UK commuter plane manufacturer Britten-Norman and hydrogen propulsion developer Cranfield Aerospace Solutions (CAeS) have announced their intention to merge their businesses, initially to create a fully-integrated zero-emission aircraft for entry into service by 2026. Britten-Norman makes the iconic Islander aircraft, a popular nine-seat commuter plane, while CAeS is pioneering hydrogen-electric fuel cell technology. The two have signed a Heads of Terms Agreement to merge by mid-year, in response, they say, to increasing demand from airlines and other operators wanting to switch to zero-emission aircraft that are backed by an OEM. Their announcement coincides with the rapid expansion of hydrogen powertrain retrofit programmes by ZeroAvia and Universal Hydrogen, and further progress elsewhere in electric and hybrid-electric aircraft development.

Britten-Norman and CAeS have been working together for more than two years on Project Fresson, through which they have been developing technologies needed to enable a hydrogen propulsion system for Islander aircraft. The project has been supported by funding from the UK government through the UK Aerospace Technology Institute, as well as more than £14 million ($17.5m) in private investment funds.

“By combining CAeS’s pioneering development of a hydrogen-electric fuel cell propulsion system with the existing and proven Britten-Norman aircraft technology, a clear and unambiguous route to market has been created with certification for passenger-carrying service planned for 2026,” said the companies on the planned merger.

The new, yet-to-be-named company will bring together investors from both businesses to progress the new integrated aircraft programme, which they intend to evolve from the initial commuter plane to an all-new zero-emission 100-seat aircraft.   

Once the merger is finalised, three CAeS investors, HydrogenOne Capital Growth, Safran Corporate Ventures and UAE-based investment company Strategic Development Fund will invest up to £10 million in the new business. Up to half will come from HydrogenOne, which is leading this funding round. As well, CAeS backers Cranfield University and US-based technology investor Motus Ventures will have shares in the new entity. They will be joined by Britten-Norman’s owners, including lead investor Alawi Zawawi. Further funding is also being raised to support the new company’s growth.

Cranfield Aerospace CEO Paul Hutton said the merger would accelerate his company’s plans to introduce an all-new zero emissions aircraft. “As other sectors decarbonise quickly, it is imperative that the aviation industry accelerates its own transition to new, clean aircraft,” he said. “Looking to the future, we will use the combined experience of Cranfield Aerospace and Britten-Norman to produce an entirely new aircraft design, optimised around hydrogen fuel cell technology.”

Britten-Norman specialises in twin-engine piston and turboprop short take-off and landing (STOL) aircraft, and has exported 97% of the 1,300 aircraft it has manufactured. “The merging of Britten-Norman and Cranfield Aerospace Solutions will create a new market leader in green aircraft manufacturing, bringing together joint strengths in aerospace manufacturing, certification and innovation,” said Britten-Norman’s CEO, William Hynett.

The companies said their merger would also produce the first OEM sub-regional aircraft powered by hydrogen, providing significant employment in low-or-zero emission aircraft manufacturing in the UK and boosting the country’s aerospace exports. The combined entity will incorporate seven sites in London, Cranfield, Gosport, Isle of Wight and Southampton in the UK and in Malta and Miami, with around 220 people employed.

The Britten-Norman merger with CAeS coincides with accelerated testing of two retrofit hydrogen powertrain systems for larger turboprop aircraft, one by joint US-UK company ZeroAvia, the other involving US-based Universal Hydrogen. ZeroAvia is currently testing a hydrogen powertrain prototype on a 19-seat Dornier 228 testbed aircraft and has just take delivery of a Q400 aircraft decommissioned by Alaska Airlines, to be converted to a testbed for a hydrogen propulsion system to power 40-80 seat planes (see article). Universal Hydrogen has also started test flights of a Q300 aircraft, retrofitted with portable hydrogen capsules. Universal’s system enables the transfer of containerised hydrogen pods directly to the aircraft they will power, without the need for separate airport infrastructure.

