Instruction Manual Sintered-Plate, Nickel-Cadmium Batteries By Marathon10 2.0 3.0 40 50 7.0 TABLE OF CONTENTS Introduction . Cell and Battery Construction 2.1 Plates 2.2 Soparator 23 Electrolyte 2.4 Vent Plugs 25 Coll Terminals 2.6 Cell Cases and Covers 27 Cell Assembly 2.8 Battery Assembly Theory and Principles of Operation ....... 6 3.4 General 3.2 Voltage, Capacity and internal Resistance 83 Charge 3.3.1 Charge and Overcharge Equations 3.4 Discharge 3.4.4 Discharge Equations 3.4.2 Factors Affecting Capacity 3.4.3 Overdischarge Charging Information 4.1 General 42 Charging Precautions 43 Constant Voltage Charging 4 Conatant Current Charging Stepped Constant Current Charging Constant Voltage ~ Constant Current ‘Charging Pulso Type Charging Float Charging Trickle Charging 10. Charge Efficiency 11 Effect of Temperature Upon Charge Performance 4.42 Water Loss 4.13. Marathon PCA-131 Charger/Analyzer Discharging Information .. 5.1 General 5.2 Plate Thickness 5.8 Typical Discharge Characteristics 5.4 Effect of Temperature Upon Discharge Performance Battery Storage .. 6.1 Charge Retention 6.2 Storage Maintenance 6.3 Returning Stored Batteries to Service Installation 7.4 Inspection Prior to Installation 7.2 Charging New Batteries and Cells, 7.3 Installation of the Battery B BAS 8.0 9.0 10.0 11.0 12.0 13.0 140 Maintenance Procedures . 8.1 General 8.4.1. Record Keeping 8.2 Inspection in the Aircraft 8.3 Maintenance and Reconditioning Schedules. 8.4 Shop Maintenance Procedure 8.4.1 Nickel-Cadmium Facilities 8.42 Inspection and Mechanical ‘Check 8.4.8 Cleaning Procedures 8.4.4 Electrical Leak Check 8.4.5 Adjustment of Electrolyte 8.4.6 Reconditioning 8.4.7 Reconditioning with Constant Current Charger 8.4.8 Reconditioning with Marathon PCA-131 Charger/Analyzer 8.4.9 Special Tools and Fixtures Replacement of Cells and Battery Repair . 28 9.1. Replacement of Damaged Cells 9.2 Replacement of Damaged Power Connectors Battery Disassembly and Reassembly . 10.1 Battery Disassembly 10.2 Battery Reassembly 10.3 Pre-Electrical Inspection Trouble Shooting Hints . -3t Now Designs .........0eeseeeeeeeee 3D 12.1 Low Maintonance Batteries 12.2 Heated Batiorios 12.8 Ait-Cooled Batterios 124 Battories Equipped with Temperature Sensors 12.5 Temperature Monitoring Indicators 12.6 Batteries with Temperature Compensated Controls 12.7 High Performance Batterios Definitions of Battery Terms .. Records and Reference Data . 14.1 Marathon Vehicular and General Purpose Batteries 14.2 Marathon FAA-Approved Commercial Aircrait Batteries 14.3 Marathon Miltary Aircraft Batteries 14.4 Military Aircraft Battery and Cell Cross Reference Table1.0 Introduction Marathon batteries are manufactured to the highest standards of quality. Care has been taken in every step of manufacture to produce a product capable of func- tioning reliably at peak performance. Proper mainte- ‘nance will assure optimum battery performance and the long service life inherent in the nickel-cadmium battery system. This manual has been prepared to explain the funda- mental operating. characteristics of Marathon sintered- Plate, nickel-cadmium vented batteries, and to furnish Up-to-date information concerning their proper instalia- tion, operation and maintenance. ‘The most recent findings as well as much of the knowi- ‘edge gained during the years of developing, manufac- turing, and application engineering the nickel-cadmium battory system have been included. Some of the more commonly used battery terms are defined in order to assure meaningful communication between Marathon and its customers. The information contained herein will answer many of the questions that arise during the course of using and maintaining these batteries. Marathon engineers are prepared to offer in- dividual supplementary assistance upon request. 2.0 Cell and Battery Construction A brief description of the components and procedures Used in cell and battery construction is presented in the following paragraphs. Figure 2 is a brief pictorial illus- tration of the plaque, plate and cell manufacturing pro- cess. 2.1 Plates Marathon plates are manufactured by sintering (heating at @ high temperature in a reducing atmosphere) pure carbonyl! nickel powder around a woven wire screen to produce a thin, highly porous (about 85%) plaque of large surface area for the subsequent impregnation of active materials. Figure 1 shows the advantage of using sintered plates, The plaques are impregnated with nickel salts for the positive plates and cadmium salts for the negative plates. These are then converted to nickel hydro» and cadmium hydroxide, their electrochemically active forms, The plaques are then cleaned, washed, dried and cut into plates of the dimensions required for the particular size cell in which thay aro to be used. (After this treatment, the porosity of the plate is still great ‘enough to permit absorption of a large quantity of elec- trolyte; this porosity helps to increase the volume of ac- tive material directly exposed to the electrolyte.) Nickel tabs sized for maximum current-carrying capabil ity are then welded onto each plate in preparation for subsequent operations in which the positive and nega- tive plates are connected to their respective cell termi- nals. Fig. 1 ‘The porosity of Marathon plates is created by careful sintaring of tho nickel powder. This powder has been selected or is special particle size and shape. After sintoring, the tolal active surface area of one Sintered nickol-cadmium battery plate Is equal to tal of several hhundted solid plates ol the same size. 2.2 Separator A continuous separator system, composed of one layer of gas barrier fm between two layers of nylon cloth, acts to mechanically separate the positive plates trom the negative plates in the cell (s0 as to prevent a short circuit) while stil permitting ionic flow (current) between the opposing polarity plates. To ensure completo isola- tion, the separator is slightly longer than the plates.FIG. 2 Construction of the Marathon Battery The basic feature of the Marathon battery is its sintered plate, ‘as shown in the series of diagrams below. 1. Hore's how a Marathon 8. This forms a plaque ‘ater is made Wo slat wih ewovenvite seen, sppronnatly €5% po- 4. Plaque is coined wth tous al hs sage Soe de, 6. conepoae emgage vn a Ao washing ‘rea be we sot a ete ingore ig. ced la ee 18, "Stack-up is prepared 8. Nickel terminals are 11, Entre untisin- by folding separator ma ‘Welded to “stack-up" whieh, sorted in call caso and tera between alternate ‘wih is plastic band, forms ee poslive anc negative the compote aceomby of Plates. thocoreThe gas barrier membrane inhibits the oxygen formed at the positive plates. The oxygen would recombine with cadmium at the negative plates. This reaction ‘eates heat and suppresses cell voltage. The gas bar- fier also helps assure complete charging of the cell, 2.3 Electrolyte The electrolyte is a solution having a specitic gravity of 1.3 and consisting of 30% potassium hydroxide (KOH) and 70% distled or deionized water. At room tempera- ture, the- specific gravity of an operating cell normally remains between 1.24 and 1.92. The purpose of the ‘electrolyte is to transport ions between the positive and negative plates of the col STATE-OF-CHARGE: Unlike some other rechargeable systems, the electrolyte in the nickel-cadmium battery does not significantly change in specitic gravity during the charge and discharge processes. As a result, hydrometer_ measurements of specific gravity cannot sed to determine the stale of charge of the battery. The only way to determine the state of charge with any. degree of accuracy is by a measured discharge. Itis not recommended that the user attempt to readjust specific gravity unless itis extremely impractical to re- move the battery from service long enough to have it properly adjusted at the factory. Should you find it nec- ‘essary to make this adjustment, a supply of electrolyte may be purchased from your local Marathon alrcratt battery distributor or the Field Service Manager, Marathon Battary Company, Waco, Texas 76710. LIQUID LEVEL: Although the electrolyte contains potassium hydroxide and water, very litle loss of the potassium hydroxide occurs during operation. A small fraction is carried off in the form of droplets during elec- trolysis of the water component on overcharge, but the battery generally requires no potassium hydroxide addi- tion during normal use. In the event of accidental spil- lage during shipment or handling, the electrolyte should be replaced with factory approved material of the cor- rect specific gravity and purity. Water loss accounts for most of the change that takes place in the electrolyte and must be replaced by adding distiled or deionized water periodically as dictated by usage. Water loss results from (a) the electrolysis of the water component of the electrolyte during overcharge, (©) entrapment of water droplets in the cell gases given ‘off during overcharge and overdischarge, and () evap- ‘oration. During normal operation, electrolysis accounts for most of the water oss, Theoretically, 1 cc of water 1s lost through hydrogen and oxygen gas evolvement for every 2.92 ampere-hours of overcharge. In practice, water loss is somewhat reduced (by gas recombination) to about 0.8 oc (See Figures 8 and 10), The amount of water used is relatively small: Usage rate will depend upon such things as the amount of ‘overcharge, charging voltage and ambient temperature. For this reason, itis advisable to maintain accurate re- cords on particular applications so that a realistic water replacement schedule can be established. Use only distilled or demineralized water. Water additions to ad- just the liquid level should be made immediately after charging or after the battery has bem permitted to re- main in a state of rest for a minimum of three hours after charge. Never adjust the electrolyte leve! after discharge unless abnormally high voltage readings (Greater than 1.5 volts) are encountered immediately after placing a discharged battery on charge. ‘See Paragraph 4.2.7 for a condition known as “foaming electrolyte” NOTE: The voltage regulator setting on the aircraft is a critical factor in water usage. The vollage regulator should be checked each time a battery is installed on the aircraft and periodically thereafter, and adjusted to the recommended value. Marathon batteries aro shipped with the correct electro- Iyte level from the factory. Level adjustment should not be attempted until the battery is fully charged. Refer to Paragraph 8.4.5 for proper liquid level and adjust- ‘ment of this level. ELECTROLYTE CONTAMINANTS: Acids, such as the sulfuric acid used in lead acid batteries, and acid fumes ‘coming in contact with the alkaline electrolyte may re- ‘sult in poor discharge performance, separator damage ‘and/or plate damage leading to total battery failure. ‘Tap water which usually containes minerals, chlorine, softening agents and other foreign matter is deleterious to the pertormance of the nickel-cadmium battery and should not be used except in cases of exireme ‘emergency. Excessive carbonates, formed by the reaction between potassium hydroxide in the electrolyte and carbon dioxide from the air, will cause a decrease in battery discharge voltage and capacity at low temperatures land high discharge rates. Cell vent plugs should always tbe installed except during actual water additions.2.4 Vent Plugs All cells are provided with removable 6 + 4 PSI vent plugs for electrolyte adjustments and gas venting. Most of these ave of the Camioc fast removal type: a few cell types employ a screw type base. The vent plug consists of an extemally threaded plug device and an interior venting device. The vent is com- prised of an elastomettic collar around a manifold sys- tem. The collar is designed to relieve the intemal cell pressure caused by gas evolved during overcharge. In addition, the collar prevents unwanted foreign sub- stances from entering the cell. I also prevents leakage of electrolyte during discharge. For alroratt used for in- verted flight, special vent plugs are available, Please ‘contact Marathon Battery Company for further informa tion. NOTE: Some vented celis and batteries used in the X- Ray market are shipped with red shipping plugs. ‘These must be temoved and the regular vent installed prior to use. All such items are well identified with tags and labels. 2.5 Cell Terminals The two cell terminals are generally made from nickel plated steel and are sized to carry the anticipated high currents without an excessive voltage drop and over- heating, ‘The positive and negative terminals serve externally as ‘ail leads and internally as gathering points for the plate tabs. The tabs are welded into the clevis of their re- spective terminals in order to minimize voltage drops, 2.6 Cell Cases and Covers Most cell cases and covers are made from a nylon ma- torial of low water absorption. To join cover to case, either @ heat seal or tongue and groove construction and an electrolyte resistant sealing technique is used to provide a mechanically strong and leak-resistant joint. 