Lilium is a German aerospace company founded in 2015 developing a fully electric jet that can take off and land vertically and has zero operating emissions.
After nearly 30 years at Airbus, you joined Lilium in October 2022. What has been the biggest difference between working at a major OEM where you oversaw the A320 family program to joining an eVTOL start-up?
A big, established, mature company can be corporate, cumbersome, and slow. On the flip side, it has a common culture and processes, people are more in execution-mode avoiding redundant efforts and understanding a product’s life cycle. They know that it’s not just about development, but also generating cash for customers. In a startup, everything is agile with short decision-making processes, and no politics. There's often a perception of infinite freedom, but transitioning from innovation to delivery can be hard. Our team is from a range of sectors and over 20 different aerospace companies are represented, so aligning everyone's approach can be inefficient. You also lack the network and strong cash base, constantly needing to secure funds.
It’s a very different experience, but the shift to a young company with new technology was the right step for me as going from big aircraft to small, and from an established company to a young one, was appealing. Conventional aerospace sees batteries as dangerous and more challenging, but now they're the biggest part of our aircraft and ultimately the most sustainable solution compared to e-fuels, which are less challenging for legacy companies.
Much of the discussions around the potential of eVTOLs are in urban environments, but Lilium’s technology is centred around regional travel - why is that?
We believe less in the urban market than our competitors; we can do what they do in cities, but with six people and more safely. Urban markets face obstacles like landing site availability, and political and social acceptance so establishing a network of landing sites in cities is difficult. However, while we are far from a 100-seater flying 2000 kilometres, we are aiming for the decarbonization of larger transports. Our technologies such as the energy system, propulsion, and flight control, are scalable for larger aircraft. The regional market is more lucrative, less regulated, faster to access, easier to establish and connects longer distances.
Europe has a very advanced recognition of the eVTOL market, with strong engagement from authorities like EASA. They view eVTOLs as a significant transport means for millions and set high safety standards similar to those for large commercial aircraft like the Airbus A320 and Boeing 737. This high safety requirement poses challenges for sophisticated design, but EASA’s proactive approach helps. They’ve already put operating rules in place, unlike the FAA which lags behind by 2-3 years. Europe’s readiness with regulations and infrastructure is beneficial, though China might still outpace everyone. The Middle East, especially Saudi Arabia, shows strong ambition with its Vision 2030, aiming to lead in innovation and decarbonization.
Where are you seeing the most appetite for your products which are also expanding infrastructure to accommodate electric jets?
The key markets will be North America, Europe, China, India, and the Middle East. Areas with water obstacles and congested islands like the Philippines and Indonesia would also benefit. Premium markets where helicopters and business jets are currently used will welcome eco-friendly and efficient jets. The big business lies in the shuttle market, with new types of airlines or spin-offs from legacy carriers focusing on eVTOLs. Deals like those with Saudi in Saudi Arabia and UrbanLink in the U.S. show the emerging market for dedicated eVTOL operators.
China is advanced and sees this as an opportunity to lead - similar to their success with BEVs. Its megacities and proximity within 200 kilometres make it ideal for our aircraft - like connecting the Hong Kong Bay Area with 85 million people. The government supports eVTOLs and infrastructure, with regulations already in place. Shenzhen is a lighthouse project for the low-altitude economy, with drones already delivering food. India‘s regulation speed is slower than China’s, but it also has huge market potential with its large population, congested cities like Delhi or Bangalore, and challenging infrastructure; moving around by air is simpler than by road or rail.
You mentioned technologies in terms of flight control and propulsion control. Could you explain to us briefly why essentially that would be better?
Helicopters are limited in size and less aerodynamic; but our jet aircraft resembles a Ferrari in the automotive world. We use small engines integrated into the wing, which allows better control through engine thrust, eliminating the need for many control surfaces like rudders, flaps, and spoilers. The more extras you add to an aircraft, the harder the certification process is, but our aircraft uses simple small electric motors without gearboxes or pitch propellers - it’s simpler to maintain, faster, and less prone to failures.
This design enhances aerodynamics compared to rotary aircraft, making our design superior for our intended use. The complexity is in the software, controlling 30 engines independently. It allows over-the-air updates for performance and safety improvements, unlike complex hardware which is costly and time-consuming to replace.
The eVTOL market is increasingly competitive. What does Lilium's roadmap look like as it increases capacity and emerges as one of the last eVTOL companies standing?
There are studies suggesting much bigger aircraft are feasible. Battery capacity growth is forecasted at 5-7% annually, but we believe it will be faster with next-generation batteries. By the mid-next decade, with battery improvements and more efficient energy use, we could see aircraft flying close to 1000 kilometres. By 2040, a 100-seater aircraft flying 2000 kilometres could replace 80% of all flights today, covering 50% of passenger miles with zero emissions. Hydrogen will play a role but battery technology will dominate for most flights. E-fuels will cover segments that batteries and hydrogen can't reach. By 2040, large aircraft on e-fuels and smaller ones on batteries will be the norm.
For certification, we need extensive tests—flight and ground—and analytical work. Flight tests will start soon with a fleet of six aircraft. The first is almost ready, the second halfway, and the third will start assembly soon. We plan about 900 flight test hours over one and a half years to certify. We aim to start serial production before certification, ensuring immediate delivery post-certification. This realistic flight test program anticipates design or production changes in the first half year and focuses on certification in the second half. This approach mirrors what big players like Airbus and Boeing do, allowing us to deliver to customers promptly. We have an undisputed product in terms of performance and significant market interest. This will lead to more deals and financial support, including public funding. We have opened a new field of funding and are close to securing support. Our superior product, successful commercialization, and company maturity set us apart. Visitors can see our organization resembles a smaller version of Airbus, not just because many of us are from Airbus. Our setup and organization give investors confidence, distinguishing us from others in the market.
What are the motivations behind the partnership with Group ADP and what are you hoping it will achieve?
A holistic approach to eVTOLs requires aircraft, infrastructure (vertiports), support systems, and regulatory frameworks. ADP is a significant partner in France, particularly around Paris, and also has assets in Turkey, Saudi Arabia, and India, which align with our key markets, as well as partnerships with Abendee, Fraport, ACA, and Lufthansa group. Working with companies with global assets is crucial. Integrating vertiports with existing airports and airspace, while maintaining seamless operations, is essential. These partnerships ensure that our customers have the necessary infrastructure and support to operate our aircraft effectively.
