Story ID: 
Electra Launches Hybrid-electric EL9 STOL Aircraft
By: Kerry Lynch
Caption: Aircraft will be able to take off in 150 feet of runway
Word Count: 945
Electra unveiled its plans for a nine-passenger EL9 ultra-short takeoff and landing (STOL) hybrid aircraft that will rely on distributed electric propulsion and blown-wing technology to take off with as little as 150 feet of runway. Calling the EL9 “just an airplane,” Electra CEO Marc Allen told a gathering at the company’s facilities on November 13 in Manassas, Virginia, that the reveal marks the launch of a “real product” rather than a vision. “It's not a prototype. It's not a concept. This is a product; it's a real-world, world-changing product,” said the former senior Boeing executive.
Targeted to reach market in 2029, the EL9 is designed to foster the concept of what Electra calls direct aviation—the ability to fly point-to-point directly to where a passenger wants, whether a parking lot, heliport, grass field, or small regional airport or other traditional airport infrastructure. “Ultra short” refers to the vehicle’s ability to operate into and out of a soccer field-sized space. Electra aims to bring an affordable aircraft to market that addresses issues surrounding access, noise, and emissions, Allen added.
The ambition is to provide the EL9 with eVTOL or helicopter capabilities for flexibility in takeoff and landing but with a 1,100-nm range with IFR reserves and a 175-knot cruise speed found with more traditional aircraft. “It unlocks this elixir, which is helicopter-like performance at safety and lower cost levels of a fixed-wing aircraft,” Allen maintained.
To be offered in cargo or passenger configuration, the EL9 will be able to carry nine passengers with baggage—or 3,000 pounds of cargo—for 330 nm. The fly-by-wire aircraft is designed with two pilots in mind but is equipped with what Electra calls its Safe Single Pilot technology for single-pilot operations.
The aircraft will feature a Safran TG 600 turbogenerator that will drive eight motors, four on each wing, and four independent battery packs nestled within the belly. Fitted toward the tail atop the E9, the turbogenerator will recharge the batteries in flight, eliminating the need for charging infrastructure on the ground. When necessary, such as in noise-sensitive populated areas, the aircraft will be able to fly completely on electric power.
Electra said the combination of the blown lift and distributed electric propulsion will provide the ability for safe, controlled operations at as little as 35 knots for a short-field approach. Under the blown-lift aerodynamic effect, airflow is increased over the wing to generate lift at a much slower airspeed than with conventional aircraft.
Beyond the 2029 certification and market entry timeline, Electra is targeting flight tests beginning in 2027. However, it is not yet detailing more immediate milestones, as it continues to dive into the detailed design and ultimately parts production, said James “JP” Stewart, Electra vice president and general manager. Although, he added, “there is a lot of certification work” in tandem.
In addition to the Safran turbogenerator, Electra has selected Honeywell flight controls. Next up, possibly in the first half of next year, will be decisions on the flight deck, motors, and batteries, Stewart said.
Certification plans under Part 23 include IFR and flight into known icing. The company opted for a more traditional fixed-wing design to reduce certification risk and ease its path to market entry.
Launch comes a year into flight testing of the Electra prototype, the two-seat EL2 Goldfinch, which has accrued about 60 hours. The prototype has proved out Electra’s technology for the EL9, the company said, meeting or exceeding expectations.
The company claims provisional orders for more than 2,100 EL9s, which the company values at $8 billion. Allen told the audience, which included executives from some of its 52 customers, that the company began taking deposits so they could secure early placements in the delivery line.
While not in the audience, Alex Wilcox, CEO of JSX, sent a taped message that he was confident the EL9 would be the first hybrid-electric aircraft certified for commercial use, “and I'm really excited about the prospect of JSX also being the first commercial operator of a purpose-built electric-powered passenger aircraft. I need you guys to hurry up and build it.”
Also speaking was Kanika Tekriwal, founder and CEO of Indian charter provider and EL9 customer JetSetGo. Noting the lack of access to airports for a large portion of the population, Tekriwal said, “I think our dream today with Electra is to make sure that we don't have to go to the government and raise billions of dollars to build airports, but to raise a few million to buy a few of their machines and actually service these cities.”
Further, while not speaking, Tomislav Lang—founder and CEO of Stuttgart, Germany-based Flyvbird—made the journey to the reveal. Flyvbird, which is planning to launch a region with Tecnam P2012s initially next year, has orders for 100 EL9s. Lang told AIN that he expects Flyvbird to introduce the aircraft in Europe.
Along with customers, the program is backed by numerous investors, including Lockheed Martin Ventures, Honeywell, Safran, the Virginia Innovation Partnership Corporation, Statkraft Ventures, and other private entities.
Electra, which is further touting a military version of the EL9, has received a boost from government programs, involving the U.S. Army, Air Force, and Navy. In an announcement this week, NASA has appointed Electra to lead a cohort of partners developing technologies and aircraft concepts for next-generation commercial airliners.
Emphasizing that the company has an “agile mindset,” Allen maintained that with the EL9, Electra is starting “small,” but that the technology and vision are scalable to much larger aircraft.