sfaust
Posts: 1807
Joined: 9/6/2002
From: Boston,
MA, USA
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[QUOTE]Originally posted by coony2787
the plane that crashed was an omp gs 540. it was the fourth flight of the plane. the pack was new. i had charged it then i set the plane up with it and the i cycled the battery. i flew the plane on sunday 1 time then again on monday with out charging. then on the next sunday i went to the feild and fast charged with a double vision fast charger just to be safe not thinking that the battery should of been dead yet. but being on the safe side i chargded any ways. on the secound flight of the day i pulled up into a hover went to do a water fall the plane went full throttle and that was it no more control. now that i think back the plane seemed to be a little slow in an airleron roll i did just before i pulled up into a hover. the battery pack was destoyed in the crash. i could not even find all the cells. the guys at my feild since i was running six volts they all blamed it on that. i dont agree with the guy above to many people running 6 volts and having perfect succes so i dont know if it was tha battery or not buit all the other components worked when i plugged a new pack into it.
Chad [/QUOTE]
From what you say, its not the 6volt pack. It could be the battery, but the same could have happened on a 4.8 pack. They guys are just guessing on what might have happened, and couldn't provide any hard data to suggest it was the 6v pack.
I find it interesting that most, if not all, the TOC pilots are running 6v packs on planes with much higher current drain, and they are not falling out of the sky. In IMAC, 6v packs are the norm, with most people using them. Many manufacturers rate their servos on 6v packs, and recommend 4.8 and 6.0 volt batteries to power them. Yet these guys seem to know more than everybody else. I wish they would share it with the rest of the world 
Feel confident that your decision to use a 6v pack did not cause your crash. However, I would highly recommend that you use a ESV meter before EVERY flight, and cycle your packs to determine your batteries capacity and the airplanes draw. That information will give you everything you need to know in order to avoid a crash based on a low battery condition.
It will tell you for example, that a 1700mah pack in plane X can go 8 flights before its at 30% remaining capacity. After each flight, you will be able to measure the battery with an ESV and check it against the chart or graph to see if everything is ok. Once you get used to how many flights you batteries can provide, and what the ESV meter should tell you after each flight, you will know without a doubt that everything is as it should be.
I start each new pack, and cycle it a couple times in the shop. Then I only take one to two flights with the plane, then cycle the batteries to read the capacity taken out. Next time, I will fly a couple extra flights if the buffer was reasonable. I keep doing that till I sneak up on the number of flights that get me to around 40% remaining capacity, or approximately 3 flights worth of capacity. That is my no fly limit. While doing all this, I track what the ESV meter is telling me so that I can use it later to determine if everything is ok. It also allows me to figure out how much each flight costs me in capacity.
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Stephen
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All Forums >> Radios, Batteries, Clubhouse and more >> Batteries & Chargers >> 6 volt should or should you not 
6 volt should or should you not - 
I use em - 
