Electric Aircraft Certification: Getting From First Flight to Commercial Approval

A first flight is a significant milestone for any electric aircraft developer, but it does not mean the aircraft is ready to carry passengers. Development flight testing shows how an aircraft performs, but certification requires the manufacturer to demonstrate that it meets the regulator's safety requirements and can be produced consistently to the approved design. Leaving certification planning until later can lead to costly redesigns, repeated testing, and delays to the program.

To explain how the process works, we spoke to David Stevens, Chief Certification Engineer at Wisk, who has worked on certification at several leading advanced air mobility companies.

Why Electric Aircraft Certification Starts Before First Flight

How the Certification Basis Shapes Aircraft Design

The FAA process begins with agreeing which regulations the aircraft will be assessed against, and that influences engineering choices. David explains how this works in practice:

“The G-1 certification basis establishes the safety intent and is especially important for aircraft with novel features, where requirements may be drawn from several regulatory parts. The G-2 means of compliance brings back prescriptive requirements in a way specific to the design, so the design and compliance approach develop iteratively.

“Understanding the G-1 and likely G-2 early helps a company identify which certification paths are straightforward and which design choices would create difficult or unnecessary work. A company could propose an unconventional alternative to traditional lap and shoulder belts, but using established belt requirements would generally avoid a much more difficult justification.”

G-1 and G-2 issue papers document agreements between the manufacturer and the FAA:

• G-1 records the certification basis, which is the set of regulations and safety objectives the aircraft must satisfy. For a conventional aircraft, this is mostly determined by the category. For one with novel features, it may need to be assembled from several parts of the regulations and supplemented with requirements agreed upon with the FAA.
• G-2 records the means of compliance, which links each requirement to the evidence that will show it has been met, whether that be through testing, analysis, inspection, or another accepted method.

Deviating from established designs increases the evidence needed to demonstrate compliance, particularly when a manufacturer proposes a new approach to a safety requirement. This is especially difficult for “clean-sheet” aircraft, where introducing multiple new technologies significantly increases FAA paperwork and regulatory delays.

How the Means of Compliance Determines the Evidence Required

Because the means of compliance is closely linked to the aircraft's design, engineers need to understand the evidence required before committing to a particular approach. A component may perform as intended but still be difficult and expensive to verify against the certification requirements.

Testing needs to be factored into development plans and budgets from the start because identifying a compliance gap late in the program can mean redesigning a system and repeating tests that have already been completed. That can be particularly difficult for startups as additional development work and testing puts further pressure on an already limited budget.

Which Certification Route Applies to Electric Aircraft? 

Electric aircraft don’t all follow the same certification route. Part 23 covers normal-category aircraft, while Part 25 applies to larger transport-category aircraft such as regional airliners. Part 33 covers engines, which are assessed separately from the aircraft they power.

Experience in one certification category does not always transfer easily to another, as David explains: 

“Part 23 experience can transfer upward into more demanding Part 25 environments, whereas Part 25 experience is often difficult to adapt downward to Part 23 and startup conditions.”

Engineers moving into electric aircraft programs also need to understand clean-sheet development, performance-based certification, and the different demands of working with smaller manufacturers. The propulsion technology used also affects which technical risks manufacturers need to address during certification.

Battery-Electric Aircraft Certification

Battery-electric aircraft must demonstrate that battery failures can be contained, heat is managed safely, and the aircraft can respond safely to a loss of electrical power. Bye Aerospace’s two-seat eFlyer 2 trainer is being certified under Part 23 Amendment 64. Having first applied in 2018, the company has secured an agreement on its G-1 and G-2 papers and organized its means of compliance into 16 certification plans. In September 2026, the FAA issued a special airworthiness certificate, allowing the company to begin flight testing.

The magniX program shows how existing certification rules can create challenges for new propulsion technologies. The company applied for type certificates for its magni350 and magni650 electric motors in 2019, prompting the FAA to issue special conditions in 2021 because Part 33 was originally written for fuel-burning engines.

Special conditions allow the FAA to address safety requirements that are not covered by existing regulations. Even if an electric motor receives its own type certificate, the aircraft manufacturer must still demonstrate that the batteries, electrical distribution systems, and wider installation meet the relevant safety requirements.

Hybrid-Electric Aircraft Certification

Hybrid-electric aircraft combine combustion and electric propulsion, so certification must address how the systems work together in normal operation and how the aircraft responds if either system fails.

Electra’s nine-seat EL9 is being certified under Part 23, having applied for its type certificate in November 2025 and securing FAA agreement on its G-1 certification basis seven months later. The aircraft's design includes distributed hybrid-electric propulsion, blown-lift wings designed to support takeoff and landing in 150 feet, and fly-by-wire controls.

At the other end of the scale, Heart Aerospace’s 36-seat ES-36 is pursuing Part 25 certification, reflecting the requirements associated with larger transport-category aircraft. The company is targeting a first flight in the second half of 2028, followed by entry into service in 2031.

Ampaire provides an example of how propulsion systems and aircraft installations can follow separate certification processes. Its 570 kW AMP-H570 secured an FAA G-1, with the company targeting full Part 33 engine certification by late 2027. Installing the system on a Cessna Caravan requires a separate Supplemental Type Certificate (STC) under Part 21. An STC approves a change to an existing aircraft type design, so Ampaire must demonstrate how the hybrid system affects the Caravan, including the battery installation.

Hydrogen-Electric Aircraft Certification

Hydrogen-electric aircraft use fuel cells to power electric motors, which introduces hydrogen storage, leak detection, and fire safety considerations. ZeroAvia’s 600 kW ZA600 powertrain is designed for aircraft with up to 20 seats. In 2023, the system flew on a Dornier 228, demonstrating the potential to use hydrogen-electric propulsion in larger aircraft.

The FAA finalized special conditions for its electric engine in March 2026, and the company is working with Textron Aviation on an STC for the Cessna Grand Caravan, with certification targeted for 2027.

Why First Flight Does Not Mean an Aircraft Is Certified

Experimental flight testing helps developers understand how an aircraft behaves and identify issues. Demonstrating regulatory compliance is a more formal process, requiring the manufacturer to produce evidence for the FAA to review.

That evidence relies on ground testing, analysis, and flight testing, and it must relate to the approved design. Test articles need to match the design data so results apply to the aircraft being certified, meaning any configuration changes after testing can mean having to repeat some of that work.

What Does Commercial Readiness Require Beyond Type Certification?

A type certificate approves an aircraft's design, but it does not give a manufacturer approval to produce aircraft at scale. Production approval is also required to demonstrate that its manufacturing processes and quality controls can consistently reproduce the approved design. Each individual aircraft then needs an airworthiness certificate, alongside the maintenance arrangements and operational approvals required to carry passengers commercially.

Building Certification Capability for Electric Aircraft Programs

At CSG Talent, our aerospace engineering recruitment specialists work with electric and hybrid aircraft developers to identify certification engineers and leaders with experience building compliance processes from the ground up.

If you’re building a certification team for an electric or hybrid aircraft program, contact CSG Talent for recruitment support.