Aviation is a growing industry responsible for over 2% of the energy-related CO2 emissions in 2021. To achieve the 'Net Zero Emission by 2050 scenario', the aviation industry is turning towards modern propulsion technologies that reduce carbon and NOx emissions. Research is taking place on many prospective aircraft designs, such as hybrid/turbo-electric powertrains, fuel cell/liquid hydrogen-powered aircraft and fully electric aircraft. Although fully electric aircraft offer the cleanest possible air travel, these aircraft are considered the solution for short-haul flights due to the range extension issue caused by the deficient specific energy of batteries compared to currently used aviation fuel. The electric aircraft concept designers rely on the potential development in battery technology while proposing their designs, and sporadic state-of-the-art battery designs are present concerning electric aviation.

The concept of reconfigurable battery packs involves using power switches to modify the arrangement of connected battery cells based on specific requirements. This innovative technique can potentially significantly reduce the weight of battery packs. The primary objective of this thesis was to conduct a comprehensive analysis and comparison between fixed configuration and reconfigurable battery packs in the context of electric aviation. It was imperative first to design these battery packs to facilitate this comparison. Given the limited availability of open data on electric aircraft designs, the power profile was estimated using available reference aircraft specifications and reasonable assumptions. The literature review on power systems in aircraft revealed a significant correlation between system-level voltage and the weight of power cables. This discovery led to estimating an optimal system-level voltage, a critical constraint in battery sizing. For the fixed configuration battery pack, sizing was conducted using both a high-specific energy cell and a high-specific power cell. The design of a reconfigurable battery pack involved strategically leveraging both cell types. This innovative approach created a reconfigurable battery pack capable of dynamically connecting and disconnecting an internal high-specific energy battery pack called the 'primary battery pack' and a high-specific power battery pack known as the 'secondary battery pack' through power switches, allowing them to complement each other during high-power demand phases of flight, such as take-off and climbing.

Software simulations were conducted for the validation of this technique. These simulations revealed that the reconfigurable battery pack experienced higher C-rates than the fixed configuration battery pack. Given that higher C-rates can impact battery health by inducing capacity loss over multiple cycles, a preliminary ageing analysis was performed to quantitatively assess the adverse effects of higher C-rates on the reconfigurable battery pack.

The results quantified that around 400 kg of potential weight savings is possible by employing reconfigurable battery packs over fixed configuration battery packs at only 0.4% more capacity loss over 500 charging-discharging cycles. The weight savings can be translated into three different scenarios. Firstly, payload weight capacity can be enhanced. Secondly, flying with lesser weight will offset the power profile, saving energy. Lastly, an additional number of cells equivalent to the mass saved can realise the range extension of the electric aircraft.