It is definitely a design constraint that we have to consider but at the same time the relatively small change in weight during the flight is also good for our balance, given we won't be putting the fuel in the wings. All in all, the sources of weight are pretty different between the conventional jet-kerosene versus our hydrogen electric propulsion, which is what is driving us to a clean sheet design to take maximum advantage of HEP. We are doing a 15-seat retrofit of a Beech 1900D as our first product, and while it is a great MVP, the landing weight constraint, amongst others, make it a little less capable, with 800km range, than the conventional version.

Yeah even with today's batteries there is a business case for battery electric flight. Trainers, short hops across water and intracity + eVTOLs of course all make sense to tackle with battery. This is because the efficiency is good, the cost can be potentially very low and the infrastructure is manageable. But as a solution to decarbonising a large proportion of aviation - it doesn't work. We want to find a solution to serve the enormous number of passengers that fly up to 3000 km. If we can tackle that, we can cut more than 50% of aviation emissions.