The shift towards all-electric or hybrid-electric commuter planes is gathering pace, with UK-based lessor Monte Aircraft Leasing the latest customer for the nine-seat Eviation Alice, signing a letter of intent to acquire up to 30 of the twin-engined, all-electric aircraft, which offers a 250 nautical mile (463 kilometre) range and a maximum speed of 480 kph. Monte is a specialist provider of low-or-no emission regional aircraft and supporting infrastructure. The order is the second this year for Eviation, which recently secured another 30-plane deal from Mexican regional operator Aerus.

Another US-based start-up, Odys Aviation, has just secured funding from Abu Dhabi-based aviation advisory group Knighthood Global, whose Chairman, former Etihad CEO James Hogan, and one of Knighthood’s partners, former KLM CEO Camiel Eurlings, will also serve on the Odys advisory board. They join the US Air Force as an investor in this Californian company, which is also competing in the nine-seat commuter aircraft market, but with a high-speed, long-range, hybrid-electric vertical take-off or landing (VTOL) plane. Although it has similar capacity to the Eviation Alice and the hydrogen-electric Britten-Norman Islander, the Odys craft will have vertical take-off and landing capacity, using flap-based thrust vectoring rather than swivelling engines to achieve lift, and enabling it to use airports, heliports or vertiports.

Its hybrid-electric powertrain will also enable it fly up to 320 kilometres on electric power, or just over 1,200 kilometres using a mix of electric and conventional gas turbines, which can be powered by sustainable aviation fuel. It is also designed to fly at up to 30,000 feet and speeds of up to 555 kph, powered by 16 propeller motors attached to a box-wing.

“Our plans are revolutionary, bridging the gap between existing technology and fully electric aviation,” said James Dorris, co-founder and CEO of Odys Aviation. “By collaborating with Knighthood, we will expand our depth of industry experience and market reach to travellers, operators and investors around the world.”

Knighthood Chairman James Hogan said his company’s investment provided an exciting opportunity to participate in development of more sustainable air travel. “Air taxis miss the mark,” he said. “Odys is developing sustainable VTOL aircraft to cut the travel time in half on busy travel corridors and create a new era of aviation untethered from runways and large airports.”

South Korean Advanced Air Mobility service provider MintAir recently signed a letter of intent to acquire 30 of the aircraft.

Image: Britten-Norman/CAeS

Swedish electric aircraft pioneer Heart Aerospace has ditched its initial 19-seat ES-19 design in favour of an all-new 30-seat version with increased range and capacity. The ES-30 features a reserve-hybrid engine powered by sustainable aviation fuel, to provide extra energy or extended range without relying solely on battery power. Existing ES-19 customers United Airlines and Mesa Air Group have upgraded their 200 orders and 100 options to the larger ES-30, while Air Canada has announced purchase orders for 30 and Swedish aircraft leasing company Rockton has signed letters of intent for another 40. As well, Air Canada and the veteran Swedish aerospace company Saab have become minority shareholders in Heart, each investing $5 million. In the US, e-aircraft company Eviation has secured an LOI from Miami’s Global Crossing Airlines Group for 50 nine-seat Alice electric aircraft, whose prototype is set to make its maiden flight next month. Meanwhile, a study by Distrelec has identified Nordic routes with the highest potential for carbon emission reductions from electric flights.

The Heart ES-30 will feature three-abreast seating, a galley and a lavatory, as well as a large external baggage and cargo compartment, exploiting improved zero-emission propulsion technologies to offer higher payloads and longer-range missions than previously anticipated for the first generation of electric commuter craft. It will offer a fully-electric range of 200 kilometres, an extended range of 400 kilometres with 30 passengers, and the ability to fly as far as 800 kilometres with 25 passengers.

“The ES-30 is an electric airplane that the industry can actually use,” said Anders Forslund, founder and CEO of Heart Aerospace, highlighting the greater utility of the larger variant, which will be assembled in Gothenburg, Sweden. “We have designed a cost-effective airplane that allows airlines to deliver good service on a wide range of routes. With the ES-30 we can start cutting emissions from air travel well before the end of this decade, and the response from the market has been fantastic.”

