However, there isn't much point at the moment

The weight saving is small for the same capacity, but the cost difference is 
huge.

As an example, a 10Ah LiFePO4 battery in the "standard" size most of use weighs 
1.92kg. An equivalent 9Ah SLA weighs 2.55kg 





On 25/02/2013, at 21:33 , Matthew Scutter <[email protected]> wrote:

> What's (hopefully) getting popular in gliders now is lithium *iron*
> (LiFePO4) rather than lithium-ion.
> That one little r is the difference between a fireball and a sizzle
> [http://en.wikipedia.org/wiki/Lithium_iron_phosphate_battery#Safety]
> 
> On Mon, Feb 25, 2013 at 8:55 PM, Mark Newton <[email protected]> wrote:
>> 
>> On 25/02/2013, at 8:33 PM, Craig Vinall <[email protected]> wrote:
>> 
>> Thought this may be of interest. I know that these batteries are becoming
>> popular in gliders; what do others think? Is there a potential fire risk?
>> 
>> 
>> Probably the wrong question to ask, given that you could just as easily
>> inquire into whether
>> there's a potential fire risk inherent in carrying around tanks of volatile
>> hydrocarbons.
>> 
>> More useful questions would be, "Under what conditions can a fire start,"
>> and, "Once it
>> has started, what can you do about it?"
>> 
>> By my money, the worst parts about the event in NY weren't associated with
>> the fact that
>> the batteries caught fire; the worst bits were the fact that Boeing had
>> assured the FAA
>> that thermal runaway was impossible (it clearly wasn't) and the fact that it
>> took fire crews,
>> with all their training and specialized equipment, more than 40 minutes to
>> extinguish it.
>> 
>> Could have been worse -- could have been over the Pacific somewhere at the
>> limits of
>> ETOPS.
>> 
>> ANA has grounded their 787s until at least May, so there'll be a lot of time
>> to ponder those
>> issues before they start flying again.
>> 
>>  - mark
>> 
>> 
>> 
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