Tcw technologies Ibbs-12v-3ah-crt-v User manual

Integrated Back-up Battery System

Model: IBBS-12v-3ah-CRT-V

The Integrated Back-up Battery System, IBBS,is an electronic

system that combines a Lithium-Iron-Phosphate (Li-Fe-PO4) battery

pack, a charger and switching logic in one convenient package. The

IBBS provides an engineered solution to enable an endurance bus for

critical loads found in aircraft. It simplifies the wiring and installation of

a source of back-up power by integrating all of the key elements in a

single enclosure. The IBBS system provides back-up power to critical

electronic loads such as EFIS, GPS, Autopilots, Radios, Electronic

Ignition systems and engine monitor systems.

Integral to the IBBS is a lithium-iron-phosphate battery pack and a

matched charging system to ensure the battery is properly charged

and maintained. The system also includes switching circuitry to

provide a stable source of output power during normal and emergency

operations. The IBBS system also provides signals to other equipment

such as EFIS systems to communicate the operating state of the main

aircraft bus as well as the state of the battery.

The IBBS system connects to the standard aircraft power bus and

provides outputs to critical equipment that require back-up power.

Additionally, the IBBS system provides surge and sag protection for

connected equipment, allowing operation of critical equipment during

engine starting.

The IBBS system is suitable for use with equipment such as Garmin

and Avidyne navigators, G3X series of avionics, Grand Rapids

Technologies EFIS systems, Advanced Flight Systems EFIS, Dynon

EFIS, Aspen Avionics and MGL EFIS, TruTrak Autopilots and EFIS,

Trio Autopilots, JPI and EI engine monitors, SureFly electronic

ignitions, Lycoming EIS electronic ignitions, and ElectroAir electronic

ignitions.

IBBS must be installed using the current aircraft standards and practices as

shown in AC 43.13-2A/1B.

IBBS products are covered by US Patent 8,189,305

Table of Contents

Limitations pg. 3

Installation Information: pg. 3-6

General Product information: pg. 6-7

Battery Capacity details: pg. 8

Normal Product Operation: pg. 9

Emergency Operation: pg. 9

Instructions for Continued Airworthiness: pg. 10-12

Specifications pg. 13

Functional performance, environmental testing pg. 14

Environmental Qualification Statement pg. 15

Connector Pin-out pg. 16

Mounting plate drawing pg. 17

General Wiring diagram pg. 18

Example Wiring diagrams pg. 19-20

Support and Warranty information pg. 21

Limitations:

This article meets the minimum requirements of technical standard order (TSO) C179b.

Installation of this article requires separate approval.

The conditions and tests for TSO approval of this article are minimum performance

standards. It is the responsibility of those installing this article either on or within a specific

type or class of aircraft to determine that the aircraft installation conditions are within the

TSO standards which include any accepted integrated non-TSO function standards. TSO

articles and any accepted integrated non-TSO functions(s) must have separate approval

for installation in an aircraft. The article may be installed only according to 14 CFR Part 43

or the applicable airworthiness requirements.

This article may not be installed as the sole source of power for an instrument or avionic

device that has no other redundancy in the aircraft. (i.e., If an aircraft has one and only one vhf

radio it must have an additional source of power beside the IBBS system to qualify for installation.)

See page 13 for Performance Specifications and potential limitations and ratings under

various conditions, including environmental and application installations. See Item 3

below for installation location limitations.

Installation Information:

1. IMPORTANT NOTE:

Consult the attached wiring diagrams to identify wiring connections appropriate to

the particular installation. Please note, some equipment such as GPS’s and EFIS

systems may be provided with multiple power inputs. These inputs are often

identified as “Aircraft Power 2”.For these installations the output of the IBBS must

be connected to the “back-up” power input of the respective device. For equipment

having only a single power input terminal the IBBS pass-thru power function must be

utilized. (This is typical of devices such as communication radios, transponders,

autopilots, fuel pumps, and electronic ignitions). The IBBS system may be fed from

a bus that remains active during engine starting, such as the master bus or it may be

fed from an avionics bus that is switched off during engine starting.

