Eve Holding, Inc. 2026 Q2 Earnings Call

Good morning, everyone. This is Lucio Aldworth, the director of investor relations at Eve. I want to welcome everyone to our second quarter 2026 earnings conference call. Our CEO, Johann Bordais, and CFO, Eduardo Couto, are joining me on the call today. After their prepared remarks, we're going to open the call for questions, at which point Marcelo Basile, our chief flight prototype engineer, will also join us to address more technical questions. We have a deck with a few slides and additional pictures that showcase our achievements in the quarter, including, of course, the more recent stages of the test flight of our full-scale prototype. The deck is available on our site at ir.eveairmobility.com. Please feel free to download and follow along.

In fact, we just published on our investor relations website a video of our most recent transition flight. We encourage all investors and analysts to watch it. Let me first mention that today's conference call includes statements about events or circumstances that have not yet occurred. These are primarily based on our current expectations and projections regarding future events and financial trends that will affect our business and future economic performance. These forward-looking statements are based on current expectations and involve risks and uncertainties that could cause financial results to differ substantially from those expressed or implied in this conference call. We undertake no obligation to update publicly or revise any forward-looking statements because of new information, future events, or other factors. For a more detailed list of these risks and uncertainties, please refer to our SEC filings, which are available on our website.

I'll turn it over to our CEO, Johann Bordais.

Thank you, Lucio. Good morning, everyone, and welcome to our second quarter 2026 conference call. We had a good quarter with several milestones demonstrating steady progress. After the inaugural flight of our engineering prototype last December, we went through a series of hover flights. We concluded a planned ground test period of three months of software upgrade, and which led to us to resume our flight campaign towards full transition by the end of this year. These three major phases validate not only our building block concept by extensively testing every part, but also the integration of critical systems such as fly-by-wire and fixed-pitch lifter rotors. In parallel, we continue our rig testing of different components for our commercial aircraft and interact with certification authorities and partners. Lastly, we will go through the new LOI agreements announced at the Farnborough Airshow.

The slide three details some of the tests we performed between May and July in preparation for transition. As I mentioned previously, we uploaded new software to optimize the synchronization between the lifters and the pusher to sustain lift during all the phases of flight. We also made sure that pusher, avionics, actuators, flight control, and other systems were tested again on the ground, this time with motors powered on and the aircraft anchored on the ground. On slide four, we wanted to show you some additional details of the vibration test we perform on the ground. Because of wing-borne flights bring to the aircraft different pressure points, vibration, or aerodynamic loads, we attach a shaker device to the lifters to simulate and assess resulting oscillation in the entire aircraft. Slide five shows the progress of our accumulated flights.

With successful completion of our ground test, we cleared the prototype to get back in the air and start transition flights. In total, our prototype flew 66 times and logged two hours, 46 minutes of airtime. Importantly, the prototype now enters a new phase with partial transition. This is when we gradually accelerate the aircraft by engaging the pusher, but still maintain the lifters powered on for the lift. The pusher was engaged at first with low RPMs and then powered up to around 1,200 RPMs, allowing the aircraft to fly forward at 30 knot speed, which is about 35 miles per hour. In the coming weeks, speed will progressively increase to 60 knots and then to 80, 90 knots to complete the full transition. At that moment, the lifters will be powered off and all lift will come from air passing through the wing, flying like an airplane.

This is the aircraft's ultimate mission. Take off vertically, transition to wing-borne flight, and then transition back to vertical flight for landing procedures. Slide six shows some pictures and has a link of a video of one of the latest transition flights. The video is also on our website and social media platform. Now, more than quantity, our flight campaign also demonstrates quality. Every flight is diligently planned to test and validate specific aircraft components or flight metrics, and in total, we have validated 150 test points. It is precisely these validations that allow us to move ahead with confidence. Moving to slide seven. We can see here part of our physical infrastructure that supports our entire program development with more than 15,000 accumulated hours of testing.

We continue testing different components separately in specific rigs to continue optimizing their individual performance and have now deployed a second Iron Bird dedicated to flight control system integration. As a reminder, our first Iron Bird is a deconstructed eVTOL in which we integrate all the different actual components of an eVTOL into a physical system to make sure all the systems work properly together. This is part of our testing process that should expedite the testing and the certification efforts, which also reduce the program cost. In parallel, on slide eight, we continue to advance our certification process with Brazilian certification authority, ANAC. The means of compliance are almost completed with ANAC. These are the tests that need to be successfully performed on different components to certify the aircraft. Interestingly, few suppliers have already started testing some of the components that have means of compliance aligned already with ANAC.

Separately, ANAC opened a new consultation with industry stakeholders on the updated airworthiness certification base, reflecting the requirements alignment with FAA. This is another important step in the EV100 certification process and contributes to the development of a robust regulatory framework for eVTOLs. Following the consultation period, which ends on August 18th, ANAC will review the comments received and assess the potential refinements on the criteria. In addition, ANAC published a proposed noise certification criteria for the EV100, which is the result of an extensive engagement between Eve and ANAC, drawing on existing aviation noise regulations. Lastly, we applied through ANAC for type certification validation by EASA, and it is expected to certify our aircraft for European markets 12 to 15 months after ANAC and FAA. On slide nine, we continue to prepare readiness of necessary infrastructure for safe operation and eVTOLs.

We have partnered with Hitachi, a global technology leader in electrification, to ensure the vertiports can be reliably connected to a power grid and equipped to handle the high-demand, high-frequency operations. This includes enabling sufficient power capacity, managing fast-charging cycle, and integrating new demand in existing energy systems. In Florida, we also partnered with Florida Department of Transportation, focused on delivering insight in the infrastructure, operational procedures, and airspace navigation procedures needed to enable the safe and efficient integration of UAM into Florida's transportation network. On slide 10, you can see the timeline to certification. As I mentioned previously, we are now in the transition phase. We are around 30 flights away to full transition. Meanwhile, we are conducting a critical design review with our suppliers for each system and component that will be featured in our coming conforming prototype.

This will allow us to release drawings and continue manufacturing components within the required specs to produce and test our conforming vehicle in 2027. With that, certification and entry to service is expected for 2028. Considering that we will need to fly our conforming prototype for around 12 months after the first crewed conforming prototype flight planned for the second half of 2027. Slide 11, we had a successful outcome at the Farnborough Airshow. We met with several industry leaders, customers, and partners, and we met several investors at the show. We also announced the two new LOI for a total of 46 aircraft from Moov for operations in Cape Verde and Shearwater of Bay Point Capital Company, a new lessor in our backlog.

This is a good segue into slide 12, which shows a total pre-order backlog of approximately 2,700 aircraft valued at about $13.5 billion at list price, including the two new LOIs signed this quarter and announced at the Farnborough Airshow. Now, I hand it over to our CFO, Edu, for the second quarter of 2026 financial review.

Thanks, Johan. On slide 13, Eve ended second quarter 2026 with $403 million in cash and total liquidity of $531 million, which includes $128 million in undrawn credit facilities. We believe the current level of liquidity is enough to support operations through 2028 without new funding. Importantly, we have already started to capture some of the synergies and cost avoidance we had identified and announced it in the first quarter. Again, we have worked extensively with Embraer to find new ways to reduce our cash burn until certification, and our initial review indicates we can achieve $100 million-$150 million in potential synergies in the next three years, supporting our cash runway. In the first semester of 2026, total cash burn was $118 million, and our total consumption for the year should remain close to the midpoint of our guidance between $225 million and $275 million.