Earthx battery experiences

[RVDan]

Earthx seems to have provided a cost effective, lightweight and safe product for our experimental airplanes. They have now had batteries in the experimental market for several years. I was wondering if anyone has experienced a venting of the battery, either in the cockpit or not. That is a key safety element for me.

I want to get rid of my Concord boat anchor that I have to replace every 3-4 years. If others have good or bad experiences otherwise, I’d be interested in hearing.

 

[smithflys23]

I’ve had an EarthX for a couple of years now. I’ve had zero problems with it.
It was a great upgrade from the PC680. The PC680 would not completely turn over my IO350 on the first try. The EarthX has no such problems. Plenty of cranking power.

 

[scrollF4]

5+ years on EarthX, both ETX680 and ETX900, firewall mounted with blast tube cooling. ZERO issues, spectacular batteries.

 

[scootwoot]

Earth X for 2.5 years LOVE IT

Cranks like crazy, I haven't had a single issue. I was concerned about the ambient temp, because it on the front of the fire wall, but again no issues seen. I do open my oil door after landing just to help cool things down, but I know other who don't.

and by the way, when you get it, it will be so light that it feels like an empty case!

enjoy!

 

[bjdecker]

Excellent

I'm very happy with the EarthX ETX680 in my RV-7. (knocking wood). Firewall mounted with the aluminum case. I leave the oil door open after shutdown to keep things cool.

The one caution I would offer is to make sure that whatever size battery you get matches the alternator's output capability.

I encountered this while using an ETX900 with 60A alternator. A bad hot start
+ discharged battery and I could see >80A once I started the engine and flipped on the alternator.

 

[scrollF4]

I'm very happy with the EarthX ETX680 in my RV-7. (knocking wood). Firewall mounted with the aluminum case. I leave the oil door open after shutdown to keep things cool.

The one caution I would offer is to make sure that whatever size battery you get matches the alternator's output capability.

I encountered this while using an ETX900 with 60A alternator. A bad hot start
+ discharged battery and I could see >80A once I started the engine and flipped on the alternator.

For a 60 amp alternator, get the ETX 680.
For a 70 amp alternator, get the ETX 900.

When in doubt, call Kathy or any of the crew at EarthX and ask them which battery to buy for your particular alternator.

 

[dmattmul]

Great batteries !!

I'm very happy with the EarthX ETX680 in my RV-7. (knocking wood). Firewall mounted with the aluminum case. I leave the oil door open after shutdown to keep things cool.

The one caution I would offer is to make sure that whatever size battery you get matches the alternator's output capability.

I encountered this while using an ETX900 with 60A alternator. A bad hot start
+ discharged battery and I could see >80A once I started the engine and flipped on the alternator.

The ETX 680 is rated at:
Max Charge Amps
60A (from vehicle charging system)

The issue is a 60 amp alternator will output 70 amps(At least a B&C) will and even though when your battery is low only for a few minutes but still exceeds the recommended limit. I am using 2 ETX-900’s which are rated at 80 amp max. Gives a little more ampacity at a very modest weight increase over the 680 plus it gives you more reserve capacity. (680, 900 and 1200 all have the same size case). 4 years flying and 6 years total and never an issue. Test annually to insure I have at least 80% ampacity left.

 

[vas4vans]

I have two ETX-900 batteries mounted on the firewall of my RV-10 and have been very happy with them. When I bought the plane about 18 months ago, I had some battery overheating issues in very hot conditions. Once I added some blast cooling with diverted air from a scat tube, that problem was fixed.

Just make sure that you follow the installation recommendations regarding having a BMS and ensuring that it gets vented to the outside.

 

[Ezburton]

Hi Dan,
I've had an EarthX in my Velocity for about 5 years now with no issues. I live in the same climate as you do (based at KCJR, hangared). I have a IO360 200Hp and the battery is way up in the pointy end (about 15' of #2 cable). As with the lead-acid battery, the first button push results in just a click (accompanied by look of shock on passengers). I was told by the local A&P that this version of the 360 had this issue in the planes in which it was installed. The second push is normal start, summer and winter.

I hardly ever put it on the charger, unless I've had the avionics on for a while. It still powers up with 13+ volts. I did a time test last year during the CI and it lasted well beyond my amp-hour calculation (with 2 Garmin screens, GTN 650, Garmin 200 + transponder....). You also have to invest in a special charger for the battery. So figure that into the cost.

