Pipistrel Virus SW 100 / Sinus 912

The Pipistrel Virus SW and Sinus are a family of high-efficiency light aircraft and motorgliders manufactured in Ajdovščina, Slovenia by Pipistrel d.o.o. The company was acquired by Textron in April 2022, initially placed within Textron's eAviation division, then absorbed into Textron Aviation in January 2026.

The Sinus (first flight October 1996, production from 1995) is the progenitor: a high-aspect-ratio motorglider with a 15-meter wing and a 27:1 glide ratio. The Virus SW (first flight August 1999) uses the same fuselage and tail as the Sinus but with a shorter 10.71-meter wing and a significantly higher cruise speed, sacrificing glide ratio for cross-country pace. Both aircraft share Pipistrel's all-composite pod-and-boom construction with a T-tail, high wing, and side-by-side two-seat cockpit.

The Virus SW 100 — powered by the Rotax 912 ULS — is the mainstream US market variant. It meets ASTM F2245 as a Special Light Sport Aircraft (S-LSA) at 600 kg MTOW and can be registered as an E-LSA kit. The Virus SW 121 (EASA Full Type Certificate, April 2016) is the European certified variant, and the Virus SW 121A Explorer adds dual Garmin G3X Touch avionics and night-VFR/intentional-spin certification. More than 1,000 combined Sinus and Virus aircraft had been delivered by March 2019.

Notable achievements include a 2007 NASA Personal Air Vehicle Challenge win, a 2008 NASA General Aviation Technology Challenge win (speed, climb, fuel efficiency categories), and Matevž Lenarčič's round-the-world flight in a turbocharged Virus SW 914 in 2012. In 2015–2019 Pipistrel delivered 194 Virus SW 80 trainers ("Garud") to the Indian military.

Under the FAA's MOSAIC final rule (effective July 2026 for new LSAs), the Virus SW qualifies as an LSA at its 600 kg MTOW because its stall speed in the clean configuration falls below the new 59-KCAS VS1 limit, and the weight cap is eliminated. See mosaic for rule details.

---

Sinus vs. Virus SW in brief: The Sinus is optimized for soaring and economy; the Virus SW trades the long wing for cruise speed and is the correct choice for point-to-point travel. The FLEX variant bridges them with interchangeable outer wing sections.

---

Cruise speed context. Pipistrel's marketing figure of "147 knots" applies to the Virus SW 100 iS at the lighter 472.5 kg MTOW in European ultralight configuration. At the US 600 kg MTOW, the official figure from the 2025 factory brochure is 133 KTAS. Real-world cruise at 65–70% power typically lands between 125–135 KTAS depending on prop selection and loading. The iS variant at 600 kg adds approximately 10–14 knots over the carbureted 912 ULS at comparable power settings due to its superior fuel efficiency at higher throttle positions.

Fuel burn. The 912 ULS burns approximately 4.1 gph (15.6 L/h) at cruise. The iS variant achieves ~3.2 gph (12.1 L/h) at similar cruise speeds — a 20–25% reduction. Economy cruise at 120–125 knots can drop to 2.5–3.5 gph, yielding range well beyond 800 nm. Mogas (ethanol-free) is preferred; 100LL is permitted.

Climb. Rate of climb at 600 kg MTOW is 1,050 fpm per the factory brochure. At the lighter 472.5 kg ultralight configuration, the 912 ULS produces 1,650 fpm. Best climb speed (Vy) is approximately 76 KIAS.

Stall characteristics. The full-span flaperon design produces a gentle, predictable stall — described consistently in reviews as a "parachute mode" with high sink rate and minimal pitch break. Stall speed at 600 kg MTOW with flaps (VS0) is 40 KIAS; clean (VS1) is 45 KIAS.

Service ceiling. The official figure of 18,000 ft MSL is achievable in the Virus SW 100 (naturally aspirated), but density altitude degrades climb noticeably above 10,000 ft. The turbocharged SW 115 performed Everest overflights during the 2012 world-circumnavigation flight (8,944 m / 29,341 ft).

Glide. The Virus SW's 15:1 glide ratio is unremarkable by motorglider standards but quite good for a high-wing LSA. The Sinus achieves 27:1 with the engine off and propeller feathered — genuine soaring capability.

Speed stability. Without flaps or spoilers the Virus SW is fast and slippery on approach. Aviation Consumer noted that without full flaps and spoilers, "you have to be prepared to bleed off speed in ground effect for hundreds of feet, then touch down fast and use the wheel brakes." Wing-mounted airbrakes are standard on the 121/Explorer and optional on the base SW 100; they are highly recommended for all operations.

