If your reading this; you already know that the primitive lead acid battery is going the way of the horse and buggy.
Energy storage in a lithium battery has advanced to the point of being very safe; very lightweight, 1/4th or less the weight of a lead battery, a longer life span; thus cheaper than SLA over time.
No battery tender required, higher resting voltage, higher cranking voltage / amps, cleaner, no gassing / corrosion, less toxic and environmentally much greener than lead acid.
Whether you have a Lycoming or Continental or Rotax or Jabiru engine;
Consider that a lithium replacement battery will last 5 times longer, and although costing about 2 x's more than a stock lead battery, it pays off in the long run, while providing the benefits of lighter weight and smaller size. For those infrequent flyers, a charged lithium batt can sit for months and still fire up your engine.
Lithium lightweight airplane starting batteries are for those that want faster acceleration, increased useful load, shorter takeoffs and landings, have weight and balance issues, want less mass/ stress during hard G turns, no maintenence, install anywhere, and like being on the leading edge of technology.
The Lithium Iron Phosphate chemistry of these batteries are non- hazardous, non flammable and non corrosive. Extremely small self discharge , no memory like NiCd, and can be serviced / refurbished if ever. These Lithium aircraft starting batteries are a retrofit unit that will work in ANY fixed wing aircraft, helicopters, light sport planes, experimental aircraft, LSA and gyrocopters.
Engines with fuel injection or electronic ignition are highly advised to have a backup battery installed. See the presentation below given at Oshkosh 2012.
Signature Services About LiFePo4
- Direct drop in replacement
- Compatible w 12V / 24V charging systems and alternators
- 5 - 10 year usable life span
- replaces lead at 1/4th the weight
3111 Mahan Dr #20
Tallahassee Fl 32317
Quality of materials
Cells - Lithium iron phosphate / LiFepo4
Terminals - Copper or Brass
Enclosure - Polycarbonate case, battery shapes are variable as needed
Warranty - 2 year pro rated
Discharge graph - showing flat power curve. This is why Lithium is better than lead acid.
Operating temps - minus 20 to 65 Celsius
Electronics - Balancing circuit standard as well as lithium balancing charger
Voltage - 14.4 and 28.8 systems
10V to 14.5V operating range
Self discharge - < 5% per year
Specific energy density - 118wh/kg
Will be at Sun n fun 2013
LITHIUM AVIATION BATTERIES
How I lost 30 lbs in 2 minutes ! .. Let me show you how !
Charging System Basics:
An engines electrical system is said to be a 12 volt system, but this is slightly misleading. The charging system in most aircraft will generally produce a voltage between 13.5 and 14.4 volts while the engine is running. It has to generate more voltage than the battery's rated voltage to overcome the internal resistance of the battery. This may seem strange, but the current needed to recharge the battery would not flow at all if the charging system's output voltage was the same as the battery voltage. A greater difference of potential (voltage) between the battery's voltage and the alternator's output voltage will provide a faster charging rate. Thus a Lithium battery will draw less charging current and charge quicker than the typical sealed ( or older wet cell) lead acid aviation battery.
Starting 2012, we now accept gold coins / bars and silver bars ( .9999 ) as payment
LiFePO4 Safety information;
Many still think that all Lithium batteries are the same.
And; In addition, there are major PbAcid battery mfr's putting out downright false information.
If you dont live, eat and breath lithium... all you know is what you read. So, here is some reading material:
Authorized Aerolithium Dealers;
NOTICE on the Boeing lithium battery situation;
Many people have asked me what's going on with that.
Well, 5-6 years ago when the engineers were looking at lithium batteries, all they had to consider were the
lithium COBALT chemistry types / variants. LiFepo4 was not mature at that time. Yes, LiCo is lightweight and has a very high energy density, BUT, it is VERY volatile and hard to manage no matter how many safeguards are in place. LiCobalt is very sensitive to charging deviations, under and over current discharge levels and can self destruct for any reason and no reason. 2nd - the BMS isnt filtering out the AC ripple effect and shutting off any out of balance cells. That's why RC modelers charge these away from the plane and in fireproof bags.
3rd, the lifespan of this chemistry is only a few hundred cycles anyway till 80% capacity is reached. not good.
The media is not helping either by labeling this and all other lithium batteries - lithium Ion.. all lithium batteries have and function by ionic action / movement of lithium ions. ( vs PbA which is a chemical reaction between acid and lead plates.) So, using the word ION after lithium is meaningless...." waiter , I'll have a glass of wet water please"....
Boeing is not accepting any outside help or suggestions / consultation they told me.
If Boeing keeps trying to fix the current LiCo battery and not switch to LiFepo4 chemistry; The Boeing 787 dreamliner will remain grounded forever.
I guess they dont know what they dont know.
update; Improvements made to box " now with less fire"