I went from a 35# lead-acid to a 4# LiFePo4 ... put me right at the aft limit when I'm in the plane. The plane flies much nicer now. Make sure you don't get out of your CG envelope.

MTCW,
db

 

[scrollF4]

Make sure you don't get out of your CG envelope.

EZB does raise a good point, Dan. If you're flying a 6A and want to mount the EarthX on the firewall (typical mount), you'll want to pay close attention to your aft CG. Mine did move way aft (10 lbs lighter at the firewall).

I addressed this by melting down lead tire weights to mold a battery box-shaped lead ingot. 10 lbs of lead under the EarthX battery returned the CG forward to a point acceptable with a full baggage load. I did check with the EarthX engineers to be sure their stainless steel thermal battery box can handle the higher weight under G (it can indeed, up to over 250 lbs).

Meaning, yes, I lost the lighter weight benefit but still thoroughly enjoying the high power/long amp hour benefit.

 

[rocketman1988]

EarthX

Have dual ETX900s...no issues, whatsoever.

 

[riseric]

One more data point

I have a ETX900 VNT under the rear baggage floor, vented outside.
I also have a ETX680 in an insulated box on the firewall, engine side.
The 680 has a fresh air blast tube (blocked off in winter)
Installed since 2020, flying since Nov. 2021.
Fantastic starting
Just over 9 lb for both
Absolutely no issues
Absolutely happy with these.

 

[ty1295]

Almost all of our team now is running them with no issues, along with several customers. The only complaint I have ever had is someone who shorted it out via a wrench, the electronics turned the battery off, and earth X replaced it for us even though it was the user error not a battery issue.

I hated to spend the money, but they are worth it.

 

[bkervaski]

someone who shorted it out via a wrench

I did this ... touched the tool to the cowl while turning ... won't do that again

I love EarthX batteries, the cold cranking amps get you going with no fuss.

 

[BobTurner]

I did this ... touched the tool to the cowl while turning ... won't do that again

Everyone should remember: negative terminal off first; on last.

 

[NTex]

Have a dissenting opinion. Was a very early adopter of the Lithium battery.

Unfortunately, despite claims it would be OK in storage, mine lost all charge sitting on the shelf while I finished the plane.

This was in Jay Pratt's hangar, so not out in the sun or anything. The battery swelled and wouldn't take a charge per their instructions. I didn't get anything from contacting them on warranty (had just expired) other than a nominal discount for a future purchase. To me for the price the juice isn't worth the squeeze when a regular battery can use any charger and started the plane just fine.

With that said, it seems like a great battery on paper, but unnecessary for an RV. The extra ampacity and weight savings would help me with another plane that's firewall heavy.

 

[bkervaski]

Have a dissenting opinion. Was a very early adopter of the Lithium battery.

Unfortunately, despite claims it would be OK in storage, mine lost all charge sitting on the shelf while I finished the plane.

This was in Jay Pratt's hangar, so not out in the sun or anything. The battery swelled and wouldn't take a charge per their instructions. I didn't get anything from contacting them on warranty (had just expired) other than a nominal discount for a future purchase. To me for the price the juice isn't worth the squeeze when a regular battery can use any charger and started the plane just fine.

With that said, it seems like a great battery on paper, but unnecessary for an RV. The extra ampacity and weight savings would help me with another plane that's firewall heavy.

Just curious ... was it an EarthX or another brand? Li-Poly? Li-Ion? Li-FE?

Also, what year were you an early adopter?

Battery management circuitry varies greatly among these brands.

Regarding a "puffed" lithium battery to anyone reading ... discard immediately and don't use, something has gone horribly wrong.

 

[scrollF4]

Regarding a "puffed" lithium battery to anyone reading ... discard immediately and don't use, something has gone horribly wrong.

BV's right: Don't use, but please don't discard. EarthX will be interested in discovering why it expanded: They'll want it back, and will possibly pay shipping to return it for analysis. Bottom line: Call them to discuss.

 

[rocketman1988]

Have a dissenting opinion. Was a very early adopter of the Lithium battery.

Unfortunately, despite claims it would be OK in storage, mine lost all charge sitting on the shelf while I finished the plane.