As well as being a Heart Aerospace customer, United Airlines is also an investor. “From the beginning, Heart and United have been on the same page with an acute focus on safety, reliability and sustainability,” said United CEO Scott Kirby. “Heart’s exciting new design, which includes expanded passenger capacity from 19 to 30 seats, and a state-of-the-art reserve-hybrid engine, is the type of revolutionary thinking that will bring true innovation to aviation.”

Michael Rousseau, CEO of new customer and investor Air Canada, added: “We have been working hard with much success to reduce our footprint, but we know that meeting our net zero emissions goals will require new technology such as the ES-30.”

Saab’s new CEO Micael Johansson said his company’s investment in Heart “underlines our commitment to innovative technology and solutions for sustainable aviation. Heart is a pioneer within commercial electric aviation and we look forward to contributing to the future of aviation with our experience of developing solutions at the forefront of technology.” 

Other investors in Heart Aerospace include Breakthrough Energy Ventures, EQT Ventures, European Investment Council, Lower Carbon Capital, Mesa Air Group and United Airlines Ventures.

In addition to firm orders for the new aircraft and the letter of intent from Rockton, Heart Aerospace said many operators that previously signed LOIs for the ES-19 had now upgraded to the ES-30, among them Braathens Regional Airlines, Icelandair, SAS and New Zealand’s Sounds Air. There are now 96 LOIs for the ES-30, which is expected to enter commercial service in 2028 as a zero-emission replacement for existing fossil-fuelled aircraft or to accommodate regional growth.

Its launch coincides with a soaring and competing trend to retrofit older commuter planes with new electric or hydrogen propulsion systems, for which significant orders have been secured by start-ups including ZeroAvia and Universal Hydrogen, both well-backed by major industry players and venture capital investors.

In another electric aircraft development, Miami-based Global Crossing Airlines Group, trading as GlobalX, has signed a letter of intent to acquire 50 all-electric Alice aircraft from US-based Eviation, for delivery from 2027. The inaugural test flight of the Alice prototype is expected to occur next month.

“We plan to offer the aircraft to our cruise line, tour operators, leisure travel providers and business clients with a need for short-haul charter flights across Florida,” said GlobalX CEO Ed Wegel. “The Alice aircraft will allow us to offer sustainable regional flights to and from major markets and is the first step in our initiative to be a zero-carbon emissions airline by 2050.” As well as flights within Florida, GlobalX says the nine-seat aircraft will open opportunities for new passenger routes in the Bahamas and the Caribbean. The company is also evaluating a cargo version of the aircraft, which has also been ordered by freight giant DHL.

In Europe, the electronics and automation group Distrelec has completed a study of flights operating in Nordic countries to identify which markets have the most potential for electric-powered flights. It identified routes in Denmark, Sweden, Norway, Iceland and Finland, which, if converted to zero emission aircraft, could eliminate a combined total of more than 61,000 tonnes of carbon emissions per month, equivalent to 773 aircraft each with a maximum take-off weight of 79,000 kilograms – roughly equivalent to an Airbus A320neo.

The study found that Norway had the greatest potential to reduce flight carbon emissions, with up to 29,038 tonnes likely to be eliminated each month through deployment of electric aircraft, followed by Sweden with 17,260 tonnes, Finland with 6,264, Denmark with 4,177, Greenland with 2,390, and Iceland with 1,994.

Norway’s Oslo-Trondheim air route was identified by Distrelec as the biggest contributor to aircraft carbon emissions in the surveyed markets, with 709 monthly flights averaging 58 kilograms per passenger, while Finland’s Helsinki-Oulu route, while less flown with an average 264 monthly departures, produced the highest CO2 emissions per passenger, averaging 72 kilograms.

The study also assessed 10 regional international routes originating in Nordic countries, which it estimated produced a collective 17,100.5 tonnes of CO2 per month, or 205,206 annually, the equivalent of 2,597 aircraft with a 79,000-kilogram maximum take-off weight.