2.7 Cell Assembly The triple-layer separator is folded in a continuous sheet between alternate positive and negative tabbed plates, to form a “stack-up", Terminals are welded to their respective plate tabs to form the "core". The cell cover is placed over the two terminals, a cell support in- stalled and the appropriate hardware connected to the external and internal portions of the terminals, The core-cover assembly is then placed into the cell case and the cover is joined to the case. The addition of the required amount of electrolyte and the installation of vent plug completes the cell assembly. A cutaway view of a typical Marathon vented cell is shown on Page 39, 2.8 Battery Assembly To provide the required voltage, the proper number of cells are placed into a battery container and connected together with links (Intercell connectors) assembled to the appropriate cell terminals. The container may be made from either stainless steel or carbon steal or an epoxy-impregnated fiberglass. A plastic liner is used on the inside of the stainless steel container to insulate it {rom the cells. The carton steel container is insulated from the cells and from ground by means of an alkali- resistant epoxy which Is applied to all surfaces by a fluidized-bed method, utilizing dry powder and high temperatures to form an abrasion resistant, adherent coating having excellent dielectric properties. The ‘epoxy-coated container is the preferred packaging and can be supplied in many colors. Standard Marathon batteries aro colored blue and ali Superpower batteries ‘are colored brown, Atypical aircraft battery assembly is shown in Figure 3. ‘The end cells of the series assembly are connected to battery terminals located on the outside of the con- tainer. The terminals are usually of a two-pin, quick-dis- ‘connect type, Multi-Pin receptacies are also in general use on some helicopter and inertial guidance, rack-mounted bat- teries.Typical Battery Assembly Model SP-400 Battery Replacement Parts Part Part tem Description Number aty. tem Desetiption Number aly. 1 CanAsserbly 2600 i 8 Socket Head Cap Screw sousson 42 2 CollAssomby 40sP-c0 20 8 Spacer 7291-004 3 Connector wet02-195 12 10 Cover Assembly 20605-0041 & Connector weiortss 5 11 Receplace Assembly te163023 5 Connector 16187-0083 42 Rectangular Flag 24588-0011 8 Connector 16167-0071 13 Phillps Head Screw 2a0se-o01 4 7 Botevile Spring rerescse 42 14 Filer Cop and Vert Assembly tess¢001 20 Figure3.0 Theory and Principles of Operation 3.1 General The nickel-cadmium battery cell is an electrochemical system in which the active materials contained in the plates undergo changes in oxidation state with litle or ho change in physical state, These active materials do not dissolve in the alkaline (potassium hydroxide) elec- trolyle while going through the changes in oxidation state. As a result the electrodes are very long-lived. In common with many of the other battery systems, some of the electrochemical mechanisms involved in the charge, discharge, and storage of the nickel-cad- mium battery cell are rather complex and have as yet not been fully explained. This is especially true of the positive (nickel hydroxide) plate. However, a brief, sim- pied account of the essential reactions is offered here in order to help initiate the reader into the theory and principles of this system and thus further his under- standing of the operation of the battery and the role played by its main components. 3.2 Voltage, Capacity and Internal Resistance (See Section 19 fo Definitions of Battery Terms) ‘The open circuit voltage of a vented nickel-cadmium battery cell is generally accepted as 1.28 volts. (The open circuit voltage of a battery “ould be 1.28 volts limes the number of calls in the battery). This value is the same regardless of the size or shape of the cell al though it does depend upon such factors as the tem- perature of the cell and the elapsed time since its last charge. Immediately after removal trom a charger, the voltage is higher (above 1.40 volts) but slowly settles and maintains a value of about 1.35 to 1.28 volts per cell, The open circult voltage does not indicate the state of chargo, ‘The nominal voltage of a vented nickel-cadmium bat- tery cell is usually accepted as 1.20 volts. This voltage fr greater is normally maintained throughout the dis. charge period until about 80% of the 2-hour rated ca- pacity has been removed from the cell. When dis- charged-at significantly higher rates or temperatures ‘other than normal room temperature, the cels voltage: will fll below 1.20 volts more rapidly. ‘The closed circuit voltage of a vented nickel-cadmium battery cell is that voltage read immediately after a load is connected and is something less than its open circuit voltage. It is highly dependent upon such factors as length of stand time subsequent to charging, the magnitude of the discharge current, and battory tom- perature. Typically, it would be about 1.25 volts when. measured al the t-hour rate at 75°-80°F.; al the 5-hour rate it would be about 1.28 volts. The working voltage or plateau voltage is that vor tage observed on the leve! plateau of the discharge ‘curve of a nickel-cadmium battery cell when the cells voltage is plotted against time. This value generally av- erages 1.22 volts and ranges from 1.20 to 1.25 volts ‘again depending upon the stand time, discharge cur- rent, and battery temperature The end-of-charge voltage, measured while the coll is ‘on charge, depends upon its temperature and the method used for charging it. As an example, a cell in a 19-cell battery being charged at room temperature at 28.5 volt constant voltage would read about 1.5 volts at the end of charge; at a 27.5 volt constant voltage condi- tion, the cell would read about 1.45 volts. Under con- stant current charging conditions this value would de- end upon temperature and charge current; at the end of 7 hours charging at the 6-hour rate, the voltage of a standard coll would be about 1.58 volts and a low impe- dance call would be 1.53 volts (at 75°F.) Capacity is a measure of the stored electrical energy. generally expressed in ampere-hours, that is available tor use from a fully charged battery. Unless otherwise stated, the rated capacity refers to that obtained at a 1- hour discharge rate under room temperature condi- tions, The nominal rating of a nickel-cadmium battery gener- ally refers to the number of ampere hours that the bat- tery can deliver when discharged at the 1-hour rate to 41.0 volt per cell. The t-hour rate is that discharge rate, ‘expressed in amperes, at which a battery will give up its, usable capacity in 1 hour. As an example, a batiery raled at 20 ampere-hours will deliver 20 ampores for a minimum of 1 hour when discharged to the 4.0 volt per cell endpoint under room temperature conditions. (Refer to Section 5.0 for additional information on the discharge characteristics of the battery.) The Internal resistance of Marathon’s sintorec-piate, rickel-cadmium battery is very low. This results, in part, from the large surface area of active materials made available through the use of a highly porous plate and ‘accounts for the capability of the battery to accept and deliver high currents at usable voltage levels. Some 'ypical internal resistance values of fully charged cells, are shown in Table 1. The Superpower product line has the lowest internal resistance,Table 1 — Internal Resistance - Typical Values Mitiobms or Coll 3.3 Charge Charging results inthe conversion of electrical energy to stored chemical energy. The active battery materials, in a discharged condition, are cadmium hydroxide in the negative plates and nickel hydroxide in the postive plates. With the application of a charging current, these active materials undergo a chemical change. The noga- tive material gradually loses its oxygen and is converted to metalic cadmium (Ca); the positive material is gradu- ally brought to a higher state of oxidation (NIOOH). As tong as the charging current continues to flow through the battery, hese changes will take place unt the active materials in both electrodos are complotely converted. Toward the end of the process (as the materials ap: proach a full charge condition), and during overcharge, gas will be evolved and released through the cell vent This gas results from the electrolysis of the water com: ponent of the electrolyte. The gas evolved al the nega: tive plates is hydrogen and at the positive plates is oxy- gen. The amount of gas evolved depends upon the tom: perature and tho charge rate during the period in which the celis are being overcharged. After complete conver- sion of the active materials has occurred, the further ap- plication of charge current will only cause further elec: trolysis of the water and produce heat. 3.3.1 Charge and overcharge equations: Positive plate Charge 2Ni(OH), + 2(0H)" => 2NIOOH +2H,0 + 2e— (Nickel Hydroxide) (Nickel Oxy Hydroxide) Overcharge 2(0H) > 40, +H,0 +207 Negative Plate Charge Cd(OH)o+ 22S Cd+2(0H)~ (Cadmium Hydroxide) (Cadmium) Overcharge 2H,0420—> H,+2(0H) 3.4 Discharge Discharging results in the conversion of the chemical energy stored in the cell to electrical energy. During dis charge, the chemical reactions which occurred on charge are reversed. The active material (Cd) in the nagative plates gradually regains oxygen and changes to cadmium hydroxide. The active material (NiOOH) in the positive plates changes to nickel hydroxide. No gas- sing occurs during a normal discharge. The rate at which the conversions take place is primarily determined by the external resistance (load) which has been introduced into the circuit in which the cell is con- nected. Due to the type of construction, the Marathon ceil has an extremely tow intemal resistance. The relative constancy of the call’s voltage during discharge and its ability to deliver high currents are due mainly to this fao- tor, 3.4.1. Discharge Equations: Positive Plate 2NIOOH+2H,0 +20 2Ni(OH).-+2(0H) (Nickel Oxy Hydroxide) (Nickel Hydroxide) Negative Plate Cd-+2(0H)— > Cd(OH). +20 (Cadmium) (Cadmium Hydroxide) General Nickel-Cadmium Equation: hg. 2Ni(OH}e + Cd(OH)2 =F 2NIOOH + Cd +2H,0 dischg. 2. Factors affecting capacity Capacity is measuted quantitatively in ampere-hours at a specified discharge rate to @ specified cut-off voltage Usually at room temperature. The cut-off voltage is gen- erally figured as 1.0 volt per call, but varies with the dis charge rate and temperature. At higher rates and low temperatures, the cutoff voltage is sometimes calculated 48 0.6 volt por coll while a lower rates andior higher tem- eratures a cutoff voltage of about 1.1 vols used. Battery capacity depends upon several factors including such items as: (1) Celi design (cell geometry, plate thickness, hard- ware, and thermal design govern performance under specific usage conditions of tomperatire, discharge rate, ete) (2) Discharge rate (high current rates yield less capacity than low rates). (See Figure 12.) (3) Temperature (capacity and voltage levels decrease as battery temperature moves away from the 60° to ‘90°F range towards the high and low extremes). (See Figure 13.) (4) Charge rate (higher charge rates generally yield greater capacity) 3.4.3. Overdischarge A.cell which has been driven into a region where its vol- ‘tage has become negative is said to have been over-dis- ‘charged (also known as cell reversal). In such a cell, the positive plate assumes a negative polarity and the nega- tive plate assumes a positive polarity Under extreme discharge conditions, negative voltages have been observed. The effoct of suct reversal is the occurrence of vigorous gassing. Long term high rate ‘overdischarges may cause particies to broak away from tho plates. This could result in a permanent loss of ca- pacity or causo an internal short. There appears to be no long-term effects of occasional cell reversal at low-to- medium rates.4.0 Charging Information 4.1 General Discussion Iwill be necessary to charge the battery prior to putting itinto service. Marathon sintered-plate, nickel-cadmium vented batteries may be charged by various methods. ‘The most popular of these include constant current, constant voltage, stepped (two-level) constant current, ‘constant voltage-constant current, and pulse charging. Fioat and trickle charging methods are usually employ- ed for long term charging (See Tables 2 and 3). In any case, optimum performance will result when the total charge (in ampere-hours) is such thal a minimum of 120% of the capacity removed from the battery is re- tured to it ‘There are many manufacturers of battery chargers be- sides Marathon, The following is an example of how a Marathon Battery should be charged on a Christie Re- flex Charger. ‘The initial charge current to be used with the Christie Reflex is the 1 hour rated capacity of the battery for a time of 2 hours 18 minutes. However, folowing the re- fiex charge, it is mandatory to perform a constant cur. Font finishing charge at the Ci5 hour rate for 1 to 2 hours. This Is the only way to satisfactorily check the in- dividual cell end of charge voltages (reference Page 25, Section 8.4.8 Paragraph 10A) and the electrolyte level (Pages 22-28, Section 8.4.5). 4.2. Charging Precautions and Notes CAUTION: Remove all shorting devices from the bat- tery terminals and cells before connecting the charger le. 4.21 Charge batteries in an upright position Inversion of balteries duting the final stages of charge may cause excessive loss of electrolyte. 