Thanks everyone for the in-depth replies!

Everything from schmatics to personal experiences.  I don't know why I've
been so thick - I'm pretty sure someone has told me around the airport
that you can't connect in parallel such dissimilar batteries.  Then
again, others (with my level of understanding I now know) said they
didn't see any problem as long as both batteries were fairly well charged
- the old two pails (one big, one small) of water theory.  

In designing my back-up system I took care to completely isolate both
systems . . . except for the occasions when I might want to connect them
. . . which would be to charge them concurrently, either in the hanger or
in flight.  I thought I was being clever in allowing for this, but I was
just being dumb.  I'll take the switch completely out and there won't be
any further possibility of harming one battery or the other.  Good thing
I didn't damage my AGM - it cost $75 and I did some shopping.  With the
gel cell down to 5.6 volts I've probably destroyed it.  They aren't
designed to be discharged so completely.  I don't think any battery is,
from what I've read.

The inline voltmeter on the back-up circuit is only on when the back-up
bus is turned on - and my idea was the only time that would be on is when
I'm charging the battery or actually using the back-up bus.  

The simplest way to fix this problem is to stick to my original idea and
just have a completely separate system.  Which is what I've got.  Except
for that switch.  

In getting rid of this switch I'm avoiding what could turn an incident
into a true emergency.  If my main battery were somehow very depleted in
flight and I were to turn on the secondary system in parallel with the
main as a "boost", the current from the smaller battery being drawn by
the big would certainly burn some wires and maybe even start a fire.  It
would certainly cause some smoke and scare the heck out of me at the very
least.    

And so we learn.  Thanks again everyone.  

Mike



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