Beta ALIA CX300 (fixed wing)
30 to 90%, best plug38 minon the 350 kW
Peak actually reached348 kWof 350 kW rated
Average power266 kWover the session
The last 20%37 min80 to 100% alone
On every plug
| Plug | Peak | Average | 30 to 90% | Limited by |
|---|---|---|---|---|
| 50 kW | 50.0 kW | 48.2 kW | 3h 29m | Charger current limit (split-pack voltage) |
| 120 kW | 120 kW | 120 kW | 84 min | Charger power rating |
| 150 kW | 150 kW | 149 kW | 68 min | Charger power rating |
| 180 kW | 180 kW | 176 kW | 57 min | Charger power rating |
| 250 kW | 250 kW | 226 kW | 45 min | Charger power rating |
| Supercharger | 50.0 kW | 50.0 kW | 3h 22m | Charger voltage ceiling (800V aircraft) |
| 260 kW | 260 kW | 232 kW | 43 min | Charger power rating |
| 320 kW | 320 kW | 259 kW | 39 min | Aircraft's taper curve |
| 350 kW | 348 kW | 266 kW | 38 min | Aircraft's taper curve |
| Level 2 AC | No onboard AC charger: this aircraft is DC only. | |||
On a Tesla SuperchargerThis is an 800V pack and a V3 cabinet stops at 500 V, so it cannot be charged directly. The aircraft splits its pack or runs a boost converter and accepts about kW, against 350 kW on a high-voltage cabinet. SeeSupercharger reality.
Temperature
| Pack | 30 to 90% | Peak | Penalty |
|---|---|---|---|
| Cold, no preconditioning | 45 min | 321 kW | +7.5 min |
| Ideal, preconditioned | 38 min | 348 kW | baseline |
| Hot | 61 min | 313 kW | +23 min |
Worth knowingConventional take-off, so it never pays the hover penalty, which is why its miles per kWh beat every multicopter here by a factor of three or more.
Pack voltage
Modelled from 620 V at 0% state of charge to 900 V at 100%, so roughly 704–872 V across this session. On a 500 A cabinet that is 352–436 kW of headroom, against a curve that peaks at 350 kW. The pack's own taper arrives first, which is the comfortable way round.