A Major Leap in Energy Storage: The 1-Wh Lithium-Air Battery

For decades, the energy sector has viewed the lithium-air battery as the “holy grail” of energy storage. Theoretically capable of delivering energy densities comparable to gasoline, this technology holds the promise of revolutionizing electric mobility, particularly in sectors where weight is a critical constraint. However, the transition from theoretical potential to practical application has been fraught with technical hurdles. We are now witnessing a significant turning point in this narrative, thanks to a collaboration between Japan’s National Institute for Materials Science (NIMS) and the carbon material manufacturer Toyo Tanso.

The research team has successfully developed a 1-watt-hour (Wh) class lithium-air battery, moving the technology out of the realm of tiny, coin-sized laboratory experiments and into a scalable, practical format. This development is not merely an incremental improvement; it represents a structural shift in how these batteries are designed and manufactured. By moving to a “stacked” cell format, the researchers have demonstrated that high-capacity lithium-air batteries are not just chemically possible, but mechanically feasible.

This breakthrough addresses the two most persistent challenges in the field: scalability and cycle stability. Until now, most lithium-air research was confined to small-scale testing that could not be easily translated into the large battery packs required for electric vehicles (EVs) or Aircraft. By successfully integrating advanced materials into a multi-layer pouch cell, the NIMS and Toyo Tanso team has provided a tangible roadmap toward the commercialization of next-generation energy storage systems.

Engineering the Breakthrough: From Coin Cells to Stacked Pouches

The core of this advancement lies in the transition from simple coin cells to a 6-layer stacked pouch cell. In academic research, coin cells are the standard for testing battery chemistry because they are easy to assemble and control. However, they do not reflect the complexities of real-world applications, where batteries must be stacked to achieve higher voltages and capacities. The NIMS team developed a technique to create self-standing carbon sheets that are both thin and rigid, allowing them to stack six layers within a pouch cell format measuring approximately 4 cm by 4 cm. This is a critical step toward manufacturing full-sized battery modules.

Central to this success is the use of “CNovel,” a specialized mesoporous carbon material developed by Toyo Tanso. Lithium-air batteries function by reacting lithium with oxygen from the surrounding air. This reaction produces lithium peroxide, which must be stored within the porous structure of the electrode. In traditional designs, these pores often clog, cutting off the air supply and killing the battery’s performance. The CNovel material features precisely controlled nanoscale pores that prevent this clogging, maintaining high conductivity and allowing for efficient oxygen transport.

The performance metrics released by the team are promising. The new battery demonstrated stable operation for over 150 charge and discharge cycles at a high current density of 1.5 mA/cm². While 150 cycles may seem low compared to mature lithium-ion technology, it is a massive leap for lithium-air chemistry, which historically struggled to survive past 50 cycles. Furthermore, previous prototypes by NIMS have exceeded energy densities of 500 Wh/kg, roughly double that of the best commercial lithium-ion batteries available today.

The development of a stable, high-capacity 1-Wh lithium-air battery marks a critical shift from theoretical, coin-sized laboratory prototypes to a practical, scalable “stacked” cell format.

Implications for Electric Aviation and Heavy Transport

The implications of this technology extend far beyond slightly longer ranges for consumer electric cars. The primary beneficiary of functional lithium-air batteries will likely be the Aviation industry. Current lithium-ion batteries are simply too heavy for long-haul electric flights; the energy-to-weight ratio does not support the physics required for sustained lift over long distances. Lithium-air batteries, however, “breathe” oxygen from the atmosphere rather than carrying a heavy oxidizer inside the cell. This unique characteristic allows them to achieve energy densities that could make electric passenger aircraft and eVTOLs (electric vertical takeoff and landing vehicles) commercially viable.

In the automotive sector, this technology addresses the lingering issue of “range anxiety” and the weight penalty of large battery packs. A lithium-air battery system could theoretically allow an electric vehicle to travel over 1,000 kilometers (approximately 600 miles) on a single charge without increasing the vehicle’s weight. This would bring EVs to parity with internal combustion engine vehicles in terms of range and refueling convenience, effectively removing the final barriers to mass adoption.

We must also consider the economic and supply chain advantages. While the manufacturing processes for lithium-air batteries are currently expensive, the raw materials required, carbon, lithium, and oxygen, are potentially more abundant and less geopolitically sensitive than the cobalt and nickel essential for current lithium-ion batteries. As the technology matures and production scales, we could see a shift toward more sustainable and cost-effective energy storage solutions.

