Around 2007, when I was heavily into flying radio-controlled aerobatic model airplanes, I outfitted a roughly 20-percent-scale Zlin Z-526 Akrobat model with an electric motor and six-cell lithium-polymer battery pack.

I figured the newer batteries, unlike the nickel-cadmium cells I had experimented with for years, would provide enough power and endurance to complete the demanding aerobatic sequences typically featured at contests. I was also looking for a level of performance that would impress my casual Sunday sport-flyer friends, who were not yet convinced of electric power’s potential. Switching to electric motors from the single-cylinder two-stroke and four-stroke internal combustion engines we had used for decades was a big step among modelers. We used electric power for the occasional self-launching glider but little else.

This Article First Appeared in FLYING Magazine

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The well-tested, glow plug-fired engines ran on mixtures of methanol, oil, and nitromethane. Manufacturers had developed them over decades to produce amazing power, especially in competition. Historically, electric motors powerful enough to compete needed huge battery packs that were too heavy to be practical. Widening use and rapid development of lithium batteries changed the equation enough to revitalize interest in electric power for model airplanes.

Electric Pioneer

Around the same time, as it turned out, something similar was happening, quietly, in general aviation. Pipistrel, a Slovenian aircraft maker, had been experimenting with electric power in the motor gliders for which the company was known. Encouraged by the results, Pipistrel expanded testing to a proof-of-concept trainer called the WATTsUP, based on its piston-engine Alpha Trainer.

 The WATTsUP was a two-seat light sport aircraft (LSA) with a high-mounted cantilever wing, pod-and-boom fuselage, and a T-tail. The pilot and passenger sit side by side with modern glass-panel avionics and traditional dual control sticks. A Siemens electric motor generating 85 kilowatts, or 114 hp, appears to give the aircraft a power advantage over the many similar light sport models equipped with 100 hp Rotax 912 engines.

• READ MORE: Pipistrel Velis Electro Certified for Canadian Owners, Flight Schools
• READ MORE: Santa Monica Flight School to Deploy Pipistrel Velis Electro Trainer

The initial goal was to achieve endurance sufficient to fly for an hour with a 30-minute reserve—ideal for pattern work during flight training. Pipistrel intended to exploit the lower acquisition and operating costs of electric power to attract flight schools and other customers in the market for economical airplanes. The company generated excitement when it unveiled the aircraft in 2014 during the Mondial del’ULM, a French trade show serving the range of European ultralight aviation categories.

Pipistrel spent the next few years developing its testbed aircraft into the Velis Electro, which is more refined and optimized for training thanks to a thoughtfully laid out panel, quieter propeller, and a switch to Pipistrel’s own lightweight electric motor developing about 87 hp. The company also builds an experimental electric version of its Alpha Trainer, called the Alpha Electro.

First Big Break

The first real breakthrough for the Velis Electro came with European Union Aviation Safety Agency (EASA) certification in 2020, marking the first such achievement for an electric aircraft.

“The type certification of the Pipistrel Velis Electro is the first step toward the commercial use of electric aircraft, which is needed to make emission-free aviation feasible,” Pipistrel founder and CEO Ivo Boscarol said at the time. “It is considerably quieter than other aeroplanes and produces no combustion gases at all.”

Testing at the time found the aircraft to be responsive, with enough power to deliver impressive climb rates around 1,000 fpm. Just as with many electric cars, the Velis “gets off the line” quickly according to pilot reports. The electric motor’s nearly instant, torquey power delivery translates to lively short-takeoff and climb performance, but also the P-factor, gyroscopic, and torque effects that come with high power settings.

Speaking of power settings, you can forget about manifold pressure when flying the Velis Electro. Think instead about kilowatts, which appear prominently on the panel. Pilots have said setting power at 24 kW is a good start for finding the sweet spot for cruising, though wind, air temperature, and other atmospheric conditions will affect the rate of energy use. Backing off to 20 kW significantly boosts cruise endurance. Pilots accustomed to scanning multiple gauges are likely to find themselves obsessing over the readout of remaining battery power.

