China Completes First Piloted Flight Of 19-Seat Electric Plane Built To Fly Between Cities

Published Nov 15, 2026, 3:14 PM EST Jack comes to Simple Flying with a lifelong interest in all things aviation. He holds a degree in Aerospace Engineering from Georgia Tech, and is a certified private and remote pilot. Beyond these experiences, Jack previously worked for a corporate flight department where he gained first-hand experience in the world of business aviation. Currently, Jack works in the professional services industry and continues to build his flight hours outside of work. China has completed the first piloted flight of the CE-25A, a 19-seat all-electric aircraft developed for short-distance passenger services between cities. Built by the Commercial Aircraft Corporation of China (COMAC) with domestic partners, the aircraft flew on November 14 in Binzhou, Shandong Province, carrying two pilots and a flight-test engineer. The milestone moves the project beyond its earlier autonomous testing, although commercial operations will depend on completing China’s aircraft certification process. The CE-25A is designed for a maximum range of 215 nautical miles (400 km), a cruising speed of 186 miles per hour (300 km/h), and a maximum takeoff weight of 22,046 pounds (10,000 kg). Its electric propulsion system uses multiple ducted fans distributed across the wings, rather than conventional turboprop engines. COMAC says the aircraft performed normally during the piloted flight, but the test does not yet demonstrate that it can carry paying passengers over its advertised range under airline operating conditions. Ten Electric Fans Power The CE-25A Credit: Neil Firman | Shutterstock The CE-25A uses a distributed electric propulsion system with ten ducted fans mounted above its wings, five on each side. Electric motors drive the fans, replacing the conventional turboprop engines typically found on aircraft serving similar regional markets. This arrangement is intended to provide propulsion while reducing reliance on fossil fuels, although COMAC has not publicly disclosed the aircraft's battery capacity, energy consumption, or charging requirements. Development involved a partnership between COMAC, battery manufacturer Contemporary Amperex Technology Co. Limited (CATL), Shanghai Jiao Tong University, and other domestic organizations. CATL's involvement is particularly relevant because battery energy density remains one of the central constraints on electric aviation. Batteries store substantially less energy per unit of weight than aviation fuel, making it difficult for all-electric aircraft to match the range and payload of conventional designs. The CE-25A's 10-tonne maximum takeoff weight reflects the challenge of carrying enough battery capacity while retaining space for passengers and other equipment. COMAC has not released a detailed cabin layout or confirmed how much payload the aircraft can carry while achieving its stated range. Those details will be necessary to assess its commercial usefulness. Certification Remains A Major Hurdle Before Passenger Service Credit: Simple Flying The November flight follows a series of autonomous tests that began on February 2, 2026, reported by AeroTime. COMAC says the aircraft has completed 19 unmanned flight validations, allowing engineers to assess its systems and performance before placing pilots aboard. The latest milestone adds another stage to the development program, but it does not mean the aircraft is ready to enter airline service. China's Civil Aviation Administration has accepted COMAC's application for a type certificate. This begins the formal process of demonstrating that the aircraft meets applicable airworthiness requirements. Certification will involve regulatory scrutiny of its design, systems, performance, and operating safety, alongside testing to establish that the aircraft can perform reliably under the conditions expected in service. The CE-25A designation also reflects its intended regulatory category. The number 25 refers to China's CCAR-25 transport-category airworthiness standards, which apply to larger commercial aircraft. Meeting those requirements is a substantial undertaking for a new electric aircraft, particularly given the different safety considerations associated with high-voltage electrical systems, battery thermal management, and distributed propulsion. COMAC has not announced a certification completion date, launch customer, aircraft price, or planned entry into commercial service. The company will need to demonstrate not only that the aircraft can fly, but that it can operate safely and consistently within the demands of a commercial schedule. Range Limits Its Initial Market Credit: Andy Feng | Shutterstock The CE-25A's published 400-km range places it in the short-distance regional market rather than the broader commuter segment served by conventional turboprops. Its intended role is connecting cities over relatively short distances, potentially providing an alternative where road or rail journeys are less convenient. It's cruising speed, however, is slower than several existing aircraft in the same 19-seat category. For comparison, the Dornier 228, De Havilland Canada Twin Otter, and Cessna SkyCourier can serve similar passenger markets while offering substantially greater range under their respective published performance assumptions. Their figures are not directly comparable because manufacturers use different payload, fuel, and reserve conditions. Nevertheless, the comparison illustrates the operating limitations an electric aircraft must overcome before competing across a wider network. The CE-25A's stated range also should not be interpreted as the distance it can routinely fly with a full passenger load. Airlines must account for fuel or energy reserves, weather, diversions, and operational margins. Charging infrastructure and turnaround times will also influence how frequently the aircraft can operate. For now, the most realistic opportunity is likely to involve short domestic routes where the aircraft's range is sufficient and charging facilities can be established at both ends. Its first piloted flight demonstrates progress toward that possibility, but certification, payload capability, and operating economics will determine whether the CE-25A can become a viable commercial aircraft.