Image: Heart Aerospace ES-30 in Air Canada livery

A study commissioned by the Netherlands to investigate the feasibility of electric aircraft has concluded commercial services by small, short-range e-planes could begin as early as 2026, reports Tony Harrington. The investigation focused on operations within the Netherlands, and between the Caribbean islands of Aruba, Bonaire and Curaçao, the so-called ‘ABC Islands’ region. It concluded nine-seat electric aircraft, for example the Eviation Alice, could be operated by 2026, while 19-seat electric aircraft, such as Sweden’s Heart Aerospace ES-19, could be in service by 2030. But the report also makes clear that for electric aircraft to enter commercial service, airport and energy infrastructure would require significant upgrading. The Netherlands has committed to stepped decarbonisation of its air transport sector, through 2030 initiatives including a 15% cut in domestic flight emissions compared to 1990, electric taxiing of aircraft and the introduction of hybrid-electric planes up to 50 seats, transitioning by 2050 to zero emission flights on all domestic routes and fully-electric aircraft on flights of up to 500 kilometres.

To develop a framework for the introduction of electric aircraft, the Ministry of Infrastructure and Water Management appointed Netherlands Airport Consultants (NACO), part of the Dutch-based global engineering consultancy Royal HaskoningDHV, and Royal NLR, the Netherlands Aerospace Centre, to explore technical, logistical, energy and financial requirements.

Their report, which has just been presented to the Netherlands House of Representatives, identified challenges including aircraft certification and battery capacity, ground infrastructure, sustainable energy sources and regulations governing the operation of electric aircraft. Multiple initiatives are already underway in the Netherlands, including Power-Up, a collaboration between four regional airports – Eindhoven, Rotterdam-The Hague, Groningen-Eelde and Maastricht-Aachen – to achieve short-range commercial flights with electric planes by 2026. The new study focused on the triangulated air routes connecting Aruba, Bonaire and Curaçao, which researchers deemed ideal for a detailed assessment of the infrastructure requirements and costs of e-aircraft on regional routes.

The flight distance between Aruba and Bonaire is 190 kilometres, while Bonaire-Curaçao is just 79 kilometres, and Curaçao-Aruba is 113 kilometres. Of this compact market, the study observed: “The point-to-point character of the connectivity, and at the same time the short distances, make it very suitable for the introduction of electric aircraft. The inter-island connections have great potential to be replaced by electric nine- and 19-seaters once the necessary infrastructure is there.” 

Acknowledging that “such a transition does not happen overnight”, the study laid out a three-stage strategy to progressively introduce all-electric flights between the ABC islands, beginning with three nine-seat e-aircraft by 2026, one based on each island, supported by a 400-kilowatt charging station at each airport to provide up to 30 minutes of recharging per plane.

By 2030, three 19-seat aircraft would be added, again one per island, supported by an additional 900 kilowatt charging station in each location. This would increase to six the number of electric aircraft serving the ABC market – a nine-seat and a 19-seat plane based on each island, and a total of 1.3 megawatts of charging capacity at each of the airports. Based on 2019 traffic data, these aircraft would replace 50% of the fossil fuel-powered flights now serving the islands.

The final stage of the programme, to be enacted in 2035, would see a doubling of the 2030 e-aircraft fleet and charging facilities, with the introduction of three more nine-seat and three more 19-seat planes, providing the ABC market with all-electric air services operated by 12 aircraft. Each island would host four electric planes – two nine-seaters and two 19-seaters – supported by four charging stations with combined capacity to deliver up to 2.6 megawatts of power during peak periods. That power would be provided either by solar panels or by wind power turbines.

The study concluded that airport energy infrastructure would require significant upgrading to accommodate electric aircraft.

“Charging an aircraft needs to be done swiftly in order to be competitive with regular turnaround times. Therefore, fast chargers are essential for electric aviation,” it said. “The energy supply for the charging stations should be sufficient and robust. During peak hours, enough power should be available to be able to charge multiple aircraft at the same time. Moreover, electric flight can only be zero-emission if the energy is sustainable too. If solar panels or wind energy are used, the peaks of the energy harvest need to be stored. In the early years, converting fully to renewable energy for the amount that is needed is challenging. The whole airport energy system including energy sourcing will need revision.”