As anyone who has driven an electric car knows, the visual stimulation of watching your remaining power decrease numerically and steadily at highway speeds can be disconcerting. The same goes for cruise power in the Velis Electro, which has a small fraction of the flight endurance that its gasoline-powered siblings enjoy. Careful use of power can make a significant difference in how long the flight can last, but the typical time aloft is about 50 minutes with FAA reserves. Charging takes about 90 minutes.

Second Big Break

In March 2024, the FAA issued an exemption to 14 CFR Part 21.190, the special airworthiness certificate for aircraft in the light sport category, that allows the Velis Electro to be used for flight training in the U.S.

Current FAA rules require LSA to have reciprocating engines. The exemption allows the use of electric motors and also allows students and instructors to log time in the airplane. The Velis Electro has been successful in Europe for years as a low-cost trainer, and Textron Aviation, which acquired Pipistrel in 2022, has been pursuing that segment of the GA market. 

Over time the exemption could result in changes to the way flight training is conducted, especially at large flight schools, which have the resources to deploy significant numbers of electric aircraft in their fleets.

“This is a great day for flight training organizations and aspiring pilots,” Kriya Shortt, CEO of Textron eAviation, said in a statement at the time of the Pipistrel acquisition. “With this exemption, the cost barrier to pursuing primary flight training can be substantially reduced. We are thankful to the FAA for its support in bringing more opportunities for electric aviation to the United States.”

Behind the Scenes

A lot happened to raise the Velis Electro’s profile between the EASA certification and FAA exemption.

In 2021, the UK Civil Aviation Authority certified the Velis Electro, and NEBOair, an electric transport company, announced plans to use the aircraft for training and sightseeing flights. The U.K.-based operator said it also planned to use the aircraft for what it called its micro airline that transports one passenger at a time between London and the British Midlands.

NEBOAir’s plans reflect the widely held belief that electric aircraft, like electric cars, will become more competitive, economical, and practical over the course of a decade or so. The gradual mainstreaming of electric cars that began with Tesla’s Model S luxury sedan roughly around 2013 has led to a market with dozens of affordable, competitive electric models. Continued evolution of battery and motor technology could drive similar advances in electric aviation. 

Drivers might also recall that Tesla for years was largely alone in building its electric car business while would-be competitors watched from the sidelines, expecting the company to fail as other automotive upstarts had. When electric automobiles began to gain traction with consumers, Tesla was far ahead in development and had the market almost completely to itself.   

The Florida Institute of Technology did not wait for the FAA’s approval before purchasing a Velis Electro for its flight-test engineering program in 2021. With the acquisition, the college became the first in the U.S. to own and operate an electric airplane. Among the school’s motivations was the opportunity to give students an edge in the job market
by training them on promising future technology.

“While we can teach students flight test techniques using older aircraft, having them test an airplane with the latest technology prepares them for contemporary designs,” Brian Kish, Florida Tech’s flight test engineering program chairman and aerospace associate professor, said at the time.

Because the FAA had not yet approved the Velis Electro, Florida Tech operated it as an experimental aircraft. The school’s commitment points to the expectation of wider acceptance for electric airplanes over time. 

Quieter Machine

While skeptics focus on the disadvantages of electric aviation, including limited range and endurance, long charging times, and incomplete infrastructure, the aircraft also have a lot going for them, such as quiet operation and a lack of polluting emissions. These qualities are likely to increase in value as environmental pressure builds and the aviation industry ramps up efforts to reduce its carbon footprint.   

In September, 2024, shortly after the FAA issued its exemption, Eco-Aviation Foundation International, a nonprofit based in Santa Monica, California, took delivery of a Velis Electro. Eco-Aviation promotes green aviation and sought to give student pilots a more sustainable, less-expensive option for flight training.

The program’s location in Santa Monica is also significant because city officials and residents in the densely populated city have battled with the local airport for decades over noise and pollution issues.

“The foundation has leased the Velis Electro to Proteus Air Services, a flight school in Santa Monica, where it will be used primarily for pilot training,” Eco-Aviation president Scott Burgess said in a statement at the time. “Additional discovery flights in the Velis Electro will provide hands-on, educational experiences for students and others in the community. These flights are designed to inspire and educate community members about the possibilities within the aviation sector, particularly those who may not have previously considered it as a viable career path.”

