| Author |
Message |
David J. Silva (Cypress) (208.7.213.177)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Saturday, January 24, 2004 - 5:23 pm: | |
Just doing a little salvaging and recycling.
The local landfill has a dozen 24 volt aircraft batteries.
I looked up the part number, (GILL G-6381E) they retail for $1400.
They look fairly new. I took one. It's stone dead and a few cells are low on electrolyte.
Many things in the aviation world are retired well before they are actually used up.
I figured for $1400 this battery might have some more life in it.
How do I charge it? (no bus yet)
Can I use regular distilled water?
Thanx
Dave |
DonTX/KS (66.82.9.14)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Saturday, January 24, 2004 - 7:19 pm: | |
Back in the old days, I used to totally empty them, flush them out, and then refill with acid. Usually worked. |
Geoff (Geoff) (66.238.120.2)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Saturday, January 24, 2004 - 8:14 pm: | |
Just add water to the low cells and put a charger on it at the lowest charge rate-- do you have a 24v charger??? If not, you have a problem. |
jim mci-9 (209.240.205.60)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Saturday, January 24, 2004 - 8:34 pm: | |
before you go to lots of trouble and expense, try to find out the cranking amps capacity the battery has.. it may not have enough to do anything for you, even after its charged.... |
Richard Bowyer (Drivingmisslazy) (24.196.191.70)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Saturday, January 24, 2004 - 9:40 pm: | |
http://www.concordebattery.com/Drawing/CommercialSpecs/DryCharged/CB24-380E.pdf
This link will take you to the technical specifications ot the CB-24-380E which is the replacement for the GILL G-6381E
Richard |
BrianMCI96A3 (65.40.154.171)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Saturday, January 24, 2004 - 11:35 pm: | |
I'm not familiar with the type of battery you are talking about ...BUT as a general rule almost any battery in which the electrolyte is lower than the top of the plates for very long, is toast... AND any battery that has been in a discharged state for very long, is toast.
If it were me, I might try to go back with a voltmeter and find one that at least has some charge showing, and has electrolyte at least over the top of the plates.
If the electrolyte is low, distilled water will do to bring the level back up.
Then I'd put the battery on a 24V trickle charger over night.
At that point if the battery does not read over 24.5 volts, after removing the surface charge, then it might work as a tester battery, but certainly it will not be reliable in your coach.
Brian |
Jayjay (152.163.252.163)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Sunday, January 25, 2004 - 1:19 am: | |
Probably the biggest difference between aircraft and non-aircraft batteries, is the venting of the cell caps. Aircraft batteries have a tapered lead slug that slips into a socket when inverted, to keep them from leaking. Really only marginally effective, but better than nothing. They also have a stronger case, to withstand the abuse of hard landings and/or crashes. Other than that, there is nothing esoteric about them... just another box full of lead and acid. Charge them like any other lead/acid battery. Due to FAA regulations, aircraft technology creeps along, compared to the rest of the world. The high price notwithstanding, a new AutoZone lithium battery at $60 bucks, is probably technologically superior. Your friendly A&P...JJ HiAce |
DonTX/KS (66.82.9.28)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Sunday, January 25, 2004 - 6:03 am: | |
You forgot "wildly overpriced" too in the description of the aircraft battery Jayjay.
Your fellow A&P. |
Doug Dickinson (Dougd470) (24.207.240.13)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Sunday, January 25, 2004 - 9:00 am: | |
You can recycle the battery just as Don says. This may keep it going for a long time - or just a short time - no guarantees. You will need to find a source of supply for the electrolyte, and PLEASE dispose of the old stuff and rinsing stuff responsibly - it is toxic!
BTW - by the time you get through with that, you may as well buy new like Jim indicates. If you want a really good battery for your coach, the conventional sources of supply are still the best.
Good luck
Doug
St Louis MC9 |
Richard Bowyer (Drivingmisslazy) (24.196.191.70)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Sunday, January 25, 2004 - 9:51 am: | |
I recall reading somewhere that aircraft batteries were of special construction such as maybe NiCad or other exotic construction significantly different than the typical lead acid battery. Also that special charging techniques were required different from standard charging techniques. Designed for operation in extreme cold weather conditions and possibly other special requirements. Based on those requirements, I doubt if they are really overpriced. It is still a competative market place. Just what I have heard and read.
Richard |
Stephen Fessenden (Sffess) (65.154.176.113)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Sunday, January 25, 2004 - 10:13 pm: | |
Many aircraft batteries sit for long periods between use. I would not bother trying to rejuvinate one for a bus. They don't get replaced if they will hold a charge. If they are in the landfill, they are toast. Would you replace a $1400 battery if it still would hold a charge? |
Jayjay (64.12.96.105)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Sunday, January 25, 2004 - 11:27 pm: | |
Steve, many aircraft rotables are replaced by a maintenance schedule, not IRAN. (Inspect and Repair As Necessary) The FAA says an item is good for so many cycles, or a certain age, and whether you like it or not, it gets thrown out, i.e. replaced/rebuilt or you don't get the Annual Ispection signed off as safe for flight. If you had to maintain your bus or car like I do a plane, you mighrt not be able to afford to keep it. 'Bout as 'spensive as keepin' a spare woman around. ...JJ |
Steve 80 Crown Atomic (198.81.26.45)
Rating: N/A
Votes: 0 (Vote!) | | Posted on Monday, January 26, 2004 - 3:08 pm: | |
While some aircraft components are replaced on a life-cycle basis, regardless of condition, in my experience, this particular battery isn’t one of them. It’s just a simple lead-acid starting battery. I’ve seen it used primarily in light to medium twin engine aircraft, pistons and turboprops. They are usually replaced when the pilot inadvertently kills it. As others have said previously, its in the dump because it’s toast.
The reason it looks fairly new is that typically it is mounted in the wing, well away from the engine area. A car battery will look pretty grimy after just a few months in an engine compartment. An aircraft battery can look brand new years after being installed in an aircraft.
We service them with de-ionized water, pretty cheap from the local bottled water guys. You can buy quarts of electrolyte from your local aircraft parts supplier, or through several suppliers on-line. Expect to pay for hazardous materials shipping.
Personally, I wouldn’t waste my time with these, and I’ve tossed several. They don’t have the cranking amps to turn an 8V71, they aren’t deep-cycle designs, and the terminals are smaller/different than car/bus batteries. Typically, they are wired using 2or 4 AWG wire, so I’d have to slightly modify my existing bus wiring, and when the battery was later replaced with an automotive one, I’d have to change the wiring back to its original configuration.
NiCad, Ni-MH, and some of the more exotic aircraft batteries run about $3000-$6000 each, and require a strict maintenance program, using fairly expensive equipment. Our Christie charger/analyzer cost $13,000 many years ago. They have cells that can be replaced individually, but when enough cells go bad, the battery gets returned as a core. They require different care than a lead-acid, and can experience unique problems like thermal runaway. I’d never use them in my bus, even though I could scrounge enough cells to make one for free.
Yet another $.02 from an A & P. (You should have enough now to buy a cup of coffee!)
Steve |
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