4.2.2 Use correct polarity Reverse charging at high rates may damage the bat- tery. Before starting the charge, make sure that the bat- tery is connected correctly to the charging source ~ the positive terminal of the charger output to the positive Terminal of the battery; the negative terminal of the charger to the negative ‘terminal of the battery. Gener ally the red leadon the charging source is. positive; mast of the time the positive terminal of the battery is indicated by a plus sign. 4.23 Adjust charge controls Except when using Marathon’s PCA-131_ Charger! Analyzer, the charge voltage of charge cutrent on the charging source should be sel at zer0 before throwing the switch. Then slowly adjust the voltage or current level to the required value. Otherwise, too high a cur- rent may cause a parilly charged battery to gas vio: lently and spew electrolyte 4.2.4 Avoid short circuits K nickel-cadmium battery can produce tremendous surges of power on being short circuited. This should be avoided especially on charged or partially charged batteries. In any event, care sould be exercised when working with the battery. Do not drop tools or other metallic objects onto the infercell connectors; severe arcing will result with possible injury To personnel and damage to the baltery. Only insulated tools should be Used fr serving Mekal-cadmium batteries, Rings, metal watchbands or other metallic jewelry should be removed before working around the bat- tery. Should such metallic objects contact intercall con- nectors of opposing polarity, they may fuse themselves to the connectors and cause severe skin burns, 4.2.8 Before charging Perform necessary inspection, cleaning, repair, and tor- que check on inlerceli connector hardware before charging. NOTE: Charging with the vent caps removed is not. recommended. For further directions, see "NOTE" on Page 4, Section 2.4. 4.2.6 Charging individual celts Exercise care when charging individual calls outside of tho battery can. Gas pressure developed during the charge and overcharge of an unsupported cell may crack the cell case and cause injury to personnel ~ al- ways support the wide faces of the cell. To simulate battery assembly, a special frame may be fabricated to fit the cell, or, two plates may be placed on each wide face of the cell (or several cells connected in series) and held together by @ C-Clamp, 4.2.7 Foaming Electrolyte Under certain conditions, particularly after the addition of water, an electrolyte may sometimes be observed to foam. Ordinarily, this does not indicate a defective cell and will disappear after cycling. Continued foaming, where the foam spews trom the filler cap vent, indicates, that the electrolyte might be contaminated with some foreign matter, and while it may not affect cell discharge performance, the condition can often be treated with an anlifoaming ‘agent, Refer to Paragraph 4.2.7.1 for the antisfoam kit and instructions for its application. A new cell exhibiting continued foaming on charge, afier several treatments with an anti-foam agent, should be removed and replaced because excessive loss of electrolyte can result in degrading of performance and lite of the call 4.2.7.4 Anti-Foam Liquid Addition 1. Remove vent caps from cells. 2. Using the small syringe, add 1 drop of anti-foam ‘agent approximately the size of a match head, to each cell 3. Replace and secure vent caps on cells. 4.3 Constant Voltage (Constant Potential) Charging 43.4 General Nickel-cadmium batteries can be charged quickly by the constant voltage method; the charging time will de- pend on the current output capabilily of the charging souree, Constant voltage (constant potential) charging refers to @ method in which the voltage output of the charger is maintained constant throughout the charge. This charg- ing method, which generally utilizes a votage-regulated charging circuit, is used in most mobile applications such as aircraft, automobiles, boats, and factory equip- ment,4.3.2 Description The applied voltage produced by the charging source causes current to flow through the batlery. As charging proceeds and the voltage of the battery increases, the difference between the fixed voltage of the charging ‘source and the rising battery voltage becomes less and less, resulting in a continual decrease in charging cur- rent. ‘Typical constant voltage charge curves are shown in Figure 4. As can be seen, this method provides a rapic bbut not full recharge, automatically reducing the current to a low charging rate which brings the battery to a full charge condition (provided that sufficient time is al- lowed) and maintains it there with minitnum water loss, ‘The initial inrush current on a fully discharged battery will be approximately 10 times the rated capacity of the battery and will return 90% of this capacity within thirty minutes, provided that the charger is capable of supply- ing the necessary current When a partially charged battery is recharged from a constant voltage power supply, the inrush current is of a smaller value and levels off in a shorter period of time than in the case of a fully discharged battery; as shown in curve B of Figure 4. FIGURE 4 TYPICAL CHARGING CURVE OF & 49-CELL BATTERY CHARGED AT A CONSTANT VOLTAGE OF 26.5 VOLTS @ 75°F. Discharged Battery (A) Partially Discharged Battery (6) CHARGE CURRENT (Ampe TIME The magnitude of the initial inrush current depends upon such factors as: (2) Coll size and plate type — ampere hour capacity, thickness of cel plates and geomelty of the cell (©) Output vortage of the charaing source — the greater this voltage, the higher will be the inrush current. {) Capability of the charger ~ inti current is limited by the limitations of the source and the impedance of the circuit {¢) Slate-ot-charge of the battery — in a fully dis- charged stato a battery wil initially accept a higher courant than when itis partially charged {@) Battery temperature ~ the higher its temperature, the more depressed the battery voltage will become and the greater willbe the charge current. Constant voltage charging can replace most of the charge removed during a previous discharge in a mat- ter of minutes. A limited current capability of the charg- ing source, however, will cause this time to be ex- tended. 4.3.3 Recommended Voltage Settings. Since battery voltage is a oritical factor in constant vol- tage charging (charge current depends upon the diffe ence in voltage between that of the battery and the charging source) and the battery voltage depends upon temperature, adjustments in voltage regulator (charging source) settings should be made in order to maintain the battery at optimum performance and to obtain long battery life. Otherwise, if the charging (source) voltage is too low at a given battery temperature, the battery will not receive a full charge. On the other hand, if the charging voltage is too high at a given battery tempera- ture, the battery can be damaged by a charge current that remains high after the battery has become fully charged. Too high a cherging voltage may cause ex- cessive water loss which will result in an increase in battery temperature: continued charging may also lead to damage of the cellophane" portion of the separator which, in turn, can lead to destruction of the battery by the phenomenon known as “Thetmal Runaway" (See Paragraph 4.11.1) “With the advent of new separated materials the proba- bility of "Thermal Run” has been greatly reduced. ‘The voltage regulator should be set at a level consistent with the ambient temperature band and should be set on the aircratt after a start and a few minutes into the charging period (see Figure §). Periodic checks to cor- ‘eet out-of-tolorance regulators and replacement of de: fective units will reduce the possibility of inadvertent in- creases in charging voltage with its resultant rise in charge current and battery temperature. FIGURE 5 Temperature-Charge Voltage Relationship MAXIMUM RECOMMENDED CONSTANT-POTENTIAL CELL ‘CHARGE VOLTAGE AT VARIOUS TEMPERATURES ge E10 $ -_ Br.69f- Zrsof- Zsaoh op Ao ae aoe ea Toe oe ee a Battery Temperature10 Ut ghould be noted that this type of charging, particularly in applications where the battery is continually being charged and discharged, may produce an imbalance in cell capacity. (Consult Trouble Shooting Hints ~ Section 11). Ifthe battery requires equalization of ceils, it may bo done by the method described in Paragraph 8.4.7 or 848. Recommendad voltage settings measured at the bat- tery terminals and applicable to room temperature cor ditions, under a known time span of 4 hours maximum, are shown in Table 2. (These are nominal values com- puted by multiplying the number of cells in the battery by a factor of approximately 1.5). For voltage regulation at ambient temperature higher or lower than 75° F (24° ©), 800 Figure 5. Table 2— Recommended Regulator Voltage ‘Settings at 75° F (24°C) Soa | SEE | SS in| verge i deo] 6 | 8 [e«|ze7] a0 | 70 we |e [2a |isoiss) iss | 140 to [ts fos |ieots| ios | tee wo | 2 |es|so0c08| sos | a0 @ | as |eslmoas| 35 | ne “Constant potential charging votage and time apply to all ampere hour range, eubject ony te number of cells per baer. 4.3.4 Constant Voltage, Current Limited Charging ‘This is essentially a constant voltage except that its maximum current is limited by the output capability of the charging source to some value below 10 times the rated cell capacity. In the case of a completely dis- charged battery, the charging source will deliver a con- stant current until the battery becomes partially charged at which point the current will begin to drop as in a con- stant potential mode. Obviously, this type of charging will require a longer time than the straightforward con- stant voltage method, 4.3.5 Advantages and Disadvantages The advantages of Constant Voltage Charging include (1) it permits relatively rapid charging (2) it is readily available on most mobile equipment and (3) under nor ‘mal conditions, it minimizes water loss. ‘The disadvantages include (1) it may cause cell imba- lance and possible “thermal runaway" * (2) it requires periodic reconditioning treatment of the battery (3) it re- ‘uites a good, properly maintained voltage regulator to get optimum operation and (4) it tends to overcharge the battery at too high a rate if the charging voltage is ‘st 00 high or undercharge the battery i the voltage is ‘st 100 low. *Rofer to Marathon Booklet BA-244 "Facts About Ther- mal Problems in Nickel-Cadmium Batteries” for more. ‘complete information on this battery phenomenon and recommended preventive measures. 4.4 Constant Current Charging 4.44 General Constant current charging refers to a method in which the charger maintains a predetermined and relatively ‘constant current throughout the charge and overcharge: intervals. This method is generally slower than constant voltage charging unless special procedures are em- ployed. Itis, however, the preferred method of charging and is much more effective in'maintaining cell balance and full capacity. ‘The constant current charging method is most generally used in battery maintenance shops because of its sim- ple circuit design, its relatively low current carrying, low ‘cost components, and ease of operation and regulation, 4.4.2 Description ‘The time required to charge a nickel-cadmium battory by the constant current method depends on the size (capacity in ampere-hours) of the battery, its stato of charge, and the magnitude of the charge curtent. One of the recommended methods Is to charge a dis- charged battery at the §-hour rate for 7 hours, thus pro- viding sufficient overcharge (40%) to make up for bat- tery charge inefficiency. EXAMPLE: The recommended constant current charge for a 40 ampere-hour battery would be calculated as {ollows: 40 ampore-hours divided by § hours equals 8 amperes. The battery would be charged at 8 amperes for 7 hours. ‘Atypical constant current charge curve is shown in Fig- ure 6. Note that the voltage of a cell will run from about 1.40 volts at the beginning of charge to about 1.65 volts ‘on standard cells and slightly lower on low impedance cells (measured while on charge) at the end of the charging period. Recommended constant current charge tates for the various batteries are shown in Table 3. Higher currents than the S-hour rate may be used but their use will cause excessive water loss and heat generation in the overcharge region unless the ccuttent is reduced at or near the point where gassing begins. The S-hour charge rate should take about 7 hours to completely charge the battery. A faster charge (4 hours) can be achieved by using tho two levels of cur- rent shown in columns 4 and 5 of Table 3. Poorly regulated chargers may require periodic adjust- ment to maintain a constant current. Chargers of a selt- regulating type capable of providing a constant current without the need for adjustment during the charging period are available.FIGURE 6 ‘Typical Constant Current Charge Curve ‘SHOUR RATE. 16 18 Voltage 14 13 Det ares eenaeiee une rtey Time Hours 4.4.3 Advantages and Disadvantages ‘The advantages of constant current charging include (1) simple charging circuitry, (2) easily measured charge input, and (8) keeps cells in a “balanced” condition. The disadvantages include (1) greater water loss on overcharging, (2) the longer time generally required to charge the battery. 