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Battery challenges continue for eVTOL aircraft developers

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Battery challenges continue for eVTOL aircraft developers
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Developers and prospective operators of eVTOL aircraft face several challenges as they aim to launch commercial services. Battery performance is a significant concern, according to power technology specialist About:Energy. The company aims to guide the advanced air mobility sector through the complexities of current and future battery technologies.

In the early stages of eVTOL development, safety was the primary concern regarding batteries. "The bigger challenge now is their commercial viability," said Yashraj Tripathy, About:Energy’s head of product. He added that there is now a clearer understanding with regulators on harmonizing standards for safer batteries.

The industry has realized the limitations of battery performance in terms of energy density, recharge capability, and useful life. According to Tripathy, initial expectations around 2018 and 2019 have been tempered by realizing that current batteries may not sustain a range of 100 miles throughout their life. "They should probably expect more like 10 to 20 miles," he stated, suggesting hybrid-electric propulsion as an alternative for those seeking greater range.

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Tripathy explained that "20 to 30% of energy reserves are untouchable because a lot of power is needed to land the aircraft." This requires multiple batteries for running electric motors. Manufacturers and operators must manage battery usage to support commercially viable services like high-density air taxi flights. "Ideally, batteries would all be around the same age and gradually run down together," Tripathy noted.

About:Energy seeks to assist the industry in understanding complex considerations around batteries through advanced prototyping and accurate modeling of battery performance factors such as degradation during their lifecycle.

Manufacturers often question useful life and timelines for changing out batteries when seeking proposals for purchase. “Depending on how you manage the batteries, the answers are different,” Tripathy explained. Slower recharging rates can impact daily missions but might be better overall.

According to Tripathy, operators might replace batteries every three to twelve months at costs five to ten times higher than automotive or motorsports batteries. This situation suggests a need for a power-by-the-hour or battery-as-a-service model so operators do not bear this burden alone.

At their end-of-life in AAM service, these relatively new batteries could find second lives in other applications with auxiliary components having multiple owners over time.

Breakthroughs in battery technology are ongoing from companies like MagniX. However, questions remain about what will come next and when it will be available for upgrade. “It is difficult to know when to upgrade batteries," concluded Tripathy, indicating a potential five- to ten-year horizon depending on certification processes involving chemistry or form factor shifts.

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