VNE note. VNE of 163 KIAS decreases by 2.2 KIAS per 1,000 ft above sea level. VNO (turbulence penetration) for the SW 100 is 135 KIAS.

---

Virus SW 100 — 600 kg MTOW, 26 gal usable (156 lb fuel)

*Baggage limited to 88 lb (40 kg) per airframe limitation — the available 227 lb would need to go into reduced fuel.

Practical constraint. The Virus SW's 573-lb useful load (600 kg MTOW minus 750 lb empty weight) is the binding constraint. At full fuel (156 lb), only 417 lb remains for occupants and baggage — comfortable for two occupants under 200 lb each with minimal bags, but tight for heavier pilots or heavy fuel loads simultaneously.

Sinus 912 (472.5 kg MTOW, 80 hp):

• Empty weight: ~628 lb; MTOW: 1,041 lb; useful load: ~413 lb
• Full fuel (standard 60L / 15.9 gal = 95 lb): 318 lb for occupants + bags — limits you to light two-occupant operation
• Long-range tanks (100L / 26.4 gal): economy range up to 650 nm solo; 505 nm with 2 occupants
• Soaring mode: engine off, propeller feathered yields ~1.02 m/s minimum sink at 90 km/h — genuine cross-country soaring possible in suitable conditions

iS engine economics. The 912 iS variant at 3.2 gph cruise burns 22% less fuel than the ULS. At 100 hours/year, this saves ~90 gallons (~$540 at $6/gal mogas), partly recovering the price premium over roughly 30–40 years of operation — but the real-world value is extending range to 800+ nm on a single tank.

---

The Virus SW cockpit is a carbon-fiber instrument panel with no standard avionics — configurations vary widely by year, registration category, and buyer preference. See avionics-pricing for component costs.

Entry level (used, pre-2012):

• Analog airspeed / altimeter / VSI / ASI
• Garmin 496 or GPSMAP 696 handheld or panel-mount
• Basic Icom or Becker radio
• No autopilot

Mid-tier (2012–2020 S-LSA):

• Dynon Skyview SV-700 or SV-900 EFIS standard on later iS variants
• Garmin SL40 or GTR 225 radio
• Transponder (Mode C or ADS-B)
• Optional Dynon autopilot with GPS steering

High-specification (SW 121A Explorer, 2022–present):

• Dual Garmin G3X Touch 10.6" PFD/MFD (standard)
• GMC 507 autopilot (standard)
• GNX 375 GPS/WAAS/ADS-B navigator (standard)
• GNC 255A COM 1 + GTR 200 COM 2
• GMA 245R audio panel
• G5 backup instrument
• ADS-B In & Out
• Artex 345 ELT
• Haptic Device Stall Warning (HDSW) — proprietary to Pipistrel
• Night VFR-certified (EASA CS-LSA)

A Garmin G3X-equipped Virus SW 100 (non-EASA) is the typical top-of-market US S-LSA configuration found on 2018–2025 aircraft. AOPA's database lists the SW 121 new at $205,000; the Explorer at €210,000 (~$230,000) ex-works.

IFR note. The base Virus SW 100 is not IFR-certified in the US under S-LSA rules (LSA are limited to day/night VFR under Part 91). The EASA SW 121A Explorer carries an EASA CS-LSA night-VFR type certificate — the only CS-LSA so certified — but this does not confer US instrument certification.

---

Formal FAA STCs for this aircraft are limited because US-registered aircraft are predominantly S-LSA (manufacturer-authorized modifications only) or E-LSA (owner/builder discretion). Major available modifications:

No major ASTM consensus standard "STCs" exist outside manufacturer channels for S-LSA aircraft. E-LSA builders have broader latitude but lose the S-LSA airworthiness certificate.

---

See maintenance-ecosystem for general LSA maintenance context.

Regulatory framework. US-registered Virus SW S-LSA aircraft fall under FAA Part 65/Part 43 for maintenance. Condition inspections (annuals) must be performed by an FAA-certificated A&P or by a Repairman (Light Sport Aircraft) — Inspection certificate. At least one person performing major work must have attended Pipistrel LSA / Pipistrel USA Factory training for S-LSA maintenance.