4.5 Stepped Constant Current Charging 45.1 General ‘This method refers to a two-level charging procedure in Which the battery is charged at a rate greater than its 5- ‘Table 3— Battery Capacity and Gonstant Cu}tent Charging Ral hour rated capacity, until the total battery voltage aver- ages 1.5 volts per cell (gassing point) at which time the current is reduced to the S-hour rate. EXAMPLE: A 19-cell, 40 ampere-hour battery would be charged at 40 amperes until the battery voltage reads 1.5 X 19 oF 28.5 volts, at which point the charge current ‘would be reduced to 8 amperes and continued for an ad- ditional 3 hours or until a minimum of 140% of rated ca- pacity is returned to the battery. ‘At the time the current is reduced, the battery will have ‘completed about 70% of its needed input (based on a 40% overcharge). This method of charging must be Carefully monitored because the high charge rate will re- sult in rapid water loss if permitted to continue past the gassing point, The loss of water will result in a higher Concentration of the electrolyte which may damage the plates andlor separator and possibly cause overheating. In any case, cell damage may result. The current mon‘ toring may be done manually or by automatic means (using charge control circuitry). Another recommended constant current charging re- gime ~ to achieve faster charge times — utlizes a two- step method. The use of a higher current up to or some ‘what boiow the overcharge region of the battery fol lowed by a reduced current during overcharge should permit faster charging without excessive water loss. A 4- hour charging regime using the two-step method is shown in columns 4 and 5 of Table 3, ¥ YF Constant Current charging 2 e Fates at 75°F (24°C) capacity qamperd now} st ) Stow (14 Houre) Trickle [ BHours ZHours | 1O-Hr Rate | Timo tHourrato | SHourRate | coll Type “ ‘amperes | Hours | miliamperes 3 37 SH120 18 08 0.38 14 10 5 65 5H120 32 13 065 14 20 10 13 40H120 65 26 13 14 40 12 13 42H120 75 8.0 15 14 45 12 18 12M220 75 3.0 15 14 45 14 15 14220 85 34 18 44 50 13 145 15M220 85 34 18 44 50 16 17 46H100 85 34 18 14 55 7 18 ATHI100% & 80 36 ie 14 55 18 20 181120 90 40 20 14 60 20 24 2osPeio0 | 140 60 3.0 14 80 20 22 20H120 11.0 44 28 14 65 24 26 2aHioox* | 13.0 52 25 14 80 24 28 24H120 13.0 52 25 14 80 24 27 2am220 13.5 Ba 27 14 80 28 29 28SP-100 15.0 60 29 14 100 40 2 36H120 210 a4 43 14 125 40 44 36M220 22.0 88 45 14 430 38 40 sBH100% | 21.0 84 43 14 125 40 42 40SP-100 21.0 84 43 14 125 44 48 448P-100 23.0 92 48 14 195 60 65 65H120 925 13.0 65 14 195 60 65 om220 32.5 18.0 65 14 195 80 84 81H120 420 118 85 14 250 ++ For constant potential charge values, See Table 2 4+ Same rate applies to Superpower4.8.2 Advantages and Disadvantages ‘The advantage of this method is that it provides @ com- plete charge faster and with less water loss than the straight constant current method. The disadvantages are (1) the equipment can be more expensive than the straight constant current charger, and (2) the manually controlled type charger requires supervision to adjust the current to the fower charge level. 4.6 Constant Voltage — Constant Current Charging In this method the charger, which is similar to a con- stant voltage charger, automatically switches into a constant current charge mode near the end of the con- ‘stant voltage charge. The constant current rale is gen- erally chosen as a low trickle rate so as to reduce the overcharge voltage of the battery and subsequent water loss. 4.7 Pulse Type Charging 4.74 General There are several types of pulse chargers available, most of which are used in aircraft battery applications, ‘Some employ a modified constant voltage circuit while others employ a modified constant current circuit (See 4.) 4.7.2 Description (One of the pulse type chargers currently available may be described as basically a constant current type with a limited maximum current. The battery is charged at a constant current until it reaches a predetermined vol- tage level. At this “tur off” point, the charge current is discontinued until the battery voltage decays 10 the “tum on’ voltage point, The result is a series of current pulses with battery voltage oscillating between two vol- tage limits. As the battery approaches full charge, the time between pulses gets longer and longer thus caus- ing the effective charge current to “tail off” somewhat as in a constant voltage charge. The charger continually monitors battery voltage and temperature and estab- lishes “turn off” and “turn on” voltages on the basis of battery temperatures. Figure 7 illustrates the voltage and tolerances typically chosen for turning the charger “off? and “on” at various cell temperatures. Another type pulse charger in use delivers a preset number of pulses to the battery followed by a constant current charge for a prosot longth of time or to a voltage cut-off point. This in turn is followed by a constant vol- tage float charge maintaining a low charge current into the overcharge period. Any interruption of the charge, as by a discharge, is followed by a preset number of high current pulses. The pulses are triggered by “tum off’ and “turn on* voltages. FIGURE 7 CHARGE VOLTAGE LiMiTs FOR ‘TEMPERATURE COMPENSATED PULSE CHARGING METHOD NICKEL-CADMIUM CELLS. = APPROX. 2% TOLERANCE AT O°F, APPROX, 1% 1.5 eee APPROX. 1.5% SS VOLTAGE PER CELL 0 24 6 80 100 120140 (CELL TEMPERATURE °F, 4.7.3 Advantages and Disadvantages Itis claimed that the pulsed charger will inhibit capacity, fading and prevent excess water loss. Most of these chargers are installed as original equipment on aircraft. 4.8 Float Charging for Long-Term Storage or Standby At temperatures ranging from 60° to 90°F, a fully charged battery may be floated across @ DG line vol- tage of approximately 1.40 volts per cell. EXAMPLE: A 24.0 V battery containing 19 cells may be float charged at about 27.0 volts. A battery floated in this manner will draw about 3 miliamperes (mA) per ampere hour of ca- pacity. A 40 ampere-hour battery will float at approxi mately 120 mA This voltage setting will vary slightly with the ambient operating temperature, Figure 8 presents data on cell voltage values required to maintain specific nominal charge currents on nickel-cadmium cells when float charged.FIGURE 8 1.60 TYPICAL CONSTANT VOLTAGE ‘CHARGING VOLTAGE REQUIRED TO SUSTAIN VARIOUS OVERCHARGE ‘CURRENTS ON SINTERED-PLATE, NICKEL- ‘CADMIUM CELLS (24-96 AH) DATA GENERATED AT 72° 130 ° 200 (CURRENT IN MILLIAMPERES (Nominal Valve) 400 600 200 4.9 Trickle Charging for Long-Term Storage or Standby This procedure is sometimes used for long term over- charging where a battery must be kept in a “standby” condition. The customary practice is to fully charge the battery either by constant potential or constant current means, then maintain the battery in a fully charged con- dition by trickle charging (See Table 8), thus compen- sting for the normal self-discharge that occurs in the battery. A recommended trickle charge is a 3 mA per ‘ampere hour of rated capacity (a 20 ampere-hour bat- tory would be trickle charged at 60 milliamperes) at temperatures between 60°F and 90°F. At higher tem peratures, a slightly higher trickle charge rate would be necessary but water loss would increase. Batteries on standby charge must be regularly checked to ensure adequate electrolyte levels. 4.10 Charge Efficiency To achieve full discharge capability of a battery it is Recessary to return more ampere hours to the battery during charge than have been removed on the previous discharge. This is even more essential if the discharge capability of the battery is to be maintained during a fixed charge-discharge cycling regime. The amount of required overcharge depends on temperature and the method used to charge the battery and is found to vary from 10 to 40% For optimum results it is generally recommended that nickel-cadmium batteries be charged at a constant cur- rent for a length of time that will return 140% of the am- pere-hours removed on a previous discharge. It should be noted that aircraft batteries charged by ‘constant potential means are rarely given a sufficient charge to compensate for the charging inefficiency and, ‘as a result, demonstrate a progressive loss in capacity during use. Because of this fact, periodic maintenance charging must be performed (See Section 8 for details). 4.11 Effect of Temperature Upon Charge Performance ‘The charge efficiency of a nickel-cadmium battery is in part dependent upon temperature and varies inversely with it, Marathon batteries will accept charge at a much faster rate than other types of rechargeable batteries and may be charged at temperatures as low as ~ 30°F. However, optimum charging is accomplished at battery temperatures ranging from 60°F to 90°F, At tempera- tures below this range, the charge efficiency improves if the charging voltage is raised proportionately. Above this range it decreases. To obtain optimum battery performance, adjustments should be made to the charging voltage based on ac- tual battery temperature. This recommendation must be tempered by other factors which in effect curtail the range over which the charge voltage should be manipu- lated. Thus, at 90°F the charge voltage under con- stant voltage charging conditions should be about 1.75 to 1.78 volts per cell. However, practical considerations such as the difficulty of adjusting voltage over as great range as would be required for optimum performance plus the danger involved if this high voltage were not lowered sutficently when high temperatures prevail, dictates that voltage regulation be maintained within some narrow practical band with maximum values as shown in Figure 5. 4.41.1 Thermal Runaway (see Section 13 tor definition) Under certain conditions of constant voltage charging, ‘especially at elevated temperatures and high charge voltages, the battery may be subjected to a phenome- non known as "thermal runaway’. This condition is characterized by a continuously rising current and bat- tery temperature, which if allowed to proceed, will even- tually damage the battery. This and other thermal con- ditions are treated mote fully in Marathon's booklet BA- 244, Facts About Thermal Problems in Nickel-Cadmium. Batteries. (NOTE: If the battery intemal temperature ‘exceeds 145°F, no charging should be attempted.) It is extremely important that the battery be monitored more frequently when operating in high ambient tem- 13“4 peratures or when the battery is being subjected to heavy duty cycles, such as in frequent aircraft starting It is also recommended that electrolyte level inspections be made frequently (about every 50 flight hours) when ‘the battery is first installed, to more accurately gauge the interval required for future inspections; these may be ex- tended based on the 60-hour examinations. 4.11.2 Temperature Sensing Devices ‘A recent innovation in aircraft battery operation has ‘been installation of temperature monitoring systems to detect and alert the pilot to changes in the battery tem- perature so that steps can be taken to prevent thermal difficulties from developing into a battery failure. Various types of monitors have been developed. In one ‘type, thermal switches are permanently attached to a centrally located intercell connector and leads brought ut to an extemal receptacle on the battery can. Leads from this receptacle are connected to a monitor, contain- ing two lights, in the aircraft cabin; one light indicates that the battory temperature has reached 140° and the other light indicates 160°F. When the 160° light comes, Con, immediate action should be taken to disconnect the battery from the charging circuit and to check it on land- ing, ‘A second type of temperature monitor employs a tem- perature meter and a warning light connected to two thermistors in the battery. A continually rising tempera- ture above 140°F is a warning that there may be some- thing thermally wrong with the battery and that the bat- tery should be disconnected from the charging source and examined on landing, This type of monitor appears to be preferable in that the temperature can be moni- tored in a continuous fashion and temperature trends detected more easily and quickly. (Also see "New De- signs," paragraph 12.5.) ‘Athird type, used in conjunetion with a constant poten- tial charging source, continually monitors charge current and displays it on a panel-mounted meter in the cockpit. A reversal of the normally downward trend in current would indicate the possible inception of a ‘thermal runa- ‘way" condition and requires immediate action to prevent an excessive temperature tise in the battery, 4.12 Water Loss As the battery approaches the end of charge and during overcharge, gassing occurs. The gassing results chiefly {rom the electrolysis of the water component of the eleo- {rolyte and makes necessary the periodic inspection of the electrolyte level in colls and the addition of water when it falls below a certain recommended level. The ‘amount of water lost through electrolysis depends upon, the number of ampere hours of current passed through. the battery during overcharge. This is shown graphically FIGURE 9 WATER LOST FROM NICKEL.CADMIUM, SINTERED- PLATE CELL AT VARIOUS RATES OF OVER- 20 ‘CHARGE AT 70 5] ‘1 ATMOSPHERE 18°F 6 20 6 Dissociation of Water in CG (water loss) ar re ‘Amps. of Overcharge in Figure 9 where the water loss in cubic centimeters (60) por call is plotted against the current in amperes of overcharge. FIGURE 10 20 20 1a a Se 4 . Se gee a BE 10 OZ Jog ea SEF J 88 Ea See zB g3 AW | be O° 6 “A. ae fof id xe 4 3 4 Z ae ds ons J 2 oO" 7? ° a 6 @ W215 18 21 24 27 30 [AMP HOURS OF OVERCHARGE Figure 10 illustrates the theoretical as well as the actual values of water loss and the theoretical volume of gas resulting from overcharge. 