Concluding Perspectives

The collaboration between NIMS and Toyo Tanso has successfully bridged the “valley of death” that often traps promising battery chemistries. By proving that lithium-air technology can function effectively in a stacked, multi-layer format with respectable cycle life, they have validated the technology’s potential for real-world application. While commercialization is still projected for the late 2030s, this breakthrough accelerates the timeline by solving fundamental engineering problems that have stalled progress for years.

As we look toward a future of electrified transport, the importance of high-density energy storage cannot be overstated. The successful development of the 1-Wh class lithium-air battery serves as a proof of concept that the theoretical limits of battery technology are attainable. It signals a future where electric aviation is commonplace and electric vehicles are no longer tethered by range limitations, fundamentally reshaping our approach to global mobility.

FAQ

Question: What is the main advantage of lithium-air batteries over lithium-ion batteries?
Answer: Lithium-air batteries have a much higher theoretical energy density, potentially reaching over 3,000 Wh/kg compared to the 250–300 Wh/kg of current lithium-ion batteries. This allows for significantly lighter batteries with much longer range.

Question: What is the “CNovel” material mentioned in the report?
Answer: CNovel is a mesoporous carbon material developed by Toyo Tanso. It is used in the battery’s electrode to prevent clogging during the chemical reaction, which improves conductivity and extends the battery’s life.

Question: When will lithium-air batteries be available for consumers?
Answer: While this breakthrough is significant, the technology is still in the research and development phase. Commercialization is generally projected for the late 2030s.

Sources

• Interesting Engineering

The Shift Toward a Common Automation Platform

The Federal Aviation Administration (FAA) has officially launched a significant initiative to overhaul the technological backbone of the National Airspace System (NAS). In a move designed to modernize air traffic control, the agency is seeking a “Prime Integrator” to develop and implement a new Common Automation Platform (CAP). This initiative represents a strategic pivot away from the current segmented architecture, aiming to replace legacy systems with a unified, cloud-native solution capable of managing the complexities of modern Aviation.

For decades, the management of American airspace has relied on distinct systems for different phases of flight. High-altitude traffic is currently managed by the En Route Automation Modernization (ERAM) system, while traffic approaching and departing Airports is handled by the Standard Terminal Automation Replacement System (STARS). While these systems have served their purpose, the FAA has identified the need for a singular, integrated environment. We observe that this transition is not merely a software update but a fundamental restructuring of how air traffic data is processed, shared, and displayed to controllers.

The timing of this initiative aligns with broader infrastructure concerns. Following a comprehensive audit by the Government Accountability Office (GAO) in September 2024, the urgency to address aging infrastructure has become a focal point for the agency. The move toward a Common Automation Platform is intended to resolve Sustainability issues found in legacy hardware while preparing the NAS for the integration of new airspace entrants, such as commercial space vehicles and Advanced Air Mobility (AAM) operators.

Addressing Infrastructure and Sustainability Challenges

The impetus for this modernization effort is heavily supported by data regarding the current state of FAA technology. The September 2024 GAO report provided a critical assessment of the agency’s infrastructure, revealing that a significant portion of the systems currently in use are facing sustainability challenges. Specifically, the report noted that 51 of the FAA’s 138 systems, approximately 37 percent, are considered unsustainable. These findings highlight risks associated with aging hardware, a scarcity of spare parts, and reliance on legacy code that is increasingly difficult to maintain.

We see that the current reliance on separate systems for En Route and Terminal environments creates what is often described as operational fragmentation. Currently, a controller managing an aircraft at cruising altitude uses a completely different interface and command syntax than a controller handling the same aircraft’s approach to a runway. This disparity requires controllers to master two distinct operating systems, potentially increasing the training burden and creating friction during the transfer of control. The proposed CAP aims to eliminate this “balkanization” by providing a unified interface, streamlining operations across all domains of flight.

Furthermore, the resilience of the National Airspace System is a primary objective of the CAP initiative. Under the current architecture, physical facilities are often tied to specific blocks of airspace. The FAA’s vision for the new platform includes “location independence,” a capability that would allow air traffic control services to be provided from alternative facilities if a specific center goes offline. This redundancy is critical for mitigating the impact of outages and ensuring continuity of operations during technical failures or natural disasters.

The GAO report from September 2024 highlighted that 37% of the FAA’s systems are currently viewed as unsustainable, underscoring the critical need for a unified modernization strategy.

Integrating Future Airspace Entrants

Beyond fixing current infrastructure limitations, the Common Automation Platform is being designed with future scalability in mind. The aviation landscape is evolving rapidly with the introduction of non-traditional entrants. We are witnessing an increase in commercial space launches, the development of drone delivery networks, and the impending arrival of eVTOL aircraft. Legacy systems like ERAM and STARS were not originally architected to handle the dynamic trajectories and data requirements of these new vehicle types.