2. Check that the total connected load (summed value of all four output wires of the

IBBS) is less than the following product ratings:

IBBS-12v-3ah-CRT-V

5 amps maximum continuous current

10 amps peak for radio transmissions and transient loads*

*(30 seconds max duration)

3. Mount the IBBS system to structure in a suitable area of the aircraft utilizing the

practices identified in AC 43.13-2A/1B. Ensure the mounting points and fasteners

are suitable for the weight of the IBBS unit, consult the specifications for details. Do

not mount the IBBS in the firewall forward area. Select an area that is accessible

to allow for future battery servicing. The preferred operating temperature range of

the system is -40 C° to 60 C°, the effective charging temperature range is -40 C° to

40 C° with extended charging times below 0 C°. Select an installation location that

takes these temperatures into consideration.

Note: Rechargeable lithium cells are capable of generating hazardous emissions when

defective or subject to physical or operational abuse. Although the IBBS system is

protected from abusive failure conditions and includes a variety of fail-safe mechanisms,

conditions may occur that could cause a Thermal Runaway (TR) event resulting in the

venting of smoke or fumes and/or liquid from the designated vent port. The vent port must

be routed to the bottom or side exterior of the aircraft via the vent hose.

Locate a suitable flat location measuring at least 3.3”x 12” in area, or in an existing

avionics rack for mounting the IBBS enclosure.

The mounting area must meet one of the following requirements:

i. A piece of 2024-T3 or T42 (alternate 6061-T6 or T62) sheet aluminum at least

0.050” thick material minimum.

Supported by at least 4 fasteners on at least two opposite edges with a

maximum unsupported panel dimension of 12” in one direction and a 15” in the

other direction.

ii. Existing support brackets or rails that are at least 0.032” thick that are part of an

avionics rack and form a flat surface for mounting.

Important mounting notes:

a. The IBBS unit must be installed in the horizontal axis with respect to the

mounting base plate of the unit.

b. Ensure there is sufficient clearance around the IBBS unit for the wiring harness

and vent hose, and ensure sufficient clearance to fuel tanks, fuel lines, oxygen

lines or any other critical systems.

c. Visually inspect the IBBS unit to ensure no damage has occurred to the unit

prior to installation. Do not deform the unit enclosure by means such as drilling,

bending or cutting of the enclosure. Do not open or modify the IBBS unit in any

manner.

Utilize the base plate of the IBBS system to match drill mounting holes to the

aircraft structure. See page 17 for mounting dimensions.

Fasten the IBBS unit to the aircraft structure utilizing 4 pcs of AN3 bolts or AN515R

machine screws and mating lock nuts or nut plates.

Connect up to 48 inches of 3/8”I.D. vent hose to the vent port on the IBBS unit and

secure with hose clamp. Vent hose and hose clamp are provided with the IBBS

unit. The vent hose may be shortened. Do not extend beyond 48”. Secure hose

every 12”with MS21919-WH10 adel clamps (not provided). Do not kink hose,

minimum bend radius for the vent hose is 2”.Route the end of the hose to the

bottom or side exterior of the aircraft.

4. Connect the aircraft wiring according to one of the wiring diagrams shown.

The IBBS must be powered from properly sized circuit breakers or fuses. Ensure

the proper size wire is utilized for the input feed, output supply and ground

connection.

Power Requirements: The IBBS has multiple power inputs.

Pin 5 receives power for charging the internal battery and bus voltage sensing for the

switching logic within the IBBS unit. Pin 5 must be connected to an aircraft power bus.

When the voltage on pin 5 falls below 11 volts the system automatically transfers the load

current on the output pins to the internal back-up battery source. Pin 5 nominal current

draw is 3.3 amps during charging.

Pin 4 provides power to an internal battery heater system utilized when the battery

temperature is below 0 C°. The nominal current draw is 1.4 amps when the battery

temperature is below 0 C°.