Mechanic availability. The Virus SW is a specialized aircraft. Finding a local A&P with Rotax experience is moderately achievable (Rotax is common in the US LSA/experimental world), but composite airframe repair and aircraft-specific systems knowledge requires either factory-trained technicians or self-education. Parts_availability is rated "fair" — components come from Slovenia, lead times of 2–6 weeks are common for structural parts; Rotax engine parts are readily available through US distributors.

Annual condition inspection cost:

• Rotax-savvy A&P, no discrepancies: $800–$1,500
• Pipistrel USA factory service center: $1,200–$2,000
• Discrepancy work (hoses, brake pads, avionics) adds significantly

Engine maintenance (Rotax 912 ULS):

• 100-hr/annual: Oil change, spark plugs, carb sync, coolant check, hose inspection
• 500-hr: Gearbox oil, valve clearance check
• 1,000-hr: Gearbox inspection
• 2,000-hr TBO (or 15 years): Full overhaul ~$12,000–$16,000; exchange engine ~$20,000–$25,000

Propeller: MT variable-pitch propeller requires annual grease and track check; overhaul ~$2,500–$4,000.

Rescue parachute: Repack every 6–10 years depending on type; ~$800–$1,200.

Estimated annual operating costs (Virus SW 100, 100 hr/year, $6/gal mogas):

• Fuel (100 hr × 4.1 gph × $6): ~$2,460
• Condition inspection: ~$1,200
• Engine reserve ($14,000 / 2,000 hr): ~$700/yr
• Propeller reserve: ~$200/yr
• Avionics, tires, consumables: ~$500–$800
• BRS reserve: ~$150/yr
• Hangar or tiedown: ~$1,800–$3,600/yr
• Total variable + fixed: ~$7,000–$9,500/year

---

See valuation-methodology for methodology details.

Price range (Virus SW 100, US market, 2026):

• Early used (2000–2009): $55,000–$95,000 (analog panels, often high hours)
• Mid-generation (2010–2016): $95,000–$145,000 (Dynon glass typical)
• Recent used (2017–2022): $140,000–$190,000
• New / late model (2023–2026): $200,000–$230,000+

Sinus 912 pricing (used):

• Early used (pre-2010): $45,000–$75,000
• Recent used: $75,000–$120,000
• New (current): ~$150,000–$185,000

Key value drivers:

Depreciation note. New Virus SW aircraft have appreciated substantially since the Textron acquisition and Euro/USD dynamics. Late-model used aircraft have held value well; early production aircraft have depreciated to near-floor values.

---

FAA ADs (S-LSA category). FAA does not issue traditional ADs for S-LSA aircraft; instead, the manufacturer issues mandatory Safety Directives (SDs) and service bulletins under ASTM oversight.

EASA Emergency AD (January 2025). EASA issued an emergency airworthiness directive covering Virus SW 121, SW 121A, SW 121C, and SW 128 (Velis Electro) for a loose flaperon issue. The AD superseded a prior 2023 AD on the same subject. US-registered S-LSA aircraft are not directly subject to EASA ADs but operators should monitor Pipistrel's mandatory service directives.

Known recurring concerns:

Pre-buy red flags: undocumented composite repairs, missing or expired BRS repack, Rotax engine outside TBO without documented overhaul, and aircraft registered as E-LSA that are being sold as S-LSA.

---

See insurance-underwriting for general LSA underwriting framework.

Hull category: High-performance composite LSA. Underwriters treat the Virus SW as a premium LSA due to its composite construction, higher-than-average cruise speed, and European manufacturer parts logistics.

Typical annual premiums (Virus SW 100, S-LSA):

• Hull value $120,000 / $1M liability: ~$1,800–$2,600/year
• Hull value $180,000 / $1M liability: ~$2,400–$3,600/year
• Rate approximately 1.5–2.5% of hull value annually (Global Aerospace quoted 2.9% of hull to one owner per community reports)

Factors affecting rates:

• Sport Pilot vs. Private/Sport Pilot with additional ratings (Private Pilot typically gets better rates)
• Total time and hours in type; 25+ hours in make/model significantly reduces rates
• S-LSA vs. E-LSA (S-LSA easier/cheaper to insure)
• Annual training endorsement or Pipistrel USA factory course reduces some underwriter premiums
• Aircraft stored in hangar vs. tiedown reduces hull rates ~10–15%

MOSAIC transition. As the FAA's MOSAIC rule matures, Sport Pilot-flown LSA insurance options will expand. Currently, most underwriters writing Virus SW policies are comfortable with Sport Pilot operators given the aircraft's benign stall characteristics and factory-standard BRS.

---