Cost was also identified as a significant impediment to the introduction of electric aviation from 2025, unless some financial relief or incentive was provided.

“The ramp-up years might not be economically attractive for airlines or other aviation businesses to implement new aircraft technologies,” says the report. “The risk could result in long waiting time before ordering. Therefore, governments could incentivise the acquisition and operation of electric aircraft and required/associated infrastructure by offering supporting schemes or grants for airlines and airports. Taxation of aviation fuel or exemption of taxes can be used to either create a level playing field or stimulate the business case for electric aviation.”

Esther Kromhout, Director of NACO, one of the research partners, said: “Our study makes a valuable contribution to the discussion about the future of electric flying, and its role in making aviation more sustainable. The roadmap shows what is possible in the near future (2026-2030) based on current technical developments.” 

Martin Nagelsmit, Head of the Sustainability and Environment Department at Royal NLR, said there was “not one holy grail” to address the climate impact of current aircraft. “In addition to electric flying, even more is needed to make aviation more sustainable,” he said. “To adequately tackle the entire spectrum, we must focus on various solutions such as hydrogen propulsion, sustainable aviation fuels and even more efficient aircraft and operations.”

Top image: The nine-seat Eviation Alice electric aircraft could be in service by 2026

New Zealand’s aviation sector has consistently shown a pioneering commitment to sustainability, and is now embracing a move towards electric propulsion, reports Tony Harrington. Regional airline Sounds Air has just announced it will acquire three Heart Aerospace ES-19 electric airliners, emerging as the first Asia-Pacific operator to choose the Swedish all-new aircraft. The carrier’s switch to electric aircraft comes at a time of significant national focus on sustainability, as the New Zealand government, guided by recommendations from the country’s independent Climate Change Commission (CCC), frames the first of three five-year emissions budgets, to be implemented across all industries by 2035. Electric and hydrogen propulsion systems, along with sustainable aviation fuels, were promoted prominently in recent submissions to the Commission from airlines, airports and energy providers, each seeking to influence policies and funding priorities to cut aviation emissions.

From 2026, Sounds Air intends to operate Heart Aerospace’s zero-emission 19-seat planes, initially between the national capital, Wellington, at the base of the North Island, and provincial communities including Blenheim and Nelson atop the nearby South Island. The airline, which currently operates four 12-seat Cessna Caravans and six nine-seat Pilatus PC-12s, is targeting all-electric operations by 2030, with a strategy that could also include retrofitting some of its Caravans should such a modification be available, affordable and viable.

Last year, Christchurch Airport facilitated the first flight of an electric aircraft in New Zealand – a two-seat Pipistrel Alpha Echo – and Sounds Air is now outlining its plans for scheduled flights with e-craft within five years. Chairman Rhyan Wardman said the airline planned initially to operate the ES-19s in addition to its current, conventionally-fuelled Caravans and PC-12s, as it gradually transitioned to all-electric operations.

The ES-19s will have an operating range of 400km, precluding nonstop service between all destinations on the Sounds Air network, but Wardman said improved battery capacity was expected to deliver longer-range versions of the aircraft towards the end of the decade, enabling unrestricted network coverage.

He said the airline was considering reducing its fleet of Caravans once the ES-19 entered the fleet, but added it might still retrofit some aircraft with electric propulsion systems if conversions were certificated, although it did not want to lead such a programme. Wardman was not aware of any plan by Pilatus to provide electric propulsion for the PC-12, but said Sounds Air would be interested in exploring such an option if offered.

The decision to introduce three ES-19s, and likely more, followed an extensive review of proposed electric and hydrogen-powered aircraft, including retrofitted versions of current aircraft types, revealed Wardman. Inspired by concept designs of Eviation’s Alice all-electric commuter aircraft at an international air show prior to the pandemic, he said the airline quickly recognised zero emission regional aircraft were appearing on the horizon at a time when Sounds Air was shaping its long-term growth strategy.