4.13 Marathon Charger/Analyzer The PCA-131 (50/60) Charger/Analyzer, illustrated on page 39, is available for shop charging and recondition- ing of nickel-cadmium batteries. A compiete brochure may be obtained from the Field Service Manager, Marathon Battery Company, P.O. Box 8233, Waco, Texas 76710; request booklet BA-226.5.0 Discharging Information 5.1 General Battery capacity depends upon such factors as cell and battery design, discharge rate and ballery temperature. Nickel-cadmium batterios of the sintered plate type have ‘an extremely low internal impedance and are therefore capable of delivering very high currents. Another advan- tage is their ability to porform at very low temperatures. However, it must be noted that high discharge rates and! or temperature extremes do reduce their available ca- pacity. 5.2 Plate Thickness Marathon cells are produced in several plate thicknes- ses in order to obtain optimum performance under cer- tain specified conditions of capacity, voltage level, tem- erature and discharge rate. These are intended to satisfy specific types of service such as turbine starting, stand-by power supplies, lightweight portable power supplies, etc. 5.3 Typical Discharge Characteristics ‘All Marathon batteries maintain a relatively constant vo- tage throughout most of their discharge at low to medium (1- to 10-hour rate) current drains. Figure 11 ik lustrates a typical call discharge. Note the rapid drop in voltage near the end of discharge. This is typical of a “low resistance” cell. Figure 12 illustrates the effect of discharging a battery cell having a nominal capacity of 40 ampere hours at different rates. These curves also demonstrate typical voltage levels that can be expected at various discharge rates. The curves in Figure 12 ‘show that the cell is capable of sustaining current drains, 07 30 times its nominal capacity rate FIGURE 11 ‘TYPICAL DISCHARGE VOLTAGE CURVE UNDER MODERATE LOAD 13 4 5 os s o7 os ° PEPE EEE EEEEEELEEJeLECECEEES 100% 75% S0% 5k BATTERY STATE OF CHARGE It should be noted that at these high rates the cell still has capacity after it has been discharged below a 1.0- volt endpoint. A decrease in load at this point will yield additional useful capacity above 1.0 volt For example, the cell whose curves are ilustrated in Fig- ture 12 after being discharged at 400 amperes will stil yield many minutes of capacity above a 1.0-volt level if the discharge were to be continued at around 40 am- peres or loss. FIGURE 12 EFFECT OF DISCHARGE RATES ON CAPACITY [AND VOLTAGE LEVEL TO A0.8-VOLT ENDPOINT (C=1-HOUR CAPACITY RATING) 40 AMP. HOUR BATTERY ‘ROOM TEMPERATURE = 5.4 Effect of Temperature Upon Discharge Performance Niokel-cadmium batteries ofthe sintered plate ype have proven their capability of delivering very high currents, and giving excellent performance over a wide tempera- ture range (—40° to 165°F). However, their optimum temperature range is between 60°F and 90°F, and an in- ‘rease or decrease in temperature from that range will ‘cause @ corresponding reduction in cell capacity. This relationship between temperature and available capac- ily is shown in Figure 13. Sustained high temperatures have a degrading effect on battery life. FIGURE 13 19 § 10 & oo 4 a 2 19 3 RELATIONSHIP BETWEEN TEMPERATURE > AND AVAILABLE CAPACITY Ee ATC" RATE DISCHARGE 8 so Steg eee ee eee eee 6 Oc gece gu gee op eee -po 2220 aoa cone 7 27 4s TEMPERATURE 1516 6.0 Battery Storage 6.1 Charge Retention ‘The active materials of the sintered-plate, nickel-cad. rium battery do not react significantly with the electro Iyte during use or storage, Thus this type of battery may be stored for Iong periods of time in any stats of charge or discharge without damage. Unlike some battery systems, it will incur only a tempo- rary loss of capacity in inactive storage. The charge re- tention (ability to retain charge) depends largely on the ambient temperature in which tho battery is stored and the length of time in storage. Charge retention is-also affected by impurities in the electrolyte and electrical leakage from cells to battery case. in most applications, experience has indicated that a fully charged battery will be capable of starting equipment even after six ‘months of idie storage at room temperature. Storage at higher temperatures will result in a greater loss of charge; at low temperatures, this loss will be much less. It full capacity is required immediately after long stor- age, a trickle of S milliamperes per ampere hour of ca- pacity is recommended during the storage period (See. Table 3). Batteries on continuous trickle charge should be checked periodically to ensure adequate electrolyte, levels. 6.2 Storage Maintenance The following procedures are recommended: 6.2.1 Before placing a battery In storage, the battery should be cleaned (refer to Paragraph 8.4.3). Where operation is required immediately after removal from storage, proper cleaning is even more important to avoid the possibility of contaminants creating conduc- tive paths within the battery case and increasing the seif-discharge rate. 6.2.2 If long periods of storage are expected, it is advisable to coat the intercell hardware with a light coat of neutral, non-conduetive grease such as petroleum jelly to prevent corrosion. 6.2.3 If battery Is to be charged during storage, ad- ‘equate ventilation should be provided for the battery to prevent the accumulation of an explosive mixture of hy- drogen and oxygen gases. 6.2.4 If battery is to be stored in a rundown short- ed-out condition (ensures equalization of cells), dis- charge the battery at the ‘-hour rate. As each cell reaches 0.6 volts or less, place a metal shorting clip across its terminals while the load is stil applied. When approximately 75% of the cells are shorted out, place a 4.0 ohm, 2-walt resistor (Figure 15) across each of the Femaining cells. Allow cells to remain shorted in this manner for 24 hours, then place a spring (Part #25908) across the Eicon connector (or across the positive and negative terminals of the battery when an Elcon con- nector is not used), and remove the shorting clips and resistors from the calls. Apply grease to the intercell hardware as in Paragraph 6.2.2, 6.2.5 Nickel-cadmium batteries may be stored in 2 ‘non-corrosive atmosphere for an unlimited period at temperatures ranging from —85° to + 120°F; the upper limit may be extended to -+-160°F for short-term stor- age, 6.3 Returning Stored Batteries to Service 6.3.1 Where possible, a battery being placed into ser- vice after short-term (within 90 days) charged storage should be allowed to stabilize at 60° to 80°F, charged at the fast rate (Table 3) for 1 hour and the electrolyte lovel adjusted (Paragraph 8.4.5) prior to installation into the equipment. NOTE: Prior to charging, the cell vent plugs should be cleaned of potassium carbonate (a white powdery de- posit) that may have formed within the vent assembly. To do this, the vent plugs should be removed and washed in hot (120°-150°F) water, tinsed and dried be- fore replacing them. 6.3.2 Batteries stored for long periods (3 months or mote) in a charged condition should be top charged at the S:hour rate upon removal from storage (see Table 3) until individual cell voltages reach 1.50 or greater. ‘After cleaning the vent plugs and adjusting the electro- 'yle level, the batteries may be placed into service.7.0 Installation 7.1 Inspection Prior to Installation When the battery is unpacked, a thorough inspection should be made to ensure that no damage occurred during shipment. Inspect the shipping container as well ‘as the battery. Before putting the battery in service check the fallowing points carefully, 7.14 Damage — soo if any liquid has spilled into the shipping container. This may be a sign of a damaged cell. Check for dented battery container. Check for cracked cell cases or covers. Do not place a damaged battery into service. Report any signs of improper handling to the shipping company. 7.1.2 Shorting straps ~ some batteries are shipped with shorting devices across the main power receptacle, outlet terminals. Before subjecting battery to electrical service this device must be removed 7.1.3 Electrical connections — poor electrical contact, between mating surfaces may reduce discharge vol. tage, cause local overheating and damage the battery. See that all electrical contacting areas are clean. Test, all terminal hardware to ensure tightness. If necessary, Tetorque them to the proper value (Table 5). 7.1.4 Liquid level ~ Marathon batteries are shipped with the proper amount of electrolyte. When a battery has been discharged or allowed to stand for a long Period of time, the electrolyte becomes absorbed into the plates, Since the battery has been shipped in a dis- charged (or partially discharged) condition, the liquid level of the cells may appear to be low, Do not add water to discharged cells, except as specified in Paragraph 8.4.5. Spewing of electrolyte may take place during the subsequent charge. Charging the battery will cause the liquid level of the individual cells to rise to the proper operating level. If this does not happen, add sufficient distilled or demineralized water to the charged cells until the correct liquid level is reached, (See Paragraph 8.4.5 for proper liquid level.) 5 is a caustic solution of potassium hydro | ide. Use rubber gloves, an apron and a face shield | when handling the solution. if any is spilled on cloth- ing or other materials, it should be bathed im- mediately with large quantities of water. If the elec- trolyte gets on the skin, bathe the affected parts with large quantities of water and neutralize with a boric acid solution oF vinegar. If electrolyte gets inlo the eyes, flush with water and gat medical attention im- mediately 7.4.8 Coll Vents — Marathon batteries are equipped with special type vents that permit the gases to escape from the cells at 2 to 10 PSI and prevent foreign mate- rials from entering. Do not obstruct these vents in any manner. 7.2 Charging New Batteries and Cells Your Marathon battery is normally shipped in 2 dis- charged (and sometimes shorted) state. It will therefore need charging before installation. (See Table 3 for charging rate and time). If by special order the battery is shipped in a charged state, it is advisable to top ‘charge the baitery at the 5-hour rate until coll voltages reach 1.55 volts per cell (1.53 on low impedance bat- teties) and check the electrolyte level. Before charging the battery, read and become familiar with Paragraph 4.2 and especially the caution notes shown there, When individual cells are to be charged, refer to the caution note in Paragraph 4.2.6 before starling charge. 7.3 Installation of the Battery 7.3.1 Compartment ‘The compartment used for housing the battery must be clean and dry. Prior to installing the nickel-cadmium, battery, a compartment or battery box which has previ- ously housed a lead-acid baltery must be washed out, neutralized with an ammonia or washing soda solution, allowed to dry thoroughly and then painted with an al- kal-resistant paint Ww7.3.2 Proper Air Circulation Stationary batteries consisting of several groups should be installed separated from each other to permit some Circulation of air. This air space also serves to break up possible current leakage paths. Unit to unit jumpers should be of proper length to allow a minimum of %" between groups and large enough to cary the maximum expected current. 7.33 Ventilation Batteries evolve some hydrogen and oxygen during ‘overcharge, It is therefore necessary to provide some means of ventilation to remove these gases from con- fined areas in order to prevent accidental ignition of the hydrogen. Some battery cans contain vent tubes to vent the gases either overboard or into a ventilated compariment. Other battery cans contain viewports or have louvers in the covers. In either case, the air flow should be a minimum of § cubic feet per minute or sutt- cient to keep the hydrogen concentration below 4 per- cent. 7.3.4 Securing the Battery in Position ‘When installing the battery in its permanent location, ‘care should be taken to see that all locking devices are tight and that all electrical connections are made se- ‘cure, Leads to the battery should be of sulicient size to carry the maximum current encountered without exces- sive voltage drop. If the battery is in mobile service, such as on an aircraft or other vehicle, secure it by proper hold-downs. Arrange the compartment so that the battery is either accessible or can be readily re- moved for servicing Poor battery connections can reduce discharge vol- tages and create “hot spots” that may lead to battery degradation. Make certain that the electrical contact ‘areas are clean and that the connections are wired cor- rectly. 