Pins 6,7,8 provide power that is passed-thru the IBBS unit to the loads connected to the

output pins. These pass-thru power connections are optional and only required for

systems that do not have multiple power inputs. These pins can also be used if it is

desired to have redundant power paths feeding the connected loads. These pins are

internally wired in parallel; it is recommended to populate all three pins; join the wires

together and feed all of these inputs from the pass-thru power breaker. Note: these pins

do not individually correspond to any particular output pin (12-15). The pass-thru breaker

must be sized for the load that is connected to the IBBS outputs. The maximum

combined load is 8 amps continuous, 12 amps peak for <30 seconds. If Pins 6,7,8 are

used they must be connected to the same source of power as Pin 5.

Output Power connections:

The IBBS has four output pins, Pins 12,13,14,15. These pins provide power to the

connected load. These four wires may be paralleled together for redundancy and load

current sharing. Use 20 awg wire for each pin. The total combined load for all four pins

is 5 amps continuous,10 amps peak.

5. The Back-up Power Master switch must be utilized to turn the back-up battery

system off when not in use. The back-up power master switch gives the pilot the ability to

turn the back-up battery system off. In some installations this may be the only means to

shut down the connected equipment.

6. The IBBS unit has a low voltage warning output, pin 3. This pin may be used to

drive an LED indicator or to provide a digital signal to indicate the main input bus is in a

low voltage condition. When the main input bus (connected to pin 5) falls below about 11

volts this output will drive to a low state. Maximum current sourced into this pin is 25

milliamps.

7. The IBBS unit has in internal battery monitor connection, pin 2. This pin allows the

voltage state of the internal battery to be monitored with a separate volt meter or an

analog input of a monitor system. This pin will only report internal battery voltage when

the unit is enabled by turning the Back-up Master switch ON. A fully charged battery back

will indicate about 13-14.7 volts on this pin.

Important note: the meter utilized to measure pin 2 must have an input impedance

>100k ohms otherwise it will load down pin 2 and provide an artificially low voltage

reading.

When used with the following EFIS systems wire pin 2 to the Volts2 input of the

EFIS or engine monitor as follows:

8. Complete the installation of the wiring harness and connector prior to attaching

the connector to the IBBS product. It is essential to ensure the wires do not inadvertently

short together during installation. Remember, the IBBS pack is a back-up source of

power and is ready to deliver output power even when the aircraft electrical system is in

the off state.

9. When using the IBBS product to provide back-up power to an electronic ignition

system it MUST be used to back-up one and only one electronic ignition module. Do not

use one IBBS to back up both electronic ignition modules in a dual electronic ignition

system. Follow the instructions per the electronic ignition manufacture. Do not connect

any other loads to the IBBS when using the IBBS to power an electronic ignition module.

Do not use the IBBS system to back-up a dual ignition system having only a single power

input that feeds both ignition system. Do not use a single IBBS system to back-up two

electronic ignition systems.

Manufacturer/model

Volts 2 input location

Garmin G3x system GEA 24

J244, Pin 28

Advanced Flight Systems 5000 series:

Expansion Port Pin 13

General Product Information:

The Charging System:

The IBBS automatically maintains its internal battery pack. The internal charging circuit monitors

the state of the internal battery and recharges the battery as necessary when the aircraft is

operational. The input current for battery recharging is nominally 1.8 amps. Battery charging only

occurs when the aircraft supply bus connected to pin 5 is above 13.7 volts. (charging only occurs

when the aircraft alternator is running and has available capacity)

If the internal battery is fully discharged for any reason it may require up to 120 minutes of

recharge time with the normal aircraft bus on. NOTE: Do not attempt to recharge the IBBS

product by using an external lead-acid type battery charger directly connected to the input of the

IBBS. Battery chargers typically provide pulsating voltages that may damage the IBBS product if

the system is not connected to a typical primary aircraft battery. Also note, you cannot use a

DMM connected to pins 4,5 to measure any meaningful value. Battery voltage may be read on pin

2 or any of the outputs pins 12-15 with the IBBS system enabled via the grounding of pin 1. Note:

recharging of battery is linear with respect to time. For example, under nominal conditions a

recharge period of 1 hour will provide 1/2 of rated product capacity.

