second period. If the battery terminals are “shorted” (or a low impedance load is connected across terminals), which causes the battery volts to instantaneously drop to a very low level, the battery will disconnect from the load to protect the cells and BMS from damage (short circuit protection). If the BMS disconnects due to excessive cranking protection or short circuit protection, the BMS will automatically reconnect after a cooldown period (typically 1-3 minutes). The ETX series is designed for short circuit protection > 1000 Amps. Franky
  5. 1 point
    Model aircraft lithium batteries all have a balance plug as well as the power plug. My latest ( and cheap ) Chinese battery charger will only work if the balance plug is used. I was surprised that the e bike battery does not have this feature. This means that the life and performance of the battery must be compromised. I have no idea what is in the battery-management system of these motorbike batteries, does anybody know if they contain balancing electronics? Franky's experience indicates that they do not, but I reckon you would need to take one apart to see.
  6. 1 point
    Yes, A bit of luck there. There's no way they should have come anywhere near that obstacle. Nev
  7. 1 point
    I`ve been flying my Drifter in a high salt air environment since 1988. I`m on my second set of wire cables that I made up, using 316 stainless, at the last refurbishment, which was 10 years ago. When I first started noticing tea staining on the original cables I decided to keep all the cables and swages lubricated. I tried gear oil, then grease and I applied it by putting it on a cloth and sliding the cloth along the cables, this would also pick up any broken strands if there were any, it was a bit messy but it did stop the tea staining. I`ve always kept my second set of cables and swages lubricated and recently I decided to try Diesel, to date there`s been no signs of tea stain, rust or any ill effect from these products. Something else to be aware of is the effect of a Hornet`s (mud wasp) nest. For those who don`t know! It`s made up of mud which the Hornet uses to attach to some object and it has an incredible corrosive effect when attached to a metal, especially aluminium...A guy who flew from here and kept his Kit Fox in the shed here found a large Hornet`s nest built on one of the rudder cables, in an area that was not noticeable on a normal preflight inspection. The mud had corroded the cable right through to just a couple of strands which could have snapped at a most critical moment. Franco.
  8. 1 point
    It never ceases to amaze me, the number of people who will hesitate to replace components, or spend money on repairs, to something that their life depends on!
  9. 1 point
    I use VFR Flight Following with no filed flight plan. Just say "Centre, [callsign] VFR Flight Following Request" They will say "Go Ahead", then the usual who you are, where you are and where you're going....they will probably give you a squawk code and off you go. Very easy. Just cancel whenever you want to, usually on descent into said aerodrome. They may ask if you want cancel SARTIME, but I just say I didn't file one.
  10. 1 point
    A few basic rules for Forced landings. Over shoot until you are absolutely sure of making the field. Aim further in than normal.. Better to hit the far fence at walking speed than the near one flying.. A long final into wind is not a good plan. Remember you won't know how high you are with much accuracy as you don't know the height of the terrain you are over unless it's the familiar aerodrome you are used to and there you are kidding yourself, if that's the only place you practice.. Keep the field in sight. Sometimes a stopped engine is "cleaner' than a turning one. Nice to know what your plane does in reality though. If you have the place to yourself perhaps cover the altimeter and fly watching your designated place to land. It should have no familiar features that you normally use in your circuit to aid your circuit planning. Have an alternate place if it turns out to be unsuitable Ditch or SWER (single wire earth return) electricity supply. Pretty much ALWAYS force land into wind if you can. Less roll and energy to dissipate if thing s go wrong. Have seat belt quite tight also. Fuel off ,switches and brakes OFF door unlatched etc. If someone knows exactly where you are all the better.. Hold the nosewheel off the ground as long as you can and keep the weight off it as long as you can.. You don't know what the surface is like and one rabbit hole can wipe it off.. Nev
  11. 1 point
    Unsurprising. Airservices Australia could possibly act as a neutral third party and integrate software paints from both OzRunways and AvPlan, returning combined traffic data to each app developer + ADSB data from their own Airservices servers & radar. No need for a Raspberry Pi receiver that way - and just one app, too! Yes I know that's unlikely, but I'm an idealist, I suppose...
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