7.3.5 Checking Cell Polarities Check the polarity of each cell or group of cells to be sure that they are connected properly. The polarity of each cell is indicated by a “plus” sign molded into the coll cover adjacent to the positive ceil terminal 7.36 Charger For systems having a battery charger, check the charg- ers electrical settings to ensure proper charging of the battery (Refer to Tables 2 and 3) 7.3.7 Voltage Regulation Where the battery is being used in a mobile application such as aircraft or ground vehicles, check the voltage regulating device and set itto the proper limits, as indi- cated in Table 2 and Figure 5. The voltage regulator should be checked and adjusted, after the engine has been started, the battery warmed up, and the charge current decreasing, 7.3.8 Quick Disconnect Devices When a battery using a mult-pin quick disconnect con- nector is installed, make certain that the vehicle or air- craft half of the connector is wired correctly with respect to the terminal pins on the battery. A battery which is in- slalled with the polarity reversed will not function and may be seriously damaged. Check for burns, arcing, discoloration, corrosion or Powdering at the rear of the connector at terminal post risers, marbelizing of green plastic and excessive wear of plating on the male pins. | any marbetizing or white powder shows, remove the connector from the battety. Then using a Simpson 260, oF equivalent meter, set il on the lowest resistance scale. Place one probe on each pin of the battery con- ector. If there is any meter deflection, or excessive wear is evident, replace the connector. 7.3.9 Insulated Battery Can Marathon’ fluidized-bed epoxy coating, used on ait- craft batteries, is designed to offer improved insulation between the cells and the battery container and air- frame ground. It eliminates the small discharge current which may result from spillage or spewage of electto- Iyte. This coating is standard on most batteries produc- ‘ed. Batteries without this coating must be made on spe- cial order. Batteries in the field without this coating may be epoxy coated by relurning the battery to Marathon’s Overhaul Facility, Marathon Battery Company, Waco, Texas 76710. The cost is determined by the battery type and will be priced accorsingly. 7.3.10 Safety Wiring In installations where safely wiring is to be used, be ex- tremely cautious about the use of this wire near or on battery and cell terminals. Its in some instances possi- bie to completely isolate the metal battery can from the electrical system into which it has been installed and then establish a direct short to ground through the im- proper use of safety wire. When the installation has been completed, be sure that no loose objects, such as sorews or tools, have been accidentally left in the battery compartment or inside the battery.8.0 Maintenance Procedures 8.1 General Proper maintenance is essential if the battery is to achieve maximum life and performance. To assure these goals, periodic inspection in the aircraft, and, Periodic shop maintenance and reconditioning are re- commended. 8.1.1. Record Keeping — Associated with good mainte- nance practices is the keeping of accurate records, These records serve as @ verification of the mainte- nance procedure and provide information for establish- ing optimum servicing schedules in keeping with indi- vidual usage of the battery. ‘Should a battery malfunction, its complete history will then be available to assist in the determination of the problem. A sample battery log shee! is illustrated in Fig- Ure 26. A properly used battery log for each battory and aircraft will be helpful in determining the optimum period between maintenance reconditioning operations, Proper records are required lo substantiate warranty claims, 8.2 Inspection in the Aircraft A visual inspection of the battory in the aircraft should normally be made at least once every 50 flight hours during the first few months of service. Aller that, experi- ence should indicate a proper and more meaningful schedule. The following items should be inspacted and the indicated corrective measures taken if necessary. CAUTION: Exercise extreme care when working around the battery, Do not use metal brushes or metal brush supports. Remove rings and other metal jewelry from the hands. Any of these may cause an electrical short which may result in skin burns and | damage to the battery. 8.2.1 Check the battery can, cover and oxternal bat tery receptacle and connections for evidence of distor- tion or damage. Check extemal connections for proper contact. lepair or replace as necessary. 8.2.1.1 If the battery cover should be found dam- aged or should show evidence of electrolyte leakage, subject the battery to the following tosts to ascertain gas tightness. NOTE: This lest is only necessary if the electrolyte is escaping from the battery. With the cover secured in place, connect the vent noz- zles through a manomeler to a pressure equivalent to '55 inches of water. Any change in pressure equivalent 10 or greater than 2.75 inches of water, is cause for re- jection of the battery cover. ‘There are several methods to correct the problem. The following is just one. If the cover gasket is not gas tight, it can be corrected by adding strips of neoprene to the recessed groove of the cover in the leakage path area, (Paragraph 8.2.1.2) or by replacing the existing cover liner with anew pad liner (Paragraph 8.2.1.3). For other corrective action please contact Marathon Battery Com- pany, Waco, Texas, |n addition, the pressure leak may be from the battery ‘main or temperature sense connector. If either of these two areas are suspected, then it can normally be cor- rected by removing and reinstalling the main or temper- ature sense connector being sure the gasket is in place. 8.2.1.2 To restore cover pad gas tightness by insert- ing strips of neoprene proceed as follows: 1, Remove cover from battery. 2. Pry the cover pad loose in the leakage area. 3. Add a narrow strip of Ye or Yar thick by % wide neo- rene of suitable length to cover the leakage path to the recessed groove area. 4, Cement the cover pad where lifted using suitable rubber cement 5. Install the cover on the battery. 6. Test the cover for gas tightness, 8.2.1.3 To replace the existing cover pad liner with ‘a new liner proceed as follows: 1, Remove cover trom the battary. 2. Remove the rubber pad liner from the battery cover and discard. Note the position of the rubber bumps on the removed rubber pad liner relative to the cover. 3, Clean the inside of the cover and new rubber pad liner with a suitable solvent (perchlor or equivalent). Allow to dry for at least 15 minutes, 4. Apply a thin coating of cement (M$20007-107) to the inside of the cover and the underside of the rub- ber pad liner, Allow to dry for at least 15 minutes. 5. Position the new rubber pad liner into the cover at the position noted in point (2) and, starting at one edge, insure that the rubber pad liner is pressed firmly in contact with the cover to insure no air pock- ets are trapped. Allow to dry for a minimum of 8 hours. 6. Reinstall the cover onto the baitery. NOTE — Quick Disconnect: For procedures to inspect, the battery disconnect and receptacle, contact Marathon Battery Company (See Paragraph 7.3.8) 192 8.2.2 Check the battery for excessive heat (uncom- fortable to the touch) or evidence of overheating. If pre- sent, remove battery and service in battery shop, 8.2.3 Check the vent lines for obstructions, leaks or damage of any kind and repair or replace, Check bat tery box vents for obstructions or cracks and repair or replace. 8.2.4 Remove the battery cover and inspect for the. following: (1) Cleantiness — Under normal conditions the battery will usually remain clean except for possible dust ‘and a light powdery deposit (Potassium Carbonate) ‘on the intercall connectors and upper surtaces of the cells. These deposits may be removed by wip- ing with a cloth or brushing with a plastie brush. I ‘an excessive deposit is seen, the battery should be removed and cleaned (see Paragraph 8.4.3). (2) Coll Hardware — If the intercell connectors and ter- mminals are excessively corroded, the battery should be removed from the aircralt and discharged prior to cleaning or replacing the indicated hardware. If overheated or damaged parts (cracked cell tops, tc.) are evident, the battery should be removed from the aircraft, discharged and rebuilt. Ifthe hard- ware is clean, retorque all screws or nuts as per Table 6. (8) Vent assemblies — inspect vent caps, "O" rings and vent sleeves for obstructions, cracks or damaged seals. Wash and dry assemblies and remove car- bonate accumulation if present. Replace if defec- tive. CAUTION: The electrolyte used in the battery is a caustic solution of Potassium Hydroxide. Avoid con- tact with any part of the body. See Paragraph 7.1.4 for antidotes. (4) Excess electrolyte ~ if an excessive amount of elec trolyte is seen on the tops of the cells and/or a poo! of electrolyte in the battery can, the battery should bbe removed and serviced in the battery shop as in Paragraph 8.4.3.2, (8) Coll Electrolyte Level ~ Check the electrolyte level, in each cell. If is below the minimum requirement, the battery should be removed from the aircraft and water added as per Paragraph 8.4.5. We do not recommend adding water to a battery in an aircraft because of the uncertainty concerming its state of charge. 8.3 Maintenance and Reconditioning Schedules 8.3.1 — At no time should a battery be allowed to de- teriorate to a point where its performance affects the mmission or the operation of the aircraft. A proper mainte- ance program is required to prevent battery failures. Such a program requires trained, knowledgeable per- sonnel familiar with proper battery maintenance and re- Conditioning procedures and the keeping of accurate re- cords. Depending upon a) type of starting service; b) battery t rm mene UE tmeetionet mate pn, oc AS Figure 20 Cell Puller-Cap Screw Type Celt Figure 19 ‘The tools showri in the above figure are not available from Marathon. They are of simple construction and ‘can be made in any machine shop.9.0 Replacement of Cells and Battery Repair 9.1. Replacement of Damaged Celis It a cell becomes contaminated or physically damaged and must be replaced, proceed as follows: (1) Discharge the entire battery (Paragraph 10.1, Step 1), temove the shorting clips. (2) Clean the battery (Paragraph 8.4.3). (3) Remove ths end ferminal connections. Save all of the hardware. (4) Loosen ail veni plugs using the vent virench shown in Figuro 21. (6) Remove enough Intercell connectors to permit the cell to be withdrawn from the battery can. (6) Do not withdraw a cell from the battery unless a dis- charged or shorted replacement cell is immediately available. (7) Withdraw the coll, using one of the cell puller tools ‘shown in Figures 19 and 20, Always tighten the pul ler to the cell and pull in a straight-up direction. (8) Insert the new (discharged) cell, making certain to ingert the cell wth the polarity symbols in the right ditection. (Cells are connected plus to minus). I the coll is difficult to insert, apply a light coat of petro- eur jelly or silicone grease to the sides of the cell case before inserting. Figure 21 (@) Replace the intercell connectors, assembling the harcware finger tight CAUTION: Do not use ‘homemade” hardware as many of these parts are specifically designed to fur- nish an adequate electrical connection. Spare or replacement hardware may be obtained from your local Marathon Aircraft Battery Distributor or Field Service Manager, Marathon Baltery Company, ‘Waco, Texas 76710. (10) Torque the terminal connection to the values indi- cated in Table 6 using a calibrated torque wrench, Atypical wrench is shown in Figure 22. Figure 22 (11) Discharge the entire battery as in Paragraph 10.1, Step 1 (12) Charge the battery by the constant current method (consult Table 3). (13) Adjust the electrolyte level (consutt Paragraph 8.4.5) and tighten all vent plugs. The battery is ‘now ready to be put into service. (14) Return damaged cells for analysis and possible repair to Marathon’s Overhaul Facility, Marathon Battery Company, Waco, Texas 76710. 9.2 Replacement of Damaged Power Connectors In some battery typos, primarily those used in aircraft, the battery is provided with a special quick disconnect receptacie, such as a type manufactured by Elcon or Cannon, oF any of a number of MS type receptacies. Should one of these become damaged, it will be neces- sary to replace it with a replacement part obtained fromyour local Marathon Aircraft Battery Distibutor or the Field Service Manager, Marathon Battery Company, Waco, Texas 76710, Care should be taken in the re- moval of this connector to preserve ail the hardware and gasketing, if possible, so that the new part may be installed property To remove the connector, first remove those connec- tions which go to the end cells in the battery, thus re~ ducing the possibility of a short circuit when the conneo- tor body is removed from the battery can (See Figure 23). All Marathon batteries have the same hardware ar- rangement, attaching the power connector to the bat- tery, as is used on the intercell connectors. When in- stalling the replacement part, it is necessary to consult, Table 6 for the torque values. CAUTION: Do not substitute "home-made" hard- ware. Care must be taken that the polarity of the power connector is carefully observed so that, when the battery is installed in the equipment, the system will function properly. Table 6 —Torque Values Wrench Size Ne Rant Figure 23 peas Head ‘Scour HexHeed cap Screw Hox Nut Acroas Fats Torque ~ ineh tbs) fotignten ze ie Pe % Bie Yet Ye 290 10.0 Battery Disassembly and Reassembly 10.1 Battery Disassembly Before disassembling the battery, make sure that all cells are completely discharged. This may be accom plished as follows: (1) Discharge the battery at the one-hour rate as in Table 3, to.approximately 0.5 volts per cell. (When using PCA-181 (50/60), discharge rates are auto- matically selected). Short each cell with shorting clips (Gee Figures 15 & 16) per Paragraph 8.4.7, Stop 6. (2) Alter the battery has been discharged as above, re- move the shorting clips. Remove all intercell con- necting links. Lossen the vent plugs, using the vent wrench shown in Figure 21. The cells may now be removed by using a cell puller, when necessary. (Gee Figures 19 or 20.) When removing calls from a battery, always tighten the puller to the cell and use an even, straight-up pull. After removing the calls, retighten the vents. 