Recharge time at normal temperatures: 0C° to 40 C° 120 minutes nominal

Recharge time at low temperatures: -18C° to 0 C° nominal + 15 minutes preheat

-45 C° to -18C° nominal + 60 minutes preheat

Back-up Power Master Switch:

The IBBS has one input switch connection as identified in the wiring diagrams: Back-up Power

Master. This switch enables back-up power from the IBBS system to be available on the output

wires when power on the normal aircraft bus falls below 11 volts. Pin 1 is pulled to ground when

the back-up master switch is turned on, this enables the IBBS system.

If the back-up power master switch is enabled and normal aircraft power falls below 11 volts then

the internal back-up battery will be connected to the outputs and be utilized to supply back-up

power to the connected load.

If the normal aircraft power bus is above 11 volts, then the outputs are energized with normal

aircraft power (if the pass thru-power connections are utilized) and the back-up battery remains off-

line. The pass thru power feature does NOT depend on the state of the back-up master switch. If

power is made available on the pass-thru power inputs it will pass through and be available on the

outputs. This allows for automatic pass through of power during normal operation.

Ground Based Recharging:

To accomplish ground-based charging, connect an approved battery charger or DC power source

(set to 14 volts) to the main aircraft battery and energize the main aircraft power bus by turning on

the master switch, leave all other aircraft loads in their off state. Note, the ground base source of

power must be capable to suppling the load current of all devices that can not be turned off in this

nominal state, plus the 1.8 amps of IBBS recharge current. Leave the ground-based charging

system connected and powered until the IBBS system completes its recharge cycle of its internal

battery. See above for details on battery charging time. If voltage monitoring of pin 2 of the IBBS

is available a peak charging voltage of 14-15 volts will be observed as the battery reaches full

capacity.

Alternately, a ground based charger is available from TCW Technologies LLC., model # IBBS-12v-

CHARGER-LI-FE. This charger may be used for recharging the IBBS unit as well as keeping it fully

charged during long term product storage. (9 months or longer)

Battery Capacity:

The IBBS provides an energy capacity of 3 amp-hours at 12.8 volts when the system is fully

charged and operated at 25 C°. Depending on various conditions including operating and storage

temperature and age of the battery pack, the capacity of the system will vary. With a fully charged

battery, the following average performance can be expected in terms of operating duration. The

operating duration is for an output voltage down to 9.0 volts. (end point voltage). The battery is

also rated for at least 500 shallow discharge cycles, this is defined as a 10 minute discharge

operation at 3 amps followed by 30 minutes of recharge time.

Nominal Current Draw Duration Effective Nominal Capacity

Total connected load all outputs

1.5 amps 120 minutes 3 amp-hrs

3.0 amps 60 minutes 3 amp hrs.

5.0 amps 30 minutes 2.5 amp-hrs

Capacity at Low Temperatures:

-18 C° 75% of effective nominal capacity

-30 C° 70% of effective nominal capacity

-45 C° 45% of effective nominal capacity

Servicing:

The internal battery in the IBBS system is replaceable; however, the IBBS product must be

returned to TCW Technologies, LLC. for this service. The unit must be replaced with the same

Part Number unit or later FAA approved revision. Battery life depends strongly on many factors

including operating and storage temperature, number of discharge cycles and depth of discharge.

The battery capacity should be checked at least annually for suitable back-up power operation of

the connected equipment. When the battery capacity no longer meets the operating criteria of the

aircraft it must be replaced. Contact TCW Technologies, LLC. regarding battery replacement.

Storage beyond 9 months:

If the IBBS unit is to be stored without connection to the aircraft for a period greater than 9 months,

it must be connected to a source of DC power to maintain the battery’s charge. Only connections

to the ground terminal and the main power terminal are required. Connect Pin 5 (main power) and

Pin 9 (ground) of the IBBS to any source of regulated DC power at 14-15 volts with a current

capability of at least 1.8 amps to accomplish full recharging. Ensure the IBBS unit is in an ambient

temp of 0-40 C° for ground-based charging. Charger model IBBS-12v-CHARGER-Li-Fe is

available from TCW Technologies, LLC. to simplify this activity.

