Pipistrel’s CEO on test flying their biggest aircraft yet

Deep Dive

by Yves Le Marquand

19 February 2025

On January 31st, 2025, Pipistrel completed the first hover flight of its hybrid-electric VTOL-capable unmanned aircraft Nuuva V300.

The test flight saw the aircraft hover untethered 30ft in the air for about 30 seconds at Pipistrel’s Italy facility in Savogna d’lsonzo – a stones throw from the border with Slovenia where Pipistrel was founded in 1989.

The company, now a subsidiary of Textron eAviation, has come a long way since the late ‘80s and early ‘90s when it developed and built a series of ultralight gliders; the Virus being the most notable example. January’s hover test of the Nuuva marked the largest aircraft ever flown by Pipistrel. With a total length of 11.3m (37ft) and a wingspan of 13.2m (43.3ft) the V300 is considerably bigger than its second largest aircraft Panthera – a four-seater with a length of 8.1m (26ft) and a wingspan of 10.8m (35ft).

Revolution.Aero caught up with Gabriel Massey, CEO of Pipistrel to find out what went into getting Nuuva in the air, where the flight envelope will be pushed next and what launch operations could look like.

Test flight prep

Prior to the recent first flight, the Pipistrel engineering team completed a set of ground systems testing, according to Massey. This included ground vibration testing, restrained power testing, as well as full power tests. The team also performed structural mode interaction (SMI) testing, which is a process where all vehicle systems, including propulsion control, are validated to ensure simultaneous flight readiness.

“A second vehicle will join the programme in 2025 and will be dedicated to exploring the forward flight, aka cruise, regime,” Massey tells us. “Together, the vehicles will be collecting data and be used for refining vehicle’s features and automation.”

Pipistrel developed and built the propulsion system for the Nuuva V300 in-house. The aircraft features a hybrid-electric system, including an electric powertrain made for vertical takeoff and a separate dedicated lift+cruise propulsion system. This system, which has been adopted by eVTOL developers such as Eve Air Mobility and AutoFlight, uses separate propulsion for vertical lift and forward cruise.

The electric engines used in Nuuva are a further evolution of Pipistrel’s E-811. This electric engine was type-certified by EASA back in 2020 and is used in the firm’s Velis Electro aircraft.

Levels of autonomy

From an operational perspective, Massey says automation levels in the V300 are already “very high”. The aircraft features Honeywell’s Compact fly-by-wire system.

“Current regulation requires all phases of flight to be remotely monitored, and Pipistrel is involved in several European Union SESAR projects that explore the integration of AI and multi-aircraft operations in the future policies and regulation,” he explains.

The aircraft features a fully automatic pre-flight check, automatic flight planning and automatic contingency execution for various scenarios such as datalink failure, systems failure and engine failure.

“These situations are continuously evaluated and the system suggests relevant next steps to the pilot. Notably, the most visible automation feature to the pilot or operator is the complete absence of traditional piloting interfaces. There are no joysticks, power levers or pedals; instead, the aircraft is controlled via waypoints input by the operator through mouse clicks or prearranged flight plan sequences that are digitally transmitted to the ground station,” says Massey.

Working with the regulator

Pipistrel has been working closely with the Italian Civil Aviation Authority (ENAC) to get the test flight campaign across the line. The operational framework to enable the flights is already in place in Europe in the form of EU REG 2019/947, which uses the specific operations risk assessment (SORA) method to grant operational authority for commercial operations.

“That said, while significant progress has been made, with pilot projects and trials underway in several countries, widespread regulatory acceptance is still a few years away. Key progress remains, including ensuring safety and technological maturity.

“Regulatory bodies like EASA and the FAA are actively developing comprehensive frameworks, and continued collaboration between industry and regulators will be crucial for full integration and use,” says Massey.

Post-certification

Beyond certification, hybrid-electric cargo UAVs will need to overcome infrastructure challenges such as establishing reliable charging stations, setting up comprehensive maintenance protocols and integrating into current airspace systems. This work will require the collaboration between industry, government and regulatory bodies to ensure safe and scalable operations, according to Massey.

Addressing needs in the cargo logistics sector is what the Nuuva V300 has been designed for, however Massey anticipates the product will be used for both commercial and defence operations. “We cannot say for certain which segment will adopt the Nuuva V300 first but its capabilities and robust design will play a significant role in a variety of missions.

“While we can’t release the details of any companies or operators we’ve engaged in conversation with, we are pleased to report that early dialogue has been positive. Feedback indicates a strong belief that the aircraft’s unique capabilities and efficiency will provide operators with a sustainable and cost-effective solution to meet their mission needs.”

Pipistrel (and parent Textron eAviation) is a rare example of having a credible horse in multiple races to electrified and/or autonomous operations. As well as the Nuuva V300 testing, it was the first and still the only OEM to certify an electric aircraft in Europe back in 2020. Plus, Textron’s eVTOL demonstrator Nexus is earmarked to takeoff on its first test campaign later this year.