User-Friendly Trainer

Eco-Aviation noted the Velis Electro’s sound output of 60 decibels gives it a major advantage in community relations compared with, say, a Cessna 172, which typically emits about 85 decibels. The light, responsive, and user-friendly Velis could also help to attract a wider range of aspiring pilots.

Pilots who learned to fly in traditional piston-engine trainers are aware of the challenges one can face long before getting airborne. Just starting the engine can seem like a high hurdle. It is a cold morning, so how many strokes of the primer does the engine need? Should I also pump the throttle? Two times, three, or four? Perhaps we should use the preheater.

Managing the engine often turns out to be the biggest challenge for many student pilots, especially those accustomed to modern cars, electric lawnmowers, and other vehicles and equipment with engines that start easily. 

Given the prospect of getting the propeller turning by simply flipping a switch and easing the throttle forward, many students might forgive the inconveniences of short-duration flights and lengthy charging cycles.  

Some student pilots go well out of their way to embrace electric power for its potential as an increasingly vital technology. In 2022, as reported in FLYING, Shane Fisher flew a Pipistrel Velis Electro for his check ride at Right
Rudder Aviation flight school at Inverness Airport (KINF) in Florida. By doing so, Fisher became the first in the U.S. to earn a private pilot certificate in an electric airplane.

“This is a fantastic accomplishment for both Shane and the aviation industry as a whole, as this major milestone demonstrates the exciting possibilities and reality of electric aircraft in the training market here in the U.S.,” Right Rudder said in a statement following Fisher’s check ride.

Making his plan work involved some aircraft hopping. Fisher used a Pipistrel Virus SW, a popular piston-engine trainer closely related to the Velis, to complete cross-country requirements for earning his certificate. Pipistrel and its flight school customers have since had success turning Fisher’s unusual approach to flight training into standard practice.

Aimed at Flight Schools

Large fleets, lots of flight hours, and high fuel prices help make the Velis Electro attractive to flight schools. Using the electric aircraft for the many hours students spend circulating in the pattern, practicing takeoffs and landings, can reduce fuel and maintenance costs significantly. The opportunity to alternate between airplanes with different power systems also can help broaden a student’s experience while exposing them to modern technology that is likely to be more common in the future.

At Embry-Riddle Aeronautical University, which added a Velis Electro to its fleet in 2024, pilots transitioning to the Velis compared its characteristics to those of the Cessna 172 that has long been the go-to airframe for individual and institutional flight training.  

There is always a learning curve when moving from one airframe to another. According to Embry-Riddle, pilots flying the Velis Electro for the first time said its handling differed noticeably from that of the 172, particularly its snappy throttle response, which comes from the instant-on nature of electric motors when compared with internal combustion engines. Overall, pilots felt the Velis performed the way a trainer should, just differently than the 172. They also described the cockpit as more comfortable than traditional trainers. 

What About Private Pilots?

While the Velis Electro’s flight profile might seem too limited for private pilots, that really depends on individual needs. The Velis might not work for pilots seeking a traveling machine or long-distance commuter. It could, however, be ideal for dedicated local flyers, time builders, and instructors determined to avoid fuel bills.

For any pilot accustomed to traditional piston power, though, flying an electric aircraft provides a chance to learn new procedures. During preflight checks, the battery gets special attention as pilots have to consider the effects of weather on charging and energy storage. While in the cockpit, instead of scanning tachometer readings, fuel pressure, and flow rates, Velis Electro pilots keep track of energy consumption and battery condition.

Devoting time away from the airport to monitor the latest in battery development could also pay dividends. As batteries continue to improve, it is possible that newer, more powerful cells with improved endurance could replace those the Velis Electro used when new.

In time, the aircraft could experience significant gains in performance and begin covering greater distances well beyond flying the pattern or circling the airport at a radius of a few miles. Eventually, electric aircraft could take over large segments of general aviation.

At least that is how it went in the model airplane hobby, where electric power dominates today.

This column first appeared in the July Issue 972 of the FLYING print edition.