Pipistrel Virus SW (121)

Pipistrel was founded in Slovenia in 1989 and has produced ultralight and microlight aircraft continuously since then. The company built its reputation through extreme efficiency design, with several airplanes winning the NASA Green Flight Challenge and similar efficiency competitions in the 2000s and 2010s. The Sinus motorglider and Virus airplane established Pipistrel as a serious global ultralight and LSA manufacturer.

The Virus SW (Short Wing) variant launched in the mid-2000s as a higher-performance LSA derived from the motorglider Sinus airframe. The 121-pound MTOW reduction versus the long-wing Sinus brings the Virus SW within standard LSA limits while retaining most of the motorglider's efficiency advantages. The Rotax 912 iS Sport engine adds electronic fuel injection for further efficiency.

Pipistrel was acquired by Textron in 2022 and continues production from facilities in Slovenia and Italy. As of mid-2026, the Virus SW continues to be produced and supported, with the North American market served through Pipistrel's distributor network. The used Virus SW inventory in the US is thinner than for Flight Design or Tecnam alternatives, reflecting Pipistrel's smaller US distribution footprint.

The Virus SW cruises at 130 to 145 KTAS at 65% power, burning 3.5 to 4 gph. That's the highest cruise speed in the LSA category at the lowest fuel burn. Maximum cruise is 145-plus KTAS at 75% power and 4.5 to 5 gph. The Rotax 912 iS Sport runs on 91-plus octane auto fuel or 100LL, which keeps fuel cost per nautical mile lower than any other certified airplane in 2026.

Useful load is modest. A typical Virus SW has 470 to 500 pounds of useful load. Full fuel is 26 gallons (156 pounds), leaving 310 to 350 pounds for two people. That works for two normal-sized pilots and modest bags. The cabin is tight by LSA standards because the airplane's aerodynamics prioritize cruise efficiency over interior volume.

Handling reflects the motorglider heritage. The long-aspect-ratio wing gives the airplane glider-like glide ratios (about 22:1 at best L/D), which means impressive cross-country range and gentle handling. The flip side is that the airplane is slower to slow down for landing and demands proper energy management. Most pilots find the Virus SW easy to fly once acclimated but more demanding on the energy budget than a Cessna 152 or Flight Design CT.

The Rotax 912 iS Sport (100 hp, four-cylinder, fuel injected) is the standard Virus SW engine. Rotax's published TBO is 2,000 hours with a 15-year calendar limit. The 912 iS Sport adds electronic engine management versus the simpler 912 ULS, which improves fuel efficiency by 5 to 10 percent at the cost of additional electronics.

Field overhaul of a Rotax 912 iS Sport runs $12,000 to $17,000 in 2026 at a Rotax-authorized service center. The North American Rotax service network handles 912 iS Sport work, but specialized electronic engine management diagnostic equipment is needed for some service items. Owners should identify their nearest qualified shop before purchase.

Propeller is a Pipistrel composite ground-adjustable or in-flight adjustable depending on configuration. The in-flight adjustable prop is available on some Virus SW variants and provides better cruise efficiency at the cost of additional complexity. Overhaul on condition runs $700 to $2,000 in 2026.

The Virus SW is the most fuel-efficient airplane in general aviation per mile flown. Operating economics are excellent for owners who fit the mission profile.

Fuel runs $19 to $28 per hour at $5.50 to $7 per gallon and 3.5 to 4 gph. Engine reserve is $6 to $9 per hour. Prop reserve is under $1 per hour. Airframe maintenance reserve is $8 to $15 per hour, the low end of the LSA range. All-in at 100 hours a year runs $50 to $75 per hour with LSRM-M owner maintenance, or $70 to $100 with A&P maintenance. Annual fixed costs run $2,500 to $5,000.

Per-mile economics are where the Virus SW becomes extraordinary. At 145 KTAS cruise and 4 gph, fuel cost per nautical mile is roughly 14 to 18 cents. That's less than a hybrid car driving at highway speeds and meaningfully cheaper than any other airplane in general aviation. For owners doing serious cross-country flying within LSA constraints, no other airplane competes on operating cost per mile.

Acquisition cost in mid-2026 runs $90,000 to $130,000 for a used Virus SW with modern panel, $130,000 to $175,000 for a low-time recent example. Factory new lists $235,000 to $290,000 depending on equipment. The Virus SW commands a premium over Flight Design and Tecnam because of its performance advantage.