This was in Jay Pratt's hangar, so not out in the sun or anything. The battery swelled and wouldn't take a charge per their instructions. I didn't get anything from contacting them on warranty (had just expired) other than a nominal discount for a future purchase. To me for the price the juice isn't worth the squeeze when a regular battery can use any charger and started the plane just fine.

With that said, it seems like a great battery on paper, but unnecessary for an RV. The extra ampacity and weight savings would help me with another plane that's firewall heavy.

While lithium batteries should last much longer in the shelf, they are still subject to discharge; it is just much less than a standard lead acid battery. Given enough time without a charge, yes they will go dead and may not be recoverable.

 

[bkervaski]

Regarding a non-puffed dead lithium battery ... there's a trick that works very well ... while monitoring the voltage closely, use a 1A standard wall wart charger to milk the battery up to the voltage that your approved battery maintainer requires to balance the cells and complete the charge.

 

[Walt]

Have a dissenting opinion. Was a very early adopter of the Lithium battery.

Unfortunately, despite claims it would be OK in storage, mine lost all charge sitting on the shelf while I finished the plane.

This was in Jay Pratt's hangar, so not out in the sun or anything. The battery swelled and wouldn't take a charge per their instructions. I didn't get anything from contacting them on warranty (had just expired) other than a nominal discount for a future purchase. To me for the price the juice isn't worth the squeeze when a regular battery can use any charger and started the plane just fine.
.

Had a similar experience, except when I put the battery on a reg 8 amp charger to try to ‘jump start’ it (sat for approx 6 months and was 0 volts) it proceeded to melt onto my hanger floor in short order.
When I contacted EX, they basically said to bad so sad.

 

[rocketman1988]

Reg charger?

Had a similar experience, except when I put the battery on a reg 8 amp charger to try to ‘jump start’ it (sat for approx 6 months and was 0 volts) it proceeded to melt onto my hanger floor in short order.
When I contacted EX, they basically said to bad so sad.

You used a regular charger on a lithium battery?

 

[Walt]

You used a regular charger on a lithium battery?

Yep, figured nothing to lose, it also toasted my cherished old school charger as well
Actually not sure which gave up first, but suspect the charger gave its life to save me.
Not much difference between an old school charger and an alternator IMO (alternators are not ‘special’ either).
I suspect an alternator with much higher output might have been a real problem if the bat had been in the plane.

 

[Pilot135pd]

Regarding a "puffed" lithium battery to anyone reading ... discard immediately and don't use, something has gone horribly wrong.

I had a lithium battery in my laptop that puffed up and it happens all the time in Apple laptops. No need to stop using it. I used it for many years after that but just got a couple of hours before having to plug it in again versus the 12 hours with a good battery.

I believe the problem is when someone uses a cheap charger on any battery and even worse on a lithium battery. Some chargers use high voltage and low current while others use lower voltage and high current. The best chargers monitor and change the voltage and current values based on battery temperature and charge level.

 

[NTex]

Just curious ... was it an EarthX or another brand? Li-Poly? Li-Ion? Li-FE?

Also, what year were you an early adopter?

Battery management circuitry varies greatly among these brands.

Regarding a "puffed" lithium battery to anyone reading ... discard immediately and don't use, something has gone horribly wrong.

This was an ETX36C purchased for $349 in 2014.

It had all the "BMS" but apparently didn't work for me, it didn't 'puff' more than a few degrees but you could certainly tell the blue casing was no longer 90 degrees in the midsections.

>>Moderator edit: No defamatory language, please.<<

 

[mikelupo]

If you use an E-Mag, make darn sure you have either a backup alternator, or a stand-by battery (both are preferred for IFR flying). Once the battery discharges to below 11V, the BMS system will shut the battery off. Happened to me last week over mountainous terrain. Lost all avionics and my Surefly E-Mag. Mine was self-inflicted as I had not turned on the field switch on the split master. ...in all my years of flying, that's the only time I missed that. Good thing it was the middle of the day in "severe clear"...right over the top of Penn Valley airport!

Once I charged up over 11 volts, Engine started right up and I was good to go.
Talk about clench your cheeks when that happens!