10.2 Battery Reassembly (1) Reassemble the colls into the battery can. if a cell must be replaced, USE ONLY NEW OR REBUILT CELLS MANUFACTURED BY MARATHON BAT- TERY COMPANY. Position the cells correctly with respect to polatity as shown on the illustrated parts breakdown (IPB) applicable to the particular battery being serviced. DO NOT HAMMER TIGHT CELLS INTO THE BATTERY CAN: USE A STEADY FORCE ON THE TERMINALS TO PRESS THEM INTO PLAGE. FOR EASIEST ASSEMBLY, THE CELL AT THE MIDDLE OF A ROW SHOULD BE INSERTED LAST. (2) Lightly polisty the cells’ terminal surfaces with fine ‘emery cloth and wipe clean. (8) Place Intercell connectors in their correct position as shown on the IPB. (4) Install all hardware finger-tight, (©) Starting at the positive terminal of the battery, tighten each terminal screw to the torque specified in Table 6. CARE SHOULD BE TAKEN TO INSURE THAT THE TERMINAL SCREW IS NOT BINDING, DUE TO. THREAD DAMAGE, OR BOTTOMING, BUT IS ACTU- ALLY TIGHTENING THE CONNECTOR TERMINAL ASSEMBLY. IMPROPER TORQUE MAY RESULT IN DAMAGE TO THE BATTERY. Some batteries contain flat-sided washers as part of the terminal hardware. The flat side serves as a visual indicator during torqu- ing. During initial thread engagement the washer ro- tales, and upon tightening, rotation stops. This inci cates to the operator that the screw is tightened in the terminal and was not binding or bottoming when the proper torque was reached. It is good practice to follow the battery assembly IPB. during final tightening as this is a good double check of the correct electrical order. Do not skip around over ccelis; do not leave the job partially completed and come ‘back to it. Finish the complete battery reassembly once it is started. Forgetting where the tightening job was stopped is @ good way to miss a screw or nut. One loose connection can permanently damage a battery and may cause an explosion. 10.3 Pre-Electrical Inspection Following battery assembly and before capacity testing, the following checks are recommended: (1) Voltmeter Check Check the colls with a voltmeter following the bat- tery circuit, making sure the cells are in proper order and the cell polarities are correct. (See appli cablo illustrated parts breakdown). CHARGING A CELL IN REVERSE MAY RESULT IN PERMA- NENT DAMAGE (2) Check Terminal Torque Be sure that all terminal screws or nuts are cor- rectly torqued. (See table 6). (3) Inspect Vent Caps Check vent caps for correct seating and correct as- sembly. Replace damaged vents. (4) Reconditioning ‘Aller the above checking procedure has been com- pleted, the battery should be reconditioned per Paragraph 8.4.7 of 8.48,12.0 New Designs 12.1 Low Maintenance Batteries ‘The Marathon low maintenance battery provides a cell, specifically designed for extending the intervals be- ‘ween water additions. Marathon presently provides these batteries in the 24, ‘36 and 38 ampere-hour sizes, 19- or 20-cell configura: tions, Contact Marathon Sales Dept. for information on, other sizes. Because cells of this type are constructed with excess. electrolyte and large head space, special servicing in- structions are furnished with each unit 12.2 Heated Batteries Marathon supplies batteries with heating capability for cexlreme low temperature use. The heating system con- sists of resistive elements encapsulated in neoprene or Plastic with two thermoswitches in series with the heat- ing blanket. The heater is extemally interfaced at a con- ‘nector mounted on the face of the battery. Both AC and DC systems are avaliable, 12.3 Air-Cooled Batteries Marathon air-cooled batteries are available in several standard cell sizes. They feature large air passages on all sides of every call. These passages permit a high air flow at minimal pressure. Maintenance and overhaul procedures for the heated and air-cooled batteries are the same as for other ait- craft batteries. Therefore the instructions contained in, this manual can be used to service these batteries. 12.4 Batteries Equipped With Temperature Sensors Marathon supplies batteries that incorporate several types of temperature sensors. Used in conjunction with, customer or Marathon designed monitoring equipment, these sensors relay battery temperature information to. the Pilot ~ on a continuous or emergency basis — and help prevent premature battery failures that may be caused by prolonged exposure to high temperature 12.5 Temperature Monitoring Indicators Marathon can supply battery temperature monitoring in- dicators. Used with the above-mentioned sensors in the battery, they provide the Pilot with, a means for monitoring battery temperature. Marathon is prepared to custom build such indicators to mest a paricular re quirement. (Also see under “Temperature Sensing Dev vices," Paragraph 4.11.2.) 12.6 Batteries With Temperature Compensated Controls: Custom engineered batteries have been produced by Marathon with integral electronic controls. Signals trom these control devices which monitor battery tempera- ture and voltage are used to vary the charge current with changes in battery temperature. 12.7 High Performance Batteries Marathon has designed and is manufacturing batteries capable of delivering the high currents required in jet aircraft applications at significantly higher voltage love's. than previous battery types. The SP-400, SP-44, SP- 900, SP-1700 and SP-280 series are examples of such batteries. This improved performance can be extended to other sizes if desired. While all of our vented nickel-cadmiuin batteries are of a low intemal resistance type (seé Table 1) the resis- tance of the high performance battories are even lower than the normal product (while still maintaining the ‘same physical size). In addition to furnishing higher vo tage and cooler engine starts, the high performance baltery provides better emergency standby power at lower temperatures than the normal product. However, these improvements do not mean that they should be used in all aircratt High performance batterios should be used in aircraft with compatible electrical systems whose components ‘are capable of accepting the greater power output. Figure 24 shows the current and voltage charactoristios of a high performance SP-400 (40 ampere hour) battery and compares them with those of a standard CA-SH battery during a simulated engine starting test, Figure 26 illustrates the power capability of the SP-400 battery, while maintaining 12 volts for 15 seconds of discharge (IMP test). The other high performance ‘Superpower batteries (SP-900, SP-1700, SP-280 and SP-44) offer similar performance advantage to thase shown here. 82m “The current (amperes) or power (kilowatts) which a batter FIGURE 24 ‘SIMULATED ENGINE START CYCLE (at ROOM TEMP) AMPERES VOLTS 1200 24 23 AMPS tee SP-400 BATTERY 2a vours ai 1000 SS een Fe ‘ aes 9 900 a ao etaalg ae v 800 A \ \6 vouTs _ a 4 x . CA-5H BATTERY 14 YX aus 7 600] S 2 u ~ 500 Se 0 400 200 160 wo Tae ep ewe b wR uw BS seconos runes i lest EteHEnIGtelitl cata op sof — + a baad I cole ae 3 oe Hee ae 2 § 00 © 200 — POWER (KW) is capable of delivering while maintaining 12 volts for 15 seconds of discharge.13.0 Definitions of Commonly Used Battery Terms ‘Ampere-Hours ‘A unit of electrical measurement generally used to de- scribe the capacity of a cell or battery. The product of discharge current (in amperes) x the time of discharge. (in hours), it is also used to describe the amount of electrical energy put back-into a battery-during the charging process. Abbreviated as AH. or Amp. Hrs. Active Materials ‘The materials in the plates of a battery that react chemi- cally to produce electrical energy during discharge and which are restored to their active states during charge, Battery (One of the sources of direct current (0.C.) power; a de- vice that converts stored chemical energy directly into electrical energy (electricity). Strictly speaking, a battery consists of two or more cells connected to form one unit. Through common usage, the terms “battery” and “cell” are now used interchangeably so that a battery ‘may refer to one or more cells. Cadmium Electrode ~ See Negative Plate Can ‘The battery box which contains the cells, associated in- tercell connectors, hardware and sometimes electrical devices. Can Liner Sheets of non-conductive, electrolyte resistant mate- rials that are inserted between the cells and battery can, to provide insulation. (Note: Most Marathon batteries have an epoxy coating which is applied to the can by a fluidized-bed process. These do not require liners.) Capacity ‘A measure of the stored electrical energy that is avail- able from a fully charged battery. Generally expressed in Ampere-Hours. Carbonyl-Nickel Powder A special type of pure nickel powder that lends itself to preparing highly porous and mechanically strong plaques used in the manufacture of the plates of sin- tered plate nickel-cadmium batteries. cell ‘As used in the battery industry, itis a device which con- tains positive and negative polarity plates, separator and electrolyte. Enclosed in a cell case and fitted with terminals, itis the basic building block ofthe battery. Cell Case ‘The container which holds a cell's components includ- ing plates, separators, and electrolyte. Cell Puller A specially designed tool used to facilitate the removal of cells from a battery. Cell Support ‘A plastic barrier that is placed in the cell above the plate core to strengthen the cell case against possible col- lapse. It also serves to protect the top edges of the plates from objects falling inta the vent hole and is ‘sometimes used as an electrolyte level reference. Charge Efficiency The ratio of the ampere-hour capacily removed from a battery to the number of ampere-hours put into the bat- tory during charge. Usually expressed as a percentage. ‘Ampere-Hours Output ‘Ampere-Hours input * 10° Charge Retention ‘The amount of capacity retained (or deliverable) by a fully charged. battery after it has been stored for a stated period of time. Sometimes called shelf ite. Charging ‘The process of supplying electrical energy to a re- chargeable battery for the purpose of converting its contents to stored chemical energy in which form it is again ready for use. Closed Circuit Voltage ‘The instantaneous voltage of a cell or battery when 2 load is first applied. Constant Current Charging ‘A method used to charge a battery in which a predeter- mined, fixed current is passed through it. See also charging.Constant Potential Charging Sometimes called constant voltage charging, this refers, to a mothod in which a fixed voltage source is applied across the battery terminals. The charge current is var able and depends primarily upon the difference in vol- tage between the voltage source and that ofthe battery. The initial charge current is high and decreases as the battery accepts the charge and its voltage increases. Cover Gasket A gasket, usually of an elastomeric material, that is al- tached to the inside of the cover of the battery can, “co” Rate ‘That discharge rate, in amperes, at which a battery or cell wil yield its capacity to a 1.0 volt per cell endpoint in one hour. Fractions or multiples of the C rate are also used. O/5 refers to the rate at which a battery will dis- charge its capacity In 5 hours; 2C is twice the C rate or that rate at which a battery will discharge its capacity in about Y% hour. Example: a 25 ampere-hour battery will have a C rate of 25 amperes, a Ci5 rate of S amperes and a 2C rate of 50 amperes. This rating system helps to compare the performance of different sizes of cells and batteries. Cut-Off Voltage — Soe Endpoint Voltage cycle ‘One charge-discharge sequence on a rechargeable battery, cycle Life ‘The number of times a rechargeable battery can be usefully charged and discharged before its capacity drops to some predetermined jevel which is judged to be unacceptable, Deep Discharge A discharge in which most or all of the available capac- ity s withdrawn from a battery. Depth of Discharge The ratio of the capacity removed from a battery during discharge to its actual available capacity ~ expressed a8 a porcentage. Discharge Current (or Rate) ‘The magnitude of current removed from a battery, usu- ally expressed in Amperes (Amps.) or Milliamperes (Ma); sometimes expressed in terms of ‘C" rate. Discharging ‘The removal of electrical energy from a battery. Duty Cycle ‘The usage to which a battery is subjected during opera- tion, consisting of