Upon completion of installation:

The required back-up operating time for the connected equipment should be recorded in

the aircraft logbook with follow-up entries confirming the annual testing results that indicate

that the required operating time is satisfied.

Normal Product Operation:

For normal operation, the following is the recommend operating procedure. These

operating procedures are to be added to the aircraft operating checklist for standard

procedures.

Pre-flight Inspection

If the IBBS unit is mounted in a baggage area, ensure all cargo is loaded and secured at

least 1” away from the IBBS unit.

Start-up Procedure:

1) Prior to turning on the Aircraft Master Switch, turn ON the IBBS Back-up Power master

switch.

2) Turn on any equipment that derives back-up power from the IBBS product.

3) Ensure the connected equipment successfully boots-up and is operating properly.

(During this period of time the equipment is running off of the back-up battery within the

IBBS product. This test ensures the transfer circuit and back-up battery are properly

working)

4) Verify the low voltage warning light is indicating a low voltage condition.

5) Turn on the Aircraft Master Switch; ensure the connected equipment remains

energized. The low voltage warning light should go out.

(If a separate avionics bus is utilized, this may need to be turned ON to continue the operation of

equipment connected to the IBBS output.)

6) Start and operate the aircraft according to normal operating procedures.

Shut-down Procedure:

1) Shut down the aircraft engine using normal procedures.

2) Shut down the Aircraft Master Switch

3) Verify that the equipment that derives back-up power from the IBBS remains ON

4) Turn-off the Back-up Power Master switch, ensure that equipment powers down.

(This procedure further ensures the operation of the transfer circuit within the IBBS.)

Emergency Product Operations: during loss of main aircraft electrical power

For emergency operation, the following is the recommended operating procedure and is

the basis for a flight manual supplement.

1) Operate the Aircraft Master Power Switch per the Emergency

Procedure checklist already established for the aircraft.

2) Ensure the Back-up Master Switch is in the ON position.

3) Land aircraft as soon as practical to resolve the loss of main

electrical power.

Instructions for Continued Airworthiness

Inspection and endurance testing procedures:

All applications except electronic ignition systems

On at least an annual basis the inspection of the IBBS system and the endurance

capability of the IBBS system shall be confirmed and compared against the back-up

endurance required for the connected equipment.

As an alternate to these tests, the IBBS unit may be returned to TCW Technologies for a loaded

endurance test, contact TCW Technologies LLC. for details.

Inspection:

Visually inspect the IBBS unit and its surrounding location to ensure there has not been

damaged from: environmental or physical impacts such as mechanical shock, vibration,

heat and possible abuses encountered during storage or utilization.

If the unit has been damaged in any way or does not comply with the following endurance

test, the unit must be replaced with the same Part Number unit or later FAA approved

revision. The use of alternate models will require a new FAA installation approval. The

internal battery is not field replaceable. The IBBS unit must be returned to TCW

Technologies, LLC for all repair and servicing requirements.

Endurance testing:

1) Turn off the Aircraft Master Switch

2) Turn on the Back-up Power Master Switch

3) Turn on all equipment connected to and supplied with back-up power from the IBBS

product.

4) Measure and record at least the following information: The time until the first piece of

connected equipment no longer functions or the time until the output of back-up power

supply voltage drops to 9.5 volts. Discontinue the test when the back-up battery

voltage falls below 9.5 volts.

5) After completing the endurance test, recharge the IBBS product by operating the

system with the Aircraft Master Switch in the ON position for up to two hours. This may

be done by operating the aircraft in conditions known to not require back-up power or

by powering the aircraft system on a suitable ground power source as described in the

section: Ground Base Recharging.

6) Record the results of the endurance testing in the aircraft logbook.

7) If the IBBS no longer meets the endurance testing requirement, the back-up battery

may need replacement. Contact TCW Technologies, LLC. for servicing.

Instructions for Continued Airworthiness

Inspection and endurance testing procedures:

Electronic Ignition System Back-up