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Pilot trys out Pipistrel Velis Electro

Swedish pilot Petter Hornfeldt goes to the Green Flight Academy in Sweden and trys out the Pipisrel Velis Electro. ( More...

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I sat in the Pipistrel Electro at Oshkosh 2022 - I'm 6'3" 225lbs ands it was a

But it's version 1 - electrification is a process, and I have no doubt that v2 and beyond will be fdar more usable for folks like me.
Dan Boss 1
No it's not version 1, this is the second or third iteration by Pipistrel. The naive are dreaming if they think aviation can be electrified anytime in the foreseeable future. Some novelties perhaps, but you can't get around the energy density of fuels vs batteries, or the power to weight ratio of turbofan engines for real commercial flight.

Or the spontaneous combustion of lithium batteries with even a teensy fender bender in cars, which translates to a moderately hard landing of a plane in terms of g force. Insurers are declining to insure electric cars because a 5 MPH accident has to write off the vehicle because repair or replacing the batteries is so costly. And there are not enough raw resources to electrify even a few percent of the global transportation market, in terms of Li Cu, Co, and various other elements.
Dan Boss 3
No, if you want a more grounded analysis watch this review by AVweb: (Pipistrel Velis Electro: Cool, But Not For The U S Market)
Paul gets into the real details of this novelty and points out it's drawbacks do not lend itself to general aviation. It is an ultralight, and learning on this does not translate to other aircraft, you cannot do cross country, but worst of all with an FAA mandated 30 minute reserve, you have 15-20 minutes of flying time on a battery charge! (hence why you cannot do cross country)

In Europe they have special permission to fly with a 10 minute reserve, if they stay within 5 miles of the airport.

It has less load capacity than the gasoline powered airframe of the same type and the gas powered has 5+ hours on full fuel with a 30 minute reserve.

Electrification of aviation is a wish and a prayer, for many reasons, but primarily due to the energy density of batteries vs hydrocarbon fuel. Not only that but the largest certified for aircraft electric motor has been developed by Siemens, is only 1 MW, which is only 1,335 Horsepower. The CFM56 which powers B737 and A320 has 35,200 Horsepower per engine. The engine used on a B777 has 144,000 Horsepower per engine.
tbaumann20 2
Great video and very interesting to see real current Electric utilization. Asked good questions to see viability and pros and cons. Looks like it is basically an electric version of a Cessna 150. Seems to have significant limitations, but for training use comparable to a C-150 it may have potential. Would have liked to see some pics of the panel while in flight, but there may be a reason they could not be shared
cdkollai 2
Wow, cool seeing a Mentor Pilot video on FA, congrats Petter!

Colin Seftel 1
Also see this video - same aircraft, different pilot (Line-training captain and Base TRE for B737).
Colin Seftel 1
Sorry, it's actually the same video.
you folks are not being fair. Given what has happened to even basic high school education for the past several generations, you cant expect young people to have even an awareness, much less a basic understanding of the real-world laws of chemistry and physics. They know what they want to believe; they have no interest in learning about anything that would interfere with their fantasies.


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