The FAA has approved a set of airworthiness and environmental regulations that will apply to the Electra EL9 Ultra Short, marking a significant step toward the introduction of hybrid-electric aircraft.
Electra this week said the agency closed the G-1 issue paper for the EL9, which is intended for operations out of soccer field-sized spaces requiring only 150 feet for takeoff and landing. The approved G-1 establishes a formal certification basis for the aircraft under Part 23 regulations. In other words, it creates a framework for Electra to prove that the EL9 can meet the same safety standards required of existing commercial aircraft.
The company said it submitted its Part 23 type certification application in November.
Beyond outlining which airworthiness and environmental regulations—such as those governing aircraft noise—will apply to the EL9, the G-1 lays out any special conditions or equivalent level of safety (ELOS) findings that Electra is required to meet.
Marc Allen, CEO of Electra, said in a statement that the milestone “reflects the hard work and productive collaboration between Electra and the FAA, who are working together to make the future of aviation real.”
Electra said the G-1 establishes the “regulatory foundation” for the EL9’s novel features, including its blown-lift propulsion system that redirects airflows over large flaps and ailerons and into the ground. That allows the model to take off at a leisurely 35 knots, hence the low runway requirement.
The G-1 also covers the aircraft’s distributed electric propulsion system—comprising eight Evolito electric engines spread across the front of the wing—and digital fly-by-wire control system. The latter is built around Honeywell flight control computers and manipulates aerodynamic surfaces as well as the electric motors. It is designed to reduce pilot workload and support handling at low speeds.
Electra’s certification progress could have implications for the broader electric aviation industry.
The firm joins Joby Aviation, Archer Aviation, and Beta Technologies as some of the only developers of passenger-carrying electric aircraft to obtain G-1 approval. Airbus is also developing a hybrid propulsion system that combines electricity with hydrogen, producing water as the only byproduct, though the project is in the nascent stages.
Other competitors, such as Maeve Aerospace, have struggled to stay afloat.
NASA in particular views Electra’s technology as potentially transformational. The space agency picked the company for its Advanced Aircraft Concepts for Environmental Sustainability (AACES) 2050 initiative, asking it to develop the core technologies and design concepts for a new generation of all-electric commercial airliners.
In June, Electra unveiled its concept for a hybrid-electric “double bubble” airliner that could fly up to 100 passengers. The partners will jointly study the concept, which is intended to improve fuel efficiency.
What’s Next?
For Electra, the next phase of EL9 type certification will be the FAA’s approval of a G-2 issue paper, which creates a “compliance checklist.”
Essentially, the G-2 describes how the EL9 will show compliance with each regulation that is outlined in the G-1 certification basis.
“This stage will guide how Electra demonstrates that the aircraft meets the FAA-approved certification basis through engineering analysis, ground and flight testing, inspections, conformity activities, and certification data,” said JP Stewart, Electra’s senior vice president for product development.
The company will also need to submit and receive approval for project-specific certification plans, which are non-legally binding, mutual statements of intent between the FAA and applicant that set expectations for the project. The idea is to hold each side accountable to its plans.
After that, Electra will need to build and fly type-conforming aircraft internally. It has validated the aircraft’s 150-foot ground roll with a two-seat demonstrator, the EL2 Goldfinch, but the EL9 has yet to fly. Electra anticipates the larger, flagship model’s debut in 2027 or 2028.
Then, Electra will need to complete more flying, this time with FAA personnel on board, during type inspection authorization (TIA). Once TIA is complete, and the agency has confirmed that the conforming aircraft meets the G-1 certification basis using the approved G-2 checklist, type certification can be formally issued.
Per Electra, the company’s team of engineers collectively has developed or certified more than 40 prior aircraft.
The EL9 could be one of the first hybrid-electric aircraft to routinely fly passengers. At full capacity of 3,000 pounds, or a pilot plus nine passengers and 50 pounds of luggage each, it has a projected range of 330 nm, cruising at 175 knots. Per Electra, it will produce only 75 dBA of noise during takeoff and landing.
Those features—combined with the ultra short takeoff and landing capability—are designed to open up operations away from airports. The EL9 is intended to use ultra-short “access points” that could be installed on rooftops, parking lots, fields, barges, malls, casinos, or even ski resorts.
With access points, Electra estimates the EL9 could save travelers hours on more than 2,600 routes spanning 50 to 265 miles that are suboptimal for driving, but lack routine commercial air service. It believes it will need to produce 12,000 to 16,000 aircraft to meet demand for the first decade of its operations.
Electra calls this vision “direct aviation,” and the company made significant progress toward realizing it this week after signing an agreement with Signature Aviation and UrbanV. The deal will see the partners explore the installation of access points across Signature’s network of private aviation terminals.
Beyond NASA, Signature, and UrbanV, the U.S. Air Force, Army, and Navy have all shown interest in the EL9.