New Partnership w/EarthX batteries

[carllee]

I'm proud to announce a new partnership between RCM Normalizing, and EarthX batteries. EarthX has approved the first Lithium Battery for the certified aircraft market. This represents the potential for nearly a 30lb increase in useful load - a huge step forward for 112 owners! Visit the RCM website for more details about the battery, and the accessories that go with it.

https://rcmnormalizing.com/batteries

 

[Pete]

Looks really good, thanks Carl for keeping up with the new products.

 

[rringgold]

Keep up the weight savings program you have going, Carl! You have knocked off almost 90 lbs with your MT prop, carbon fiber cowl and now the battery too!
Unfortunately I put in a new Concord less than two years ago.

 

[neald]

I'm proud to announce a new partnership between RCM Normalizing, and EarthX batteries. EarthX has approved the first Lithium Battery for the certified aircraft market. This represents the potential for nearly a 30lb increase in useful load - a huge step forward for 112 owners! Visit the RCM website for more details about the battery, and the accessories that go with it.

https://rcmnormalizing.com/batteries

Very interesting. My battery is about due (I hesitate to mention the number of years the Concorde has lasted, as it will certainly due immediately if I admit it). Questions:

• Are you running it yet?
• Have you gotten (at least a one time) STC for it in a 112?
• With lower CCA than the Concorde, do you notice the difference?

Between the battery box and the battery it might actually get 30 lbs.. and that sure would be nice. Of course, I would need to replace the prop and cowling to even things out more

Regards,
Neal

 

[AVIATOR.CYFD]

Thats awesome!

 

[FS]

Interesting, though will need a new battery charger/maintainer. Even though it's TSO, since it's lighter that might require a 337 (due to change of weight/balance). I also have to wonder about whether losing weight that far aft is such a good thing, particularly since the 114 is nose-heavy already.

 

[carllee]

Interesting, though will need a new battery charger/maintainer. Even though it's TSO, since it's lighter that might require a 337 (due to change of weight/balance). I also have to wonder about whether losing weight that far aft is such a good thing, particularly since the 114 is nose-heavy already.

337 and new W&B. There's no STC for the Concorde, or the Gill for Commanders. Concorde 33lbs, 440cca - Gill 27lbs, 250cca - EarthX 5lbs, 840cca.

Charger/maintainer, panel mounted fault annunciator light, and everything else you need is here

https://rcmnormalizing.com/batteries

 

[Frank]

I just replaced mine about 6 mos ago.. Concorde

 

[slawman]

That Cool! Carl, glad to see your forward thinking progress!

 

[carllee]

That Cool! Carl, glad to see your forward thinking progress!

This is what every 112 owner needs. Maybe not the 114 owners, because they have more forward CG, and more power to compensate for weight, but every 112 needs this!

 

[neald]

337 and new W&B. There's no STC for the Concorde, or the Gill for Commanders. Concorde 33lbs, 440cca - Gill 27lbs, 250cca - EarthX 5lbs, 840cca.

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Carl,

Perhaps I don't understand, but for comparison, my Concorde is 33 lbs, and 440 cca. However, Earth-x is not really quoting that. For an apples to apples comparison, you need to look at IPP/IPR, which is where that 800 number comes from. The comparison there is Concorde RG-35AXC 1200/900 and Earth-X ETX-900TSO 800/600, meaning the big Concorde has about 50% more oomph. Those are the numbers at 23C. It is worse when it is cold out.

Even with two of them it seems like it is still gonna be a great weight loss program.

I asked about the STC because of the additional required wiring for the warning light. Guessing that my FSDO (and others) will want at least a 337 for that change, and I am hoping you have already done that with your FSDO so I can send it as reference with mine (as that always works a treat).

Regards,
Neal

 

[carllee]

Hi Neal,

I stand corrected here's the comparison chart from EarhX. It's difficult to do an apples to apples IC Ah comparison between a lead acid battery and a lithium battery because their discharge characteristics are so different. The lead acid battery may test higher but the discharge pattern is linear, so the "useful" time may actually be shorter. Lithium batteries remain at a nearly constant level through their entire discharge, then drop off sharply at the end, so may actually have a longer "useful" time even though the tests show different. It depends on what the parameters are of what they're being used for.

You don't need 2. On a cold East Texas day it cranks better than my Concorde! To be fair, my Concorde is in it's 5th year of service, so may be showing signs of age, but from simple observation, the EarthX beats it, on the initial crank anyway.