 

[dmattmul]

BMS cut-off

If you use an E-Mag, make darn sure you have either a backup alternator, or a stand-by battery (both are preferred for IFR flying). Once the battery discharges to below 11V, the BMS system will shut the battery off. Happened to me last week over mountainous terrain. Lost all avionics and my Surefly E-Mag. Mine was self-inflicted as I had not turned on the field switch on the split master. ...in all my years of flying, that's the only time I missed that. Good thing it was the middle of the day in "severe clear"...right over the top of Penn Valley airport!

Once I charged up over 11 volts, Engine started right up and I was good to go.
Talk about clench your cheeks when that happens!

Earth X will state once the BMS is activated you would have had less than a minute before the battery falls to a state probably unusable. (Less than 9 volts).

Would advise that everyone sets a voltage alarm (yellow) status at 13.4 volts and a red status at 12.8 volts. Plus having a shunt or Hall effect sensor (amperage sensor) on your b lead to detect when either alternator fails, field left off or fuse opens, etc. Normal operating voltage should read in the 14.2 volt range. Also the use of the battery warning light (supplied by Earth-X) should be used. That will give you low voltage alarm or an overheated battery alarm.

Warning: The chemistry that Earth X uses will show a very flat line discharge voltage rate for the first 90% of a discharge. The last 10% the voltage will drop very quickly !! Best practice is to discharge the battery 80% to insure it still has 12 volts with a 5 amp discharge. Use a very inexpensive Amp Hour totalizator (found on Amazon for less than 20 bucks) to check the ampacity of the battery as rated. I do this every condition inspection. For an energy dependent engine the feeling is “priceless”.

Earth-X will last 5 to 6 years if not abused.

Safe travels!!

 

[Pilot135pd]

...in all my years of flying, that's the only time I missed that. !

Best advertisement for using a checklist !! It's not IF, it's WHEN. I'm to a point that I even added to my checklist to turn on the camera before getting into the plane because I hate having to get out after being strapped in because I forgot something I do every time, yet sometimes I forget.

 

[David Paule]

If you use an E-Mag....

A little clarification - Emag is the company that makes Pmags. And those have their own built-in power, as do conventional magnetos. Other electronic ignitions aren't called Emags and might not be self-powered.

Dave

 

[Richard Connell]

Also a good advertisement for installing a surefly IAW the manufacturer’s detailed and specific instructions. They are STCd for many certified airframes after all.
Installed such, I find it very difficult to see how one could find themselves in this situation. There should be many layers of redundancy to prevent an electrically dependent aircraft to fly for an extended period at the mercy of an undetected charging system fault.
I would imagine this install is non compliant. Perhaps in more than one way.
Definitely worth checking out.

 

[StuBob]

Earthx seems to have provided a cost effective, lightweight and safe product for our experimental airplanes. They have now had batteries in the experimental market for several years. I was wondering if anyone has experienced a venting of the battery, either in the cockpit or not. That is a key safety element for me.

I want to get rid of my Concord boat anchor that I have to replace every 3-4 years. If others have good or bad experiences otherwise, I’d be interested in hearing.

If you’re replacing your Concorde every 3-4 years — assuming you’re talking AGM — you’re either mistreating it or there’s something wrong with your electrical system. You might oughta look into that before spending on an EarthX.

 

[RVDan]

If you’re replacing your Concorde every 3-4 years — assuming you’re talking AGM — you’re either mistreating it or there’s something wrong with your electrical system. You might oughta look into that before spending on an EarthX.

AGM. Concord claims an expected life of 3 years. I have had them last 5 years , but in the last few years, they haven’t been that good.
I use the Concord approved charger and my aircraft electrical system voltage is very stable at 14.3 volts. When I talked to Concord about a battery that failed in 13 months, they blamed it on short flights and recommended leaving the charger on between flights. I do that, but it hasn’t made any difference.

 

[StuBob]

*shrug*
That doesn’t match my experience or the general internet gestalt. Sorry they haven’t worked for you.

I’ve also had nothing but good experience with Odyssey, in a motorcycle and an airplane. Perhaps I’m an outlier.

 

[rv6n6r]

*shrug*
That doesn’t match my experience or the general internet gestalt. Sorry they haven’t worked for you.

I’ve also had nothing but good experience with Odyssey, in a motorcycle and an airplane. Perhaps I’m an outlier.

I had reasonable experience with Odysseys, generally they'd be good for 5-6 years before getting weak but not failing (well one early failure out of four that I've owned, quickly replaced under warranty).

