...Thought i'd share my experience that I went through today with everyone:
After the mishap (first flight of the year; electrical and mechanical issues) a few days ago, I didn't sleep much, but rather spent the time researching and researching some more.
I still can't fully understand what exactly happened, but today was relieving and exhilarating- 11 take-offs and landings with no issues whatsoever. I removed the new 2lb "intelligent" battery and re-installed the old 16lb battery. I also turned the idle set screw back to its position prior to the Rotax mechanic servicing my Jabiru/Bing carb.
After lots of speculating, here is what I think happened with my electrical circuit breakers tripping both 3A transponder and 15A master: the new battery only puts out 6 amp hours of current, plus it has some 'intelligent' circuitry installed within it, whereby reacting a lot faster to over/under voltage, over/under current, and other situations that may impact both series and parallel circuits within the system. I think it was being too sensitive, plus not enough amp hours, like the old 16 amp hour, 16lb AGM battery. Another potential culprit (although quite rare) may have also contributed to the high frequency sound in my headset as soon as i left ground/earth: I was using a large 4'x4' microfiber towel to clean all the dust off the plane since it is barn hangered throughout the winter. Anytime I use a microfiber towel, the hairs on my arms and hands stand up, so I couldnt only imagine how it may have reactyed to my plane leaving earth/ground reference. I know it may sound farfetched, but you never know; static imoacts electronics more than some may think.
When dealing with my engine shutting off without notice as soon as I touched the ground was not because of an air pocket but rather from the instantaneous impact of landing and its effect on the idle level on the carb. Although I did a static test after lowering the RPM, the Rotax dealer said he has seen time and time again; an even-lower RPM drop after the carb has been subjected to not only a fine-tune adjustment, but also impact/vibration. That is what I believed casued my engine to quit as soon as my wheels 'bounced' off the ground from the first landing of the year / in 5 months of no-flying.
Needless to say, this is a lesson for me. I thought I was saving significant weight with a lithium ion battery, with the inclusion of an extra 150+CCA. I did not however, pay attention to the amp-hour rating as well as any other features a different battery may have from the original battery.
The flight today was a blast and everything was running as it should.
I even swtiched from 100LL to Shell V Power 91 and it runs cleaner, after inspecting the valves; I can notice the lead/carbon residue being disturbed and eventually burned, which is another relief.
The propeller spinner nose cone even reduced the CHT by about 3-4 degrees celcius, which I was also glad to see.