“We already knew that we needed to migrate from the Caravans and PC-12s to a 19-seat aircraft, and as we delved more into it we realised that we could be an early adopter of the next generation of regional aircraft,” he explained. “We thought if it was going to be airlines like ourselves who led this change, then why not us?”

Sounds Air approached New Zealand’s Energy Efficiency Conservation Authority with details of the re-fleeting plan, and secured funding support to conduct a feasibility study to identify the optimal aircraft type and energy source for its new operations. The airline also engaged with airports in its network, in particular its biggest gateway, Wellington, as well as electric power suppliers Marlborough Lines and Mercury Energy to help inform its decision.

“We were fairly agnostic about what technology we would embrace as long as it propelled our ambition for zero emission operations,” said Wardman. “We looked at all of the aircraft in development and in the end, it came down to two main contenders, Heart Aerospace and ZeroAvia, which was testing hydrogen options.”

He reported significant work was now required to gain certification of the ES-19 for operation in New Zealand, a process he was confident would be aided by European and American certification of the type for customers Finnair, with orders for 20, and United Airlines and its regional partner MESA, with orders for 200. Others such as Icelandair are also actively considering the ES-19 for their regional services.

But for New Zealand’s aviation industry, the shift to decarbonising technology is not just focused on electrifying short-range flights. It also wants to expedite the shift to hydrogen and sustainable aviation fuels to help decarbonise medium to long range operations.

In its submission to the Climate Change Commission, national carrier Air New Zealand said it expected to reduce emissions on domestic routes “from electric, hybrid, and/or hydrogen aircraft,” and predicted that by 2035 30% of domestic flights in New Zealand would be electrified.

In parallel submissions to the Commission, Christchurch Airport and Hiringa Energy provided strong endorsements of hydrogen propulsion for medium range flights.

“The leading development pathway for domestic fleet to low emission fuels is the conversion or retrofit of existing aircraft with hydrogen-electric powertrains,” they said, using the example of turboprop Q300 aircraft, a type operated by Air New Zealand, and a major focus of technology transitioners such as Universal Hydrogen. They argued that switching existing turboprops to fuel cell technology would not only enable reshaping of regulations and infrastructure for domestic operations, but also carve a path towards carbon-free narrowbody flights between New Zealand and neighbouring Australia.

Rhys Boswell, Christchurch Airport’s General Manager Strategy and Sustainability, said initiatives including the country’s first electric flight, the continued provision of ground power for aircraft using gates in its terminal, participation in a detailed industry assessment of hydrogen power, and the appointment of a major external consultancy to help identify and structure a future fuel supply strategy, were all clear steps by the airport towards decarbonising aircraft operations, in addition to substantial measures already taken to reduce emissions from its own activities, and consideration of further initiatives including sustainable financing.

“We’re optimistic that the New Zealand domestic market could be one of the first in the world to operate electric or hydrogen powered aircraft,” he said. “We’re signalling to the airlines that we’re thinking of the infrastructure investment needed to support their future operations.”

Although strongly supportive of new propulsion technologies for short to medium haul operations, Air New Zealand’s representation to the Climate Change Commission advocated strongly for the production of sustainable aviation fuels (SAF) in New Zealand, alongside imported supplies to help ensure diversification and continuity of supply. Air New Zealand urged “an aviation-specific energy strategy”, which, among other things, incentivised SAF production, prioritised feedstock supply for low-carbon aviation fuels and established a graduated blending mandate.

“SAF is the key aviation decarbonisation technology immediately available. For long-haul air travel, SAF is the only current option for decarbonisation,” said the submission. “As well as enabling real abatement, investment in the development of a SAF sector would come with strong associated economic and social benefits to Aotearoa (New Zealand), including by creating skilled jobs benefiting regional Aotearoa in the construction and operating phases, and enabling more resilient fuel supply chains rather than relying solely on imported fuels.”