I don't expect a lot more from the EarthX but I've switched for the lighter weight, cranking power, and BMS feature. I'm only on my first one (ETX680), 4 years and so far so good.

 

[dmattmul]

How to get an early warning if your battery is beginning to fail:

Recently an owner/friend was a little frustrated as his battery gave up during a hot start gone bad. (ETX-680~4 yrs. old) I politely told him about the procedure I use to better understand my battery condition. Currently I test one battery every 6 months during an oil change and log it. I'm using 2 Earth-X batteries ETX-900 so rated at 15.6-amp hours each. My procedure is to discharge a battery down to ~ 12 volts. I have found for the Earth-X chemistry that at 12 volts the voltage begins to drop off pretty quickly. As long as the battery gives me more than 80% of its rated capacity (15.6-amp hours for an ETX-900) I'm good to go for another year. Of course, if I have an "event" that stresses my battery before the year next oil change, I check the ampacity again. Below is the logging device I use, and the inverter used to apply a load. If you have a 12 volt load greater than 7.5 amps that works but easier for me to use a 75-watt light bulb on a work light at 120 volts. This is also a good time to test the Earth-X low voltage warning light and EFIS alarms. This battery tested is 4.5 years on the airframe and 6.5 years since I received it.

https://www.amazon.com/dp/B08YTH66FN?ref=ppx_pop_mob_ap_share&th=1

https://www.amazon.com/dp/B06XPVKY13?ref=ppx_pop_mob_ap_share

 

[lowdrag]

The original question was, anybody experience a venting event. ? Seems earthx would not have put a vent in the battery unless there was a good chance it would vent, so thats why they suggest a vented battery if installing it inside the cabin.

 

[rocketman1988]

The original question was, anybody experience a venting event. ? Seems earthx would not have put a vent in the battery unless there was a good chance it would vent, so thats why they suggest a vented battery if installing it inside the cabin.

A good chance that it would vent?

What’s a “good chance”?

Is it possible? Sure. Statistically speaking, though, highly unlikely. It does give you the option to have a vent or not.

 

[Jpm757]

A good chance that it would vent?

What’s a “good chance”?

Is it possible? Sure. Statistically speaking, though, highly unlikely. It does give you the option to have a vent or not.

It would seem to me that the for an EarthX battery to suffer a "melt down" due to overcharging or over voltage, it would first require a failure of your overvoltage protection, a failure of your alternator output protection (C.B. or current limiter) AND a failure of the BMS. Regarding venting, I spoke with an EarthX guy at SnF last year, and He stated that the battery venting requirement for certified aircraft was put in place by the FAA due to the previous B-787 Lithium battery debacle.

 

[Carl Froehlich]

It would seem to me that the for an EarthX battery to suffer a "melt down" due to overcharging or over voltage, it would first require a failure of your overvoltage protection, a failure of your alternator output protection (C.B. or current limiter) AND a failure of the BMS. Regarding venting, I spoke with an EarthX guy at SnF last year, and He stated that the battery venting requirement for certified aircraft was put in place by the FAA due to the previous B-787 Lithium battery debacle.

Yep, good summary about the battery, but not about the aircraft as a system.

I agree the BMS will protect the battery from overvoltage. This, not venting, is my main reservation about using an EarthEx. I have had a voltage regulator fail high, driving up output voltage. The standalone overvoltage protection circuit should have tripped the alternator output solenoid at 16 volts - it did not. Voltage got north of 17 volts before I woke up to the alarm and manually tripped the output solenoid. That airplane had two PC-625 batteries in parallel, and they did what was expected - just took the extra current providing a cap on the voltage excursion (I can't guess how high the voltage would have gotten without the batteries online). If I let this continue the batteries would have eventually boiled off, but they hung in there for several minutes as I figured out what was going on (that took a lot longer than I thought it would),

Now consider the BMS under the same conditions. The BMS would have automatically isolated the battery from the aircraft power system, saving itself. All well and good until you look at the ~$30K of avionics now taking the voltage excursion with nothing to cap it.

Here is the rub about a BMS - save a few hundred dollars of batteries or save the avionics. I would also think that for ship power dependent engines this would require additional design consideration.