charge, overcharge and discharge. Electrodes Poles (or plates) of a cell at which the electro-chemical reactions occur and through which current enters and leaves. Electrolyte ‘A conductive medium that provides for the movement of fons (current flow) between the positive and negative plates of a cell; an alkaline solution in nickel-cadmium calls. See also Potassium Hydroxide. End-of-Charge Voltage The voltage of a battery at the conclusion of a charge ‘measured while the battery is still on charge. Endpoint (or End) Voltage Voltage at which a charge ot discharge is normally ter- minated, Equalization - See Reconditioning Fading The loss of capacity that ocours when a battery is cy- cled using constant potential charging, Fast Charging The rapid replacement of energy to a battery; some- times considered to be greater than the S-hour rate (ie., t-hour rate). Final Charge Voltage ~ See End-Ot-Charge Voltage Float Charge ‘A method used to maintain an approximately constant state of charge on a battery by a continuous, long-term, constant potential charge (usually about 1.4 volts per cell) Its purpose is to continuously replace the capacity lost by self-discharge while minimizing the gassing and loss of electrolyte during overcharge. Hardware ‘A term used to describe the nuts, screws, washer, etc., used in the battery assembly.Intercell Connectors ‘An electrically conductive bar or strap which connects together individual cells in a battery: In nickel-cadmium batteries, usually made from pure nickel, nickel plated stee!, or nickel plated copper. Internal Resistance The opposition to D.C. current flow encountered in a cell. It results in a voltage drop which is proportional to the current. KOH — See Potassium Hydroxide Link — See Intercell Connectors Lite ‘The duration of satisfactory performance of a battery, measured as the number of charge-discharge cycles; sometimes measured as years of usage. Maintenance The procedures required to keep a battery in a usable condition, These inolude inspections, cleaning, recondi- tioning, and periodic water additions to the electroiyte. Negative Electrode — See Negative Plato Negative Plate “The plate from which electrons flow through the exter- nal circuit when the battery is discharging. In the nickel- cadmium battery, itis the plate that contains cadmium which is oxidized during discharge. Nickel Electrode ~ See Positive Plate Nominal Voltage The voltage of a fully charged cell or battery while deliv- ering current. The nominal voltage of a nickel-cadmium battery cell is 1.2 volts. Open Circuit Voltage ‘The voltage of a battery at rest, that is, with no charge or discharge current flowing Overcharging Continuing the charge atter replacing the ampere-hours of capacity that had been removed previously. Over- charging is required in order to make-up for the inefi- ciency of charge. Itis sometimes used to keep a battery in a “ready” condition. During overcharge, the vented nickel-cadmium cell will evolve hydrogen and oxygen Fesulting from the decomposition of the water in the electrolyte. The evolved gas is proportional to the over- charge current Oxidation The release of electrons by the cell's active material — as by the cadmium at the negative plate — fo the exter- nal circuit during a discharge. Plate One of the two-cell components at which the elec- trochemical reactions take place and in which chemical energy is stored. See Positive Plate and Negative Plate. Plateau Voltage The closed circuit voltage observed on the relatively flat portion of a discharge curve. Plaque A porous sintered sheet into whose pores active mate- rials are introduced preparatory to cutting it into the plate dimensions required for a particular size cell. Positive Electrode ~ See Positive Plate Positive Plate The plate to which electrons flow through the extemal circuit when the batlety is discharging. In the nickel- cadmium battery, it is the plate that contains nickel oxide which is chemically reduced to a lower oxidation state during discharge. Potassium Hydroxide ‘A chemical compound which is mixed with pure water in exact proportions to form the electrolyte used in nickel- cadmium cells, Rated Capacity ‘The number of ampere-hours that a battery is capable of delivering when fully charged and under specified conditions of rate of discharge, temperature and end- point voltage. Sometimes also expressed in watt-hours. Rechargeable Battery ‘A battery that chemically stores electrical energy and is capable of cyclic delivery and restoration of the energy through the utlization of reversible chemical reactions. Recharging - See Charging Reconditioning A procedure consisting of a deep discharge and a con- stant current charge that is used to correct a cell imba- lance that may occur during continual use of a re- chargeable battery. a”38 Reduction “The acceptance or gain of electrons by the active mate Fale ina cell (The postive active materials are reduced during discharge and the negative active materials are reduced during charge.) Reversal In a rechargeable battery, this refers to a change in the normal polarity of the cell or battery to the opposite po- larity as when a celt is driven into reverse during a deep discharge, or, when a cell or battery is inadvertently charged in reverse. Secondary Battery ~ See Rechargeable Battery Separator | that is used to prevent metallic contact be- positive and negative plates in a call. Vented nickel-cadmium cells also contain a gas barrier (Cel- lophane or microporous polypropelene) to prevent the gas (oxygen) produced at the positive plate during ‘overcharging from reaching the negative plate which it ‘would tend to discharge. Shorting Clip A short length of wire (with and without a low value re- sistor), or a metal spring, used to “short” a cell to zero volts. Sintered Plate ‘A cell plate made from a plaque prepared by sintering (heating at a high temperature in a reducing atmos- phere) a fine carbony! nickel powder onto a wire mesh (or perforated foil or equivalent to provide a mechani- cally strong, highly porous structure. When active mate- tials are introduced, these pores provide a plate with a large surface area that can be charged and discharged at high rates, Slow Charging The slow replacement of energy to a battery; some- times considered to be the 10-hour, or lower rate. (Le., 20-hour rate.) Stack-Up The stack of positive and negative plates into which a separator has been interleaved. Stack-Up Assembly ‘The stack-up onto which terminals have been attached, preparatory to actual cell assembly. State of Charge ‘The amount of stored energy (capacity) available in a rechargeable battery. Usually expressed as a percen- tage of its full capacity. Terminals ‘The positive and negative parts of a call through which external connections are made to the plates. ‘Thermal Runaway Also known as Vicious Cycling, this phenomenon is ‘sometimes observed during the overcharging phase of ‘a constant potential charge, especialy at elevated tem- peratures. It occurs just as the charge current would normally reach and remain at some minimal value. At this point, a tise in battery temperature will produce a slight decrease in the battery's resistance and voltage. These changes effect a reversal in the downward trend of the charge current causing it to rise and produce a further increase in battery temperature with a con- sequent further drop in its voltage and resistance, Recurring cycies of temperature-tise and battery-vol- tage drop progressively increase the charge current until sufficient heat is generated to destroy the ‘separator in one or more cells. The curtent and temper- ature then rapidly rise until the battery is destroyed. ‘The initial battery temperature rise can be caused ex- temally, by a rise in the ambient temperature, or inter- rally as when a cal’s gas barrier has been damaged or degraded and permits the oxygen evolved at the posi- tive plates to migrate to the negative plates where it re- combines with cadmium and generates heat. In either case the resultant temperature rise may initiate the vic- ious eyeting. Trickle Charge A continuous constant current, low-rate charge (slightly more than the self-discharge rate) suitable to maintain a battery in a fully charged condition. Vent Plug A normally sealed device which allows the controlled venting of gases from a cell while preventing efectrolyte leakage. The vent plug is removed when electrolyte level adjustments must be made. Vented Cell Arechargeable cell which employs a vent plug to permit gases to be expelled during overcharge; sometimes also called a “flooded cell” because of the volume of ‘electrolyte used in the cell. Voltage ‘The difference in potential measured between the two electrodes of a cell or battery and expressed in units of volts.14.0 Records and Reference Data 14.1 Marathon Vehicular and General Purpose Batteries CAPACITY DISCHARGE RATE Marathon Cell ‘Ampere-Hours | 20-Minut 5-Minute Type Type Volts | @5Hour Rate | (Amperes) | (Amperes) 5-2H120 2H120 6 2.0 5 20 40-2120 2H120 12 20 5 20 5-3H120 3H120 6 37 10 30 1031120 sH120 12 ar 10 30 5-5H120 sH120 6 65 18 50 10-sH120 sH120 12 65 18 50 5-10H120 toHt20 6 13 35 120 40-10H120 toH120 12 18 35 120 49-15M220 15M220 24 15 40 120 (oties CAt54 sores, Steroids CA) 5-20H120 20H120 6 22 65 200 10-20H120 20H120 12 22 65 200 5-40M220 40M220 6 44 110 350 i0-40mz20 40M220 2 44 110 350 5-60M220 6ome20 6 60 150 450 10-60m220 6oM220 2 60 150 450 5-81H120 atHt20 6 ai 200 600 5.210220 e10Me20 6 270 700 2000 10-210M220 210Me20 12 270 700 2000 Military Vehicular Battery 6TNC 6TNC 12 70 200 600,Cutaway View of Typical Marathon Nickel-Cadmium Vented Cell ‘The Marathon PCA-131 (50/60) Series Battery Charger/ Analyzer14.2 Marathon FAA-Approved Commercial Aircraft Batteries a ae Sees ee aoe ve | nee == wm | gt | em | aE | eee | conse _ |e ee =e eam Bie zB /8 aay, a & 18 iy Bie & |3 FH ae e 18 i fee 18 ah ge |e ie g (8 ean z 8 et =f |e Bw g/d aa Ble ge gli a 18 : Bones ae u : ae = 13 Be | os ae a | eg aise 2 | 2 ae aa # 13 eS ocmn aas BB, g | 8 opccen 2s ae B18 eee Behe 3 ae | Bese g ee |! ae x Fe i es 35 ‘Special _ a a 7 eS : i i ; a " : 3 3 7 2 7 ; 3 2 é Bo ge |e ee : Gs Be |g ie t ee 2 Woe | Hagens es B tee | hase Be a ieee aS ae ie fe BS ge | 8 ie ae ge | 8 fe i ae ge | 2 BE : ie. 14. Ea ae ge | ex ae gr | ie Bette E |e ie ee e |2 ie |, ee |e ie |e ie Be |e ie ae z Be Bien é ae A x fee fy en z fee see z ae & x et at x fet ae 3 ee a8 g ae ae y ee, |i a1" 12, 13, 14 ‘Type Prefix Identification MA- Miltary Aircraft CA—Commercial Aircraft, SP — Superpower (Low Impedance). BTCA — Battery Temperature Sensor interface with Marathon monitors only. TCA, TMA, TSP — Special Battery Temperature Sensors. KCA, KSP—Air Cooled, KTCA~ Battery Temporature Sensor Special and Air Cooled. STSP, STMA, STCA ~ Battery Temperature Sensor; Interface with Tramm Monitor only. ATCA ~ Battery Temperature System Containing Avitech Sensor. |. FTCA Dassault Special Temperature Sensor System. 20 ~ 20 cell-with offset main connector. CA-54 Series (-1, , 3, 4, 5,31), (CA-154 Series (-1,-6) CA-184 Series (-2, 3A, 1-7-8). “A&B logether make up a 24-volt Battery, “Low Impedance, high rate series.14.3 Marathon Military Aircraft Batteries MILITARY CAPACITY ‘Ampere- DISCHARGE RATES Hours @ Marathon Celt 2Hour | 2-Hours | t-Hour | s-minute | Peak Jet Type Type Volts | Rate | (Amperes) | (Amperes) | (Amperes) | (Amperes) MA21 e5H120 24 60 30 59 500 2000 MAS 86H120 24 34 7 30 240 1500 MA? 12220 24 4 55 95 5 500 MAB 24H120 24 22 " 182 150 1000 Mao 24H120 24 22 1" 182 150 1200 MA-11 (H) 24H1120 24 2 14 18.2 160 1000 Matt 2am220 24 Ey " 18.2 150 1000 MA-800H 3120 24 36 18 3 30 100 MA-500H 5H120 26 ST 29 5 50 175 MA-510H 5H120 24 87 29 5 50 175 14.4 Military Aircraft Battery and Cell Cross Reference Table MILITARY SPECIFICATION oral] TA | USA | USA us. us. us. Maranon | Maratnon | service | service |Force Batty] Force Nay | Amy | army Batery cel Battery | coh | wiL-B26220] col cer | Batty | cal Type type | mats | marzsr | (ws) | mszra07 ws | ey | (68) Maat ed ML-8.2600 MAS estan somes | 9 awa | seo0wa WAT ‘eveza s2aago-1 | 1 | ra04sa4 | soaziss | soma | soon MAT 1ewe2o zuuse2 | 4 | t60u58 | ooze as ant20 saga | 2 Mag aHt20 se | m4 | vemers | 5 | ooaes2 | ooazrze | aatsa | corn aura | 2 watt 2aHi20 sos7z1 | sos zosioe 02 7542 sasti20 ea20 ‘os eovr2 | ooset-e4 rezaiay | aire 604574 | o0cet-74 onan 20H120 soceiso | eto | eran A108 scni20 ean | 508 ‘ecoHio | 108120 eran | 652 esoHereo | 10HE120 aon | 750 tosanizo | sarin ma | te seeait20 | atten a] receni2 | aexi20 ee | 6 (| ssaenta | sant20 exswu | “soon “Call contains pormion separator material "Gel contains Colgard separator malarak TAI Sevice Specification MIL-B-6I7S7ADDENDUMS TO MARATHON BA-89 MANUAL This addendum describes the special liquid level adjustment requirements for batteries containing aerobatic cell vent plugs, This procedure shall be used in lieu of the procedures described in the Marathon Instruction Manual BA-89 Para 8.4.5 This procedure is to ensure no electrolyte leakage thru the vent plug will occur. Marathon aerobatic vent plugs are identifiable by an extention tube projecting from the bottom of the vent plug The liquid level adjustment of cells with the aerobatic vent plug is: The electrolyte level should be adjusted to the BOTTOM of the visible insert up to two (2) hours after the battery comes off charge.NOTESNOTES