Air New Zealand said a SAF consortium, in which it is partnered with SAF specialists Scion, Z Energy, LanzaTech and LanzaJet, “has shown there is a viable pathway to SAF production in Aotearoa based on forest residues, supplemented by waste and, over time, power-to-liquid technologies.”

Another potential fuel base it identified was sugar beet, which is used in ethanol production but not currently certificated as a sustainable feedstock in New Zealand.

“Policies are needed to prioritise feedstock use for SAF production given it is more expensive to produce and is the only technology available for meaningful aviation decarbonisation,” the airline said.

Air New Zealand stated emissions reductions in New Zealand from the use of SAF would occur from 2025. It suggested enabling measures including a SAF production incentive per litre, capital grants to help establish SAF production and infrastructure, together with financial incentives for feedstocks that are sold for mandated SAF production. The SAF consortium said 200 million litres of SAF could be produced domestically by 2035 and 1,000 million litres by 2050. But, added the airline, “given the lead time that is required to establish SAF production in Aotearoa (five years), and the criticality of SAF to aviation decarbonisation, urgent action is required.”

Image: Heart ES-19 in Sounds Air livery

Cargo operator DHL Express and Brazilian airline Azul have become the latest carriers to join the early pacesetters in making commitments to take delivery of all-electric aircraft in the coming years, reports Mark Pilling. DHL has ordered 12 all-electric Eviation Alice eCargo aircraft from the Seattle-based manufacturer, with deliveries expected to begin in 2024. In its cargo configuration, the aircraft will be able to carry 1,200kgs of freight. In the other development, Munich-based all-electric aircraft pioneer Lilium jointly announced with Azul that the two companies intend to enter negotiations to build an exclusive electric vertical take-off and landing (eVTOL) network in Brazil. If this deal comes to fruition, Azul will acquire 220 seven-seater all-electric eVTOL Lilium Jets with the first aircraft expected to enter service in 2025. Lilium has also announced new appointments to its board of directors, which is chaired by former Airbus CEO Thomas Enders.

Eviation’s deal with DHL is its first order for the Alice aircraft. The financial terms of the deal have not been revealed. “With this engagement DHL aims to set up an unparalleled electric Express network and make a pioneering step into a sustainable aviation future,” said the express service operator. “We firmly believe in a future with zero-emission logistics,” said John Pearson, CEO of DHL Express. “Therefore, our investments always follow the objective of improving our carbon footprint. On our way to clean logistics operations, the electrification of every transport mode plays a crucial role and will significantly contribute to our overall sustainability goal of zero emissions. Founded in 1969, DHL Express has been known as a pioneer in the aviation industry for decades. We have found the perfect partner with Eviation as they share our purpose, and together we will take off into a new era of sustainable aviation.”

Eviation said the Alice is on track for its first flight later this year. The aircraft has been specifically designed so that it can be configured for e-cargo or passengers. It can be flown by a single pilot and will carry 1,200 kilograms of cargo. Eviation said it will require 30 minutes or less to charge per flight hour and have a maximum range of up to 815km and be capable of operating in all environments currently serviced by piston and turbine aircraft. “Alice’s advanced electric motors have fewer moving parts to increase reliability and reduce maintenance costs,” explained Eviation. “Its operating software constantly monitors flight performance to ensure optimal efficiency.”

The aircraft is ideal for feeder routes and requires less investment in station infrastructure, said DHL, and can be charged while loading and unloading operations occur, ensuring quick turnaround times that maintain tight schedules.

“From day one, we set an audacious goal to transform the aviation industry and create a new era with electric aircraft,” said Eviation CEO Omer Bar-Yohay. “Partnering with companies like DHL, who are the leaders in sustainable e-cargo transportation, is a testament that the electric era is upon us. This announcement is a significant milestone on our quest to transform the future of flight across the globe.”

Added Eviation’s Executive Chairman, Roei Ganzarski: “The next time you order an on-demand package, check if it was delivered with a zero-emission aircraft like DHL will be doing. With on-demand shopping and deliveries on a constant rise, Alice is enabling DHL to establish a clean, quiet and low-cost operation that will open up greater opportunities for more communities.”