I've only had one such alternator voltage excursion, but it left me very wary. If I ever do use an Earthex I'll test the overvoltage circuit on a regular basis by connecting it to a variable voltage power supply and measuring at what voltage it trips to verify it is lower than the BMS overvoltage trip point.

Carl

 

[rocketman1988]

Yep, good summary about the battery, but not about the aircraft as a system.

I agree the BMS will protect the battery from overvoltage. This, not venting, is my main reservation about using an EarthEx. I have had a voltage regulator fail high, driving up output voltage. The standalone overvoltage protection circuit should have tripped the alternator output solenoid at 16 volts - it did not. Voltage got north of 17 volts before I woke up to the alarm and manually tripped the output solenoid. That airplane had two PC-625 batteries in parallel, and they did what was expected - just took the extra current providing a cap on the voltage excursion (I can't guess how high the voltage would have gotten without the batteries online). If I let this continue the batteries would have eventually boiled off, but they hung in there for several minutes as I figured out what was going on (that took a lot longer than I thought it would),

Now consider the BMS under the same conditions. The BMS would have automatically isolated the battery from the aircraft power system, saving itself. All well and good until you look at the ~$30K of avionics now taking the voltage excursion with nothing to cap it.

Here is the rub about a BMS - save a few hundred dollars of batteries or save the avionics. I would also think that for ship power dependent engines this would require additional design consideration.

I've only had one such alternator voltage excursion, but it left me very wary. If I ever do use an Earthex I'll test the overvoltage circuit on a regular basis by connecting it to a variable voltage power supply and measuring at what voltage it trips to verify it is lower than the BMS overvoltage trip point.

Carl

Yes, testing is good. It would generally take multiple cascading failures to get that battery to vent. As with every system, if you drill down far enough, you WILL find a failure mode. In the end, though, it is about risk mitigation and the level of risk aversion the builder/owner/pilot has.

As with opinions, everyone is going to have a different level of risk aversion…

 

[Bavafa]

Earthx seems to have provided a cost effective, lightweight and safe product for our experimental airplanes. They have now had batteries in the experimental market for several years. I was wondering if anyone has experienced a venting of the battery, either in the cockpit or not. That is a key safety element for me.

I want to get rid of my Concord boat anchor that I have to replace every 3-4 years. If others have good or bad experiences otherwise, I’d be interested in hearing.

Three EarthX on my three RV that I have owned and all have been excellent experience.

 

[MElstien]

BMS cut-off



Earth X will state once the BMS is activated you would have had less than a minute before the battery falls to a state probably unusable. (Less than 9 volts).

Would advise that everyone sets a voltage alarm (yellow) status at 13.4 volts and a red status at 12.8 volts. Plus having a shunt or Hall effect sensor (amperage sensor) on your b lead to detect when either alternator fails, field left off or fuse opens, etc. Normal operating voltage should read in the 14.2 volt range. Also the use of the battery warning light (supplied by Earth-X) should be used. That will give you low voltage alarm or an overheated battery alarm.

Warning: The chemistry that Earth X uses will show a very flat line discharge voltage rate for the first 90% of a discharge. The last 10% the voltage will drop very quickly !! Best practice is to discharge the battery 80% to insure it still has 12 volts with a 5 amp discharge. Use a very inexpensive Amp Hour totalizator (found on Amazon for less than 20 bucks) to check the ampacity of the battery as rated. I do this every condition inspection. For an energy dependent engine the feeling is “priceless”.

Earth-X will last 5 to 6 years if not abused.

Safe travels!!

Exactly. I have 2 earthX batteries and one light on my panel per battery. I am measuring the voltages at the engine buss and at each battery. 2 batteries in case the active battery BMS trips for any reason. They are not going to run in parralel. I have 2 master switches that individually select which battery is being used. Both can run at the same time but I decided that would be something I only do in VFR conditions at altitude near airports.

 

[Walt]

Both can run at the same time but I decided that would be something I only do in VFR conditions at altitude near airports.

Why would you design/install a system that you're scared to use or could create a hazardous condition?
I 100% agree with Carl, if it's needs a BMS to make sure it doesn't self destruct I can live without it.

 

[andyhudson]

Earth X for 2.5 years LOVE IT

Cranks like crazy, I haven't had a single issue. I was concerned about the ambient temp, because it on the front of the fire wall, but again no issues seen. I do open my oil door after landing just to help cool things down, but I know other who don't.

and by the way, when you get it, it will be so light that it feels like an empty case!

enjoy!

