Pilot Report: Flying the Pipistrel Velis Electro

On my way to Brennand Airport (79C) in Wisconsin on a hot summer day, I found myself wondering what it would be like to fly Pipistrel’s all-electric Velis Electro. I knew a little about the history and development of the aircraft, but not what it actually felt like to fly it. I suspected it might be more like its parent gliders than my more ponderous Cessna 172 experiences.

EASA approved the Velis Electro on June 10, 2020, making it the world’s first fully electric aircraft to receive type certification. In March 2024, the FAA granted the Velis Electro a light-sport aircraft airworthiness exemption for the U.S., making the aircraft a viable training option for schools. By that time, the 100th Velis Electro was on the production line.

When I met with Anthony Nicodemo, sales manager for dealer Lincoln Park Aviation, I soon discovered that the experience combined familiar stick-and-rudder handling with the unusual propulsion characteristics that distinguish it from traditional combustion-engine trainers. 

Preflight checks are familiar but include unique electric-specific considerations. The Velis has two liquid-cooled lithium-ion battery packs with a total capacity of 22 kWh. Power output and battery status are displayed on the instrument panel, along with the familiar “six pack” of instruments that provide information about attitude, airspeed, altitude, and heading. General flight planning looks a little different because there is no fuel weight (or declining fuel weight) to take into account. Useful load is a fairly narrow margin between the takeoff max of 1,320 pounds and the airplane’s empty weight of 944 pounds. On a hot day or at higher altitudes, especially when a student and CFI share the cockpit, some careful calculations will need to be made.

Starting the engine is simple: flipping the master switch and throttle-equivalent lever brings the Pipistrel E-811-268MVLC electric motor to life. There is no mixture to manage, and no magneto or engine instruments checks, without the combustion engine. Startup feels smooth, with the three-blade propeller responding quietly and immediately to the power setting. 

Taxiing is straightforward, though rudder inputs on the ground felt stiffer than I expected until we were rolling. “Mash the pedals to loosen them up,” Nicodemo advised. With a wingspan of approximately 35 feet, wingtip clearance is a consideration on narrow taxiways. Although the wingspan is similar, the sight picture differed from that of the familiar Cessna 172, making me uncomfortable when passing open hangar doors and aircraft on the ramp while on Brennand’s narrow taxiway. The toe braking felt familiar and was responsive, which was comforting. 

Takeoff was smooth and nearly silent. Acceleration was linear to full power. Rotation speed is around 45 to 55 knots (not much slower than the 172), and once airborne, we climbed out comfortably at 60 to 65 knots. The aircraft’s climb performance feels respectable for a trainer, but it draws significantly on battery reserves at full power.

A mid-level cruise power setting yielded about 75 to 80 knots. Pipistrel says cruise power can be set at 20 to 36 kW, with the high-power setting delivering a cruise speed of 93 kias at sea level. The aircraft is responsive and light on the controls, aided by push-pull tube-connected flaperons. Turns, slow flight, and maneuvers all felt intuitive, with very low cockpit noise and no vibration from a combustion engine. Thinking in terms of battery power and state of charge, rather than throttle/mixture and RPM, would take some time to adjust to, but generally speaking, flying the Pipistrel feels like, well, flying an airplane.

During a simulated turn-around-a-point exercise, the Velis remained stable and easy to control—somewhat boring, if I’m honest, which is a good sign; the aircraft handles predictably enough that the exercise didn’t require much extra thought or input from me on the controls. The quiet operation and immediate power response made pattern work a pleasure. Sight picture and trim response required some acclimation, and throughout the flight, I found myself inadvertently losing altitude until I adjusted the nose attitude and trim appropriately.

Landings are conventional with aerodynamic slip options in the absence of power adjustments. Approach speeds are between 60 and 65 knots with partial or full flaps deployed. We had a light crosswind with some gusts, so the aircraft’s light weight and low inertia required attentive control inputs. A stall-warning buffet could be felt through the stick in the final moments of the flare.

The charging time post-flight is approximately three hours for a full cycle, yielding 50 to 60 minutes of usable flight time with a 10-minute reserve.

Final Impressions

In the air, the Velis Electro handles much like a Cessna 150, but with increased responsiveness and reduced noise. It is ideally suited to its intended role as a short-leg trainer, offering modern avionics, intuitive power management, and a quiet cabin environment. While range limitations prevent it from being a cross-country aircraft, its certification and operational simplicity make it a strong contender for beginner training.

The questions I am left with as a potential owner or operator would be how the charging time for the aircraft’s battery will balance with operating time. How efficient is it for a flight school to have to block a minimum of four hours for each training flight, to account for the long charge time? How much infrastructure would need to be adjusted to accommodate charging, e.g. charging stations on the ramp? And what sort of operating costs would result from three, six, or even nine hours of charging time per day to feed the airplane’s battery?