In May, DHL Global Forwarding joined United Airlines’ Eco-Skies Alliance programme along with other global corporations to purchase emissions reductions from the use of sustainable aviation fuel (SAF) through a ‘book and claim’ mechanism. The programme’s participants will contribute towards SAF purchases of 3.4 million gallons (12.9 million litres) this year, leading to a total reduction of around 31,000 tons of GHG emissions on a lifecycle basis compared to conventional jet fuel.

The decarbonisation of its operations is one of the main pillars of Deutsche Post DHL Group’s new sustainability roadmap announced in the first quarter of 2021. The Group said it is investing €7 billion ($8.2bn) by 2030 in measures to reduce its CO2 emissions. The funds will go towards electrification of its last-mile delivery fleet, sustainable aviation fuels and climate-neutral buildings. On the way to the zero emissions target by 2050, which has already been in place for four years, the company said it is committing to new, ambitious interim targets. The Group has committed to reducing its greenhouse gas emissions by 2030 in line with the Paris Climate Agreement.

At the headline level, the commercial and strategic alliance between Lilium and Azul would potentially be worth $1 billion. “Lilium plans to work with Azul to radically transform high-speed regional transportation in a country which sees close to 100 million domestic air passengers a year and is currently one of the world’s leading civilian helicopter and business aviation markets,” said the companies in a joint announcement. “Combining Azul’s deep knowledge of the Brazilian market with Lilium’s unique eVTOL aircraft platform, the companies plan to negotiate the terms for the establishment of a co-branded network in Brazil. As part of the commercial arrangement, Lilium would intend to sell 220 aircraft for Azul to operate across the network expected to start in 2025 for an aggregate value of up to $1 billion. The strategic alliance and aircraft order with Azul remain subject to the parties finalising commercial terms and definitive documentation.”

Azul would expect to operate and maintain the Lilium Jet fleet, while Lilium would provide an aircraft health monitoring platform, replacement batteries and other custom spare parts. Azul also expects to support Lilium with the necessary regulatory approval processes in Brazil for certification of the Lilium Jet and any other required regulatory approvals.

Lilium said it plans to be in operation in multiple regions in 2025, offering the opportunity to travel faster than existing high-speed alternatives and with zero-operating emissions. Lilium’s Brazil launch plans would be expected to provide significant incremental revenue alongside previously announced network launch plans in Germany and Florida in the United States.

Daniel Wiegand, co-founder and CEO of Lilium said: “Azul has brought convenient and affordable air travel to underserved markets across the Americas and this makes them an ideal partner for Lilium. We’re excited to work with Azul’s seasoned team to deploy a co-branded eVTOL network in Brazil.”

Azul CEO John Rodgerson said: “Azul is the largest domestic airline in Brazil in terms of cities served and daily departures. Our brand presence, our unique route network, and our powerful loyalty programme give us the tools to create the markets and demand for the Lilium Jet network in Brazil. As we did in the Brazilian domestic market over the last 13 years, we look forward to again, now with the Lilium Jet, working to create a whole new market in the years to come.”

David Neeleman, Chairman of Azul, said: “Since Azul’s founding 13 years ago, the Brazilian aviation market has doubled with Azul capturing almost 60% of the growth. We know how to create and grow new markets, and once again we see huge market opportunity by bringing the Lilium Jet to Brazil.” Lilium has also announced the appointment of Gabrielle Toledano, COO at Keystone Strategy, and Henri Courpron, founder and Chairman of Plane View Partners, and former chief executive of ILFC and Airbus North America, to Lilium’s board of directors. The board will be chaired by former Airbus Chief Executive Thomas Enders, upon completion of a previously announced merger with Qell. Led by Barry Engle, a former president of General Motors North America, Lilium’s deal with Qell Acquisition Corp will provide it with access to capital and industry experience.

Top image: DHL Express has ordered 12 all-electric Eviation Alice eCargo aircraft

Mark Pilling

GreenAir Contributing Editor

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