I had an issue in the Arizona heat of summer one year with my EarthX in an RV-7A. Mine is also on my firewall inside the engine bay and it overheated once after I had landed in Scottsdale in Summer. The battery has an internal safety mechanism that shuts it down if it gets too hot so it won't destroy all your other systems. However, once that internal EarthX batter protection mechanism trips, you can't reset it, you need to buy a new battery. I had to land NORDO but NONE of my other systems (alternator, fuses, wiring, etc) were affected. It was a $350 mistake not to open the oil door and allow the internal compartment to cool once I had landed in that hot environment. Now I open the oil door and let the engine bay cool off before walking away from the plane if I land in a hot environment. It has been NO PROBLEM since then. Usually, five minutes or so is fine. Hope that helps!

 

[MElstien]

Why would you design/install a system that you're scared to use or could create a hazardous condition?
I 100% agree with Carl, if it's needs a BMS to make sure it doesn't self destruct I can live without it.

Hello Walt. It is not that I am afraid of using it ( I assume you mean the batteries in parrallel), it is just that running them in Parralel is not needed and removes the redundancy. For example, if there is a regulator failure, as mentioned on this thread, and the voltage raises beyond a cetain threshold which I think is 16.2 volts for more than 2 seconds, the Battery that is currently on-line will shut down. In that case, one solution would be to turn off the alternator and then run from the second battery while finding the closest place to land. (note, I also will have a secondary alternator with a different regulator set to a lower voltage)

I have been flying with an smaller Earthx on our RV-9A after multiply early life failures of a PC680. Changing the battery has been a great upgrade.

There are many trade-offs when desigining the systems and the Amp-Hour rating and power of the EarthX appeal to me and my mission. Others may feel differently.

Thanks

 

[rocketman1988]

Why would you design/install a system that you're scared to use or could create a hazardous condition?
I 100% agree with Carl, if it's needs a BMS to make sure it doesn't self destruct I can live without it.

Have you ever seen a lead acid battery explode?

I have.

 

[RVDan]

Why would you design/install a system that you're scared to use or could create a hazardous condition?
I 100% agree with Carl, if it's needs a BMS to make sure it doesn't self destruct I can live without it.

Lead acid batteries can explode, seen it myself. Nicad batteries used in most turbine aircraft are known to overheat causing fires and explosions. In fact regs requite monitoring systems for nicad batteries, with requirements to land asap if the battery overheats. I used to do nicad bench maintenance and saw muliple overheat events. Not to mention EFIS systems that all have monitors for failure detection.

 

[Walt]

Have you ever seen a lead acid battery explode?

I have.

Yes I have (high amp battery charging spark), but we’re talking about AGM batteries here which normally don’t vent hydrogen.
Lead acid and Nicad are not the same as AGM obviously so not sure how they got into the discussion.

 

[warmi]

Rotax just released their own Lithium-ion battery to go with their engine - underneath it is just EarthX battery in Rotax clothing
Obviously thy do trust underlying technology ….

https://legacy.rotaxowner.com/si_tb_info/serviceinfo/SI-PAC-027.pdf

 

[rocketman1988]

Hello Walt. It is not that I am afraid of using it ( I assume you mean the batteries in parrallel), it is just that running them in Parralel is not needed and removes the redundancy. For example, if there is a regulator failure, as mentioned on this thread, and the voltage raises beyond a cetain threshold which I think is 16.2 volts for more than 2 seconds, the Battery that is currently on-line will shut down. In that case, one solution would be to turn off the alternator and then run from the second battery while finding the closest place to land. (note, I also will have a secondary alternator with a different regulator set to a lower voltage)

I have been flying with an smaller Earthx on our RV-9A after multiply early life failures of a PC680. Changing the battery has been a great upgrade.

There are many trade-offs when desigining the systems and the Amp-Hour rating and power of the EarthX appeal to me and my mission. Others may feel differently.

Thanks

I think that the BMS in the EarthX batteries

Yes I have (high amp battery charging spark), but we’re talking about AGM batteries here which normally don’t vent hydrogen.
Lead acid and Nicad are not the same as AGM obviously so not sure how they got into the discussion.

Easy, they are examples of potential risk with every battery…and all have different levels of perceived risk.