Moving from a technology demonstrator to a full-scale nine-seat uSTOL (ultra Short Take Off and Landing) prototype, Electra Aero is showing significant progress in flight that can take advantage of unprepared fields, and pocket airparks that could conceivably serve neighborhoods.
Since its introduction, the Electra Aero Goldfinch has demonstrated on a small scale what Electra hopes to achieve with its blown-wing technology on a nine-seat commuter craft. The Goldfinch has drawn the attention of the military. It repeatedly demonstrated its ability to take off and land within 150 feet, and its overall arrival and departure flight path emulates that of helicopters.
Test pilot Cody Allee has shown the craft’s ability to land and take off on unprepared surfaces and to maintain control in 150-foot diameter turns before both the Air Force’s AFWERX program and Navy audiences. That maneuverability speaks well for its potential combat use.
The video overview below of Electra’s history gives a good idea of the company’s design philosophy. Electra founder John Langford has potentially fulfilled the company’s mission – to provide affordable air travel without airports, emissions, or noise.
“Electra has unveiled the design of its revolutionary EL9 ultra-short hybrid-electric aircraft, a nine-passenger piloted aircraft set to transform air travel. The EL9 combines cutting-edge hybrid-electric propulsion with blown lift technology, enabling ultra-short take-offs and landings in spaces as small as a soccer field. This technology, which was previously limited to helicopters and eVTOLs, is now available at one-third of the cost, with the added benefits of safety and reliability typical of fixed-wing aircraft.”
Ultra Short: A new category of aircraft
Electra Aero foresees operations from soccer field-sized spaces with the simplicity of a fixed-wing aircraft. This emulates the pocket airpark ideal of Dr. Brien Seeley, founder of the Sustainable Aviation Foundation and publisher of this blog. His idea centered on aircraft of conventional configuration that could land and take off in neighborhood spaces without a noise penalty.
Dr. Seeley’s pocket airpark could provide neighborhoods with accessible air transport quietly. Electra’s nine-seat uSTOL aircraft would help make it possible. Illustration courtesy of Sustainable Aviation Foundation
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Having successfully completed over a year of flight testing with its two-seat
prototype, Electra is now entering the development phase for the EL9. This marks a significant step forward in the company’s commitment to the future of electric aviation.
Reinvigorating Regional Airports
One possibility beyond specially developed pocket airparks is opening up existing regional airports, thousands of which are scattered around the country, close to small towns, and with little investment, ready to accept passengers and cargo. With its low noise and ability to use small fields, the EL9 would be a welcome visitor and an enhancement to community activities and commerce. Reconfigured, the EL9 could act as an air ambulance or disaster relief liaison craft.
The EL9 is a low-maintenance airplane in terms of ground support, carrying its own internal generator and freeing rural airports from the need to provide other than existing services. Needing only a single pilot, the EL9 can carry up to 3,000 pounds of cargo in place of its normal passenger load up to 330 nautical miles. It can go up to 1,100 nautical miles with Instrument Flight Rules (IFR) reserves. Although it seems ideally suited to the idea of regional flight, the video below highlights it role in urban surroundings.
Safety from Unique Sources
The EL9 has multiple redundancies. Its turbine generator helps drive eight motors distributed over the wing’s span. That enables the large flaps to provide high lift and low takeoff and landing speeds. Since the most critical times in an airplane’s life are takeoffs and landings, the low speed, especially compared those involved even in small airliners, makes survivability a strong possibility if all goes badly. The EL9 offers lower speeds than a Cessna on final approach and landing – actually closer to those of an ultralight.
Its four independent battery packs almost negate the possibility of power loss in flight. Its single-pilot operation, even though fitted for up to two pilots, is enhanced by Electra’s Safe Single Pilot technology with fly-by-wire controls. Electra clains this will enable ease of precision landings for a single pilot. Certified for instrument flight rules (IFR) flight and flight into icing conditions, the EL9 will be capable of confronting a majority of situations.
“Overwhelming” Prospects
Electra has already secured over 2,100 orders for the EL9 from 52 operators globally, representing a market value exceeding $8 billion. Test flights are planned for 2027, with certification and service entry expected in 2029 under FAA Part 23 regulations.
Marc Allen, CEO of Electra, is happy with these prospects. “Today’s reveal of the EL9 showcases the dedication of our incredible team and partners,. This aircraft is more than a new design—it’s the gateway to a cleaner, quieter, and more affordable future for regional travel. With the EL9, we’re not just making sustainable aviation a reality, we’re redefining how people and cargo move through Direct Aviation, a new category of safe and seamless travel that brings air mobility closer to where we live, work and play.”
Redundant systems and slow arrival and departure speeds help ensure safe trips for cargo, passengers, and crew
52 operators worldwide have signed orders for 2,100 aircraft, more than $8 billion in market value. First test flights are planned for 2027, with certification and service entry anticipated in 2029 under FAA Part 23 regulations.
“The customer response has proven now that the market is there commercially. The thing that we have to do is develop the ability to produce it at scale because with over 2,000 orders really without even trying — the product hasn’t even officially been unveiled yet — our big challenge is figuring out how to produce it at rate.”
Langford sees a challenge in the good news. “We have been overwhelmed by the market reception to this,” he says. “The customer response has proven now that the market is there commercially. The thing that we have to do is develop the ability to produce it at scale because with over 2,000 orders really without even trying — the product hasn’t even officially been unveiled yet — our big challenge is figuring out how to produce it at rate.”