I showed you mine, now you show me your's. Show me a copy of your STC, or other documentation that gives you authority to install a Concorde, 700amp, 32lbs battery into your Rockwell 112 Commander;-);-) View attachment chart.pdf

 

[neald]

I showed you mine, now you show me your's. Show me a copy of your STC, or other documentation that gives you authority to install a Concorde, 700amp, 32lbs battery into your Rockwell 112 Commander;-);-)

Carl,

Let me preface this by saying that I am a big fan of going with a more modern battery. So I am poking at this in the hopes of actually using one in the [near] future. I, in fact, am overdue for a battery.

That said, for the Concorde, it was considered a minor alteration. Similar battery. Same form factor, same hookup, etc.

The RCM battery will require a different mount, removing the old one. It will require a wire be run from the battery in the tail to the panel. The panel will need a light installed. The light provides important information to the pilot that requires an AFMS update. The overvoltage protector may require an update. The voltmeter requires the limitations to be adjusted. This, together, is something that would not get approved without a 337 (in my neck of the woods), and possibly not without an STC. It is certainly not a minor alteration though.

A previously approved 337 would go a long way with my FSDO.

Regards,
Neal

 

[carllee]

Hanger talk with buddies: "You wont believe how awesome this new gizmo is that I just bolted onto my airplane! It flys so much better now! I can't believe how cool it is"

Conversation with FAA: "Oh that gizmo? It's ok - haven't really given it much thought. Works about the same as the old gizmo - as far as I can tell"

 

[gmores]

Carl,

Let me preface this by saying that I am a big fan of going with a more modern battery. So I am poking at this in the hopes of actually using one in the [near] future. I, in fact, am overdue for a battery.

That said, for the Concorde, it was considered a minor alteration. Similar battery. Same form factor, same hookup, etc.

The RCM battery will require a different mount, removing the old one. It will require a wire be run from the battery in the tail to the panel. The panel will need a light installed. The light provides important information to the pilot that requires an AFMS update. The overvoltage protector may require an update. The voltmeter requires the limitations to be adjusted. This, together, is something that would not get approved without a 337 (in my neck of the woods), and possibly not without an STC. It is certainly not a minor alteration though.

A previously approved 337 would go a long way with my FSDO.

Regards,
Neal

I quickly read through the manual on the battery and I don't believe the LED indicator is required. Seems like a nice idea, however. But omitting that might make the install easier. The vents seem absolutely necessary, however, but that's just some tubing to deal with.

 

[carllee]

I quickly read through the manual on the battery and I don't believe the LED indicator is required. Seems like a nice idea, however. But omitting that might make the install easier. The vents seem absolutely necessary, however, but that's just some tubing to deal with.

There's no requirement on the placement of the indicator light, so no reason to run wire to the panel. The venting just goes out into the original battery box, which is already vented overboard, so no need do any custom plumbing. The battery fits into the original battery box so no need to do any custom mounting.

 

[neald]

There's no requirement on the placement of the indicator light, so no reason to run wire to the panel.

Like put it by the circuit breaker for the lights in the closeout near the battery. Plenty of room there.

The venting just goes out into the original batter box, which is already vented overboard, so no need do any custom plumbing. The battery fits into the original battery box so no need to do any custom mounting.

I am intrigued by this. My first thought was to ditch the original battery box (it is heavy, plastic, and eventually cracks). Then tee the two hoses into a single one, and route that out the existing hole in the bottom of the empennage. How does it work out putting the tiny battery into the big box? Add foam? Or?

Regards,
Neal

 

[carllee]

Like put it by the circuit breaker for the lights in the closeout near the battery. Plenty of room there.

Exactly, that would be easy, and it is only for reference anyway, You'd be monitoring amp, and volt gauges the same way you do now anyway.

 

[atjudge]

Carl, what is the Battery fault light for? In the Old days you had a battery fault when the engine didn't crank, or cranked over very slowly. I assume that with this battery, it either cranks well, or is completely dead. If it is dead, can one use the external plug and plug in an APU and still start the engine??

 

[carllee]

Carl, what is the Battery fault light for? In the Old days you had a battery fault when the engine didn't crank, or cranked over very slowly. I assume that with this battery, it either cranks well, or is completely dead. If it is dead, can one use the external plug and plug in an APU and still start the engine??

The battery has an internal management system that monitors several different parameters of the battery's health, heat, discharge rate, load, etc. If something is out of range the light will go on. If you have an amp, and volt meter, or better yet an engine monitor with volts and amps, you will see a problem there long before the light lights up.

Yes, you can jump it and charge it externally with a charger designed to balance the charge equally among the cells.

These have been used for years in experimental aircraft. In 5 years they will be as common as LED landing lights. In 10 years we will look back, and wonder what the hell were we thinking - flying around with 30lbs of lead in the back of our airplanes?

I'm just way ahead of the curve on this. The music's playing but the dance hasn't started yet!