On Saturday, January 19, 2013 7:58:47 PM UTC-5, wrote:
A lot of misinformation here.

Duh, this is R.A.S...

Read this instead:
http://www.luxresearchinc.com/news-a...eases/148.html

And don't take it TOO seriously, unless you have personally
checked the batteries used and understand all the issues...

Keep in mind also that where there are problems is when recharging,
not discharging,

You think drawing excessive current will not harm the cells ?

so use in gliders is not a problem. Also, most ELTs are shipped
with lithium chemistry batteries now and have been used in aircraft
in Canada since 2008 so a lot of pilots are already flying with them.

Lets not compare apples and oranges.
Cells differ in many ways:
- electrolyte chemistry
- anode chemistry and construction
- cathode chemistry and construction
- general construction (thicknesses = damage tolerance and behavior)
- etc.
A cell design balances many factors for not just capacity,
but damage resistance, number of cycles, weight, cost,
temperature range, etc, etc, etc.

Without looking at the SPECIFIC cells used and the Thales battery
management system, it is very hard to tell what's wrong in 787.

Generalizing about anything that contains lithium is a bit silly...
Hope that helps,
Best Regards, Dave

PS: This flight crossed 800 hours in my (lithium-ion powered) Antares 20E:
http://www.onlinecontest.org/olc-2.0...l?dsId=2811077