The Request for Information (RFI) issued by the FAA indicates a requirement for a system that can seamlessly integrate these diverse operations. A unified platform would allow for better trajectory modeling and data sharing, essential for the safe coexistence of traditional commercial airliners and new aerospace technologies. By moving to a cloud-native or open architecture, the FAA aims to create a system that is easier to upgrade, allowing for faster adoption of future technological advancements compared to the rigid cycles of the past.

This forward-looking approach also mirrors trends observed in global air traffic management. Other Air Navigation Service Providers (ANSPs) worldwide, such as Skyguide in Switzerland and NATS in the United Kingdom, have already begun exploring or implementing “Virtual Centre” concepts and unified platforms. These international examples demonstrate the feasibility of decoupling physical infrastructure from airspace management, a core goal of the FAA’s new initiative.

Market Implications and Implementation

The transition to the Common Automation Platform represents a substantial commercial opportunity within the aerospace and defense sector. The contract to become the Prime Integrator for this system is expected to be one of the most significant technological undertakings of the decade. Incumbent manufacturers, such as Lockheed Martin (manufacturer of ERAM) and Raytheon (manufacturer of STARS), are likely to be key figures in this transition, given their deep institutional knowledge of the current architecture.

However, the shift to an open, unified architecture may also open the door for other major defense contractors and technology integrators. Companies with expertise in cloud computing, large-scale systems integration, and cybersecurity will likely play pivotal roles. The FAA has set a response deadline for the RFI in December 2025, signaling a desire to move relatively quickly in identifying potential solutions and partners.

Implementing such a massive overhaul will not be without challenges. Industry experts have historically warned against “Big Bang” approaches to system replacement, where old systems are swapped for new ones overnight. Instead, a phased implementation is anticipated, where the CAP is introduced gradually alongside legacy systems to ensure safety and stability. The financial commitment required for this modernization is substantial, with estimates suggesting a need for significant congressional funding to fully realize the transition.

Conclusion

The FAA’s pursuit of a Common Automation Platform marks a critical turning point for the National Airspace System. By moving to replace the fragmented ERAM and STARS systems with a unified, resilient, and future-proof architecture, the agency is addressing both the immediate risks identified by the GAO and the long-term needs of a changing aviation industry. The success of this initiative will depend on the selection of a capable Prime Integrator and a carefully managed transition strategy that prioritizes safety above all else.

As the deadline for industry responses approaches in late 2025, the aerospace community will be watching closely. The outcome of this initiative will determine how US airspace is managed for generations to come, influencing everything from daily commercial flights to the integration of space travel and autonomous drones into the national skies.

FAQ

What is the Common Automation Platform (CAP)?
The CAP is a proposed unified air traffic control system intended to replace the FAA’s separate legacy systems (ERAM and STARS). It aims to combine high-altitude and terminal air traffic management into a single, seamless interface.

Why is the FAA replacing ERAM and STARS?
The replacement is driven by the need to address aging, unsustainable infrastructure, improve system resilience, and create a unified interface for controllers. It is also necessary to accommodate future airspace users like drones and commercial spaceflight.

What did the September 2024 GAO report find?
The Government Accountability Office report found that 51 of the FAA’s 138 systems (approximately 37%) are unsustainable due to issues such as lack of spare parts and reliance on outdated code.

Sources: FAA Newsroom

Bell 505 Surpasses 700 Flight Hours on Sustainable Aviation Fuel

We are witnessing a pivotal shift in the rotorcraft industry as manufacturers move from theoretical demonstrations to practical, sustained applications of green technology. On November 24, 2025, during the European Rotors 2025 trade show in Cologne, Germany, Bell Textron Inc. announced a significant achievement in this domain. A dedicated Bell 505 helicopter has successfully surpassed 700 flight hours using blended Sustainable Aviation Fuel (SAF). This milestone marks a transition from short-term testing to long-term operational validation.

The flight hours were accumulated at the Bell Training Academy in Fort Worth, Texas. By utilizing a training aircraft for this initiative, Bell has demonstrated the viability of SAF in high-volume, daily operations. This is not merely a proof of concept, it is a stress test of the fuel’s reliability under the rigorous demands of pilot training. The initiative highlights the seamless integration of alternative fuels into existing platforms without disrupting standard operating procedures.

This achievement is the result of a strategic collaboration between Bell and Safran Helicopter Engines. It underscores a shared commitment to reducing the carbon footprint of vertical lift operations. As the aviation sector faces increasing pressure to meet global sustainability targets, data-driven milestones like this provide the necessary evidence to encourage broader adoption of SAF among operators and regulatory bodies.

Operational Reliability and Technical Specifications

The aircraft at the center of this milestone is the Bell 505 Jet Ranger X, a short light single-engine helicopter known for its versatility in corporate, public safety, and training missions. Powered by the Safran Arrius 2R engine, the aircraft utilized a specific type of fuel known as “blended SAF.” This mixture typically combines 30 to 50 percent pure sustainable fuel with conventional Jet A fuel. The accumulation of over 700 flight hours confirms that the engine and airframe can operate consistently on this blend without requiring mechanical modifications.

One of the most critical aspects of this program is the demonstration of “drop-in” capability. In the context of aviation, a drop-in fuel is one that can be substituted for conventional jet fuel within existing infrastructure and engines. The Safran Arrius 2R is currently certified to operate on up to a 50 percent SAF blend. By logging substantial hours at the Bell Training Academy, we see proof that operators can integrate these fuels into their current logistics chains without the need for expensive retrofits or specialized handling equipment.

The fuel for this initiative was supplied through partnerships with key industry providers, including Neste and Avfuel. These collaborations are essential for establishing a reliable supply chain, which remains one of the primary hurdles for widespread SAF adoption. The successful completion of these flight hours serves as a signal to the market that the hardware is ready, provided the fuel supply continues to scale to meet demand.

“Bell is proud to celebrate this next step in industry carbon reduction objectives. Working alongside Safran Helicopter Engines has given us the cutting-edge advantage of exploring opportunities in greener aviation practices.”, Robin Wendling, Managing Director of Europe, Bell.

Strategic Implications and Future Roadmap

This 700-hour milestone is part of a broader timeline of sustainability efforts by Bell and its parent company, Textron. It supports Textron’s “Achieve 2025” Sustainable Footprint goal, which targets a 20 percent reduction in greenhouse gas (GHG) emissions across the enterprise. Furthermore, it aligns with the general aviation industry’s commitment to achieving net-zero carbon emissions by 2050. We recognize that incremental steps, such as validating blended fuels, are necessary precursors to achieving these ambitious long-term targets.

While the current operations utilize a blend, the technology is rapidly advancing toward higher concentrations of sustainable components. In February 2023, Bell and Safran achieved the world’s first single-engine helicopter flight using 100 percent SAF with the Bell 505. The current 700-hour achievement complements that breakthrough by focusing on endurance and daily utility rather than maximum capability. Safran has indicated that its engines will soon be capable of operating on 100 percent drop-in SAF, which would significantly maximize emission reductions.

Commercial interest in the Bell 505 remains strong alongside these sustainability developments. At the same European Rotors 2025 event, German operator Heli Transair signed a purchase agreement for three additional Bell 505 aircraft. This suggests that the market is responding positively to the platform, viewing its compatibility with sustainable practices as a value-add rather than a compromise on performance or cost-efficiency.

“We are particularly pleased with these SAF flights in partnership with Bell. SAF is key towards more sustainable helicopter use… Very soon, our engines will be capable of 100% drop-in SAF, paving the way for wider use of this type of fuel.”, Jean-François Sauer, EVP Programs, Safran Helicopter Engines.

Conclusion

The accumulation of over 700 flight hours on blended SAF by the Bell 505 represents a tangible step forward for sustainable rotorcraft operations. It moves the industry discussion from theoretical possibilities to proven realities, demonstrating that eco-friendly fuels can support the rigorous demands of pilot training and daily flight operations. By validating the performance of the Safran Arrius 2R engine with drop-in fuels, Bell has reduced the perceived risk for operators looking to transition to greener alternatives.

Looking ahead, the focus will likely shift toward increasing the availability of SAF and certifying engines for 100 percent sustainable fuel use. As manufacturers like Bell and Safran continue to refine the technology, and as supply chains mature, we anticipate that SAF will become a standard component of aviation logistics, driving the sector closer to its net-zero aspirations.

FAQ

What is the significance of the 700-hour milestone?
This milestone proves that the Bell 505 can operate reliably on blended Sustainable Aviation Fuel (SAF) over a long period in a high-volume training environment, validating the fuel for daily use.

Does using SAF require changes to the helicopter engine?
No. The blended SAF used is considered a “drop-in” fuel, meaning it requires no modifications to the Safran Arrius 2R engine or the airframe.

What is the difference between this milestone and the 2023 SAF flight?
The February 2023 flight demonstrated the capability to fly on 100% SAF. The current milestone focuses on the endurance and operational reliability of using blended SAF over 700 accumulated flight hours.

Sources

Textron Investor Relations