Transcript
[00:00:00] â Ben Neivert:
Hello and welcome to the stream! It looks like people are starting to joinâweâre up to about 14 attendees, so thatâs great. Hopefully, everyone can hear us okay. Weâre really looking forward to todayâs conversation. Weâve got a fantastic group of aviation enthusiasts here, and weâre excited to hear your thoughts.
Michael, Paulaâare you both looking forward to this?
[00:00:50] â Paula Williams:
Definitely! I was really excited to see the wide range of people who registered for this eventâfolks from all across the aviation industry. Itâs inspiring to see so much interest in this project.
[00:01:06] â Ben Neivert:
Excellent. It looks like everythingâs working as expected, so letâs go ahead and get started.
Paula, Iâll let you kick things off, and then we can move into the questions we received ahead of time. For those of you watching liveâfeel free to drop your questions in the chat, and weâll do our best to answer as many as we can. And if we donât get to yours today, weâll follow up afterward.
Welcome, everyone!
[00:01:30] â Paula Williams:
Weâre really, really happy youâre here. While weâre waiting for more people to join, please take a moment to introduce yourselves in the comments. Tell us where youâre from, what part of the aviation world you work in, and what youâd like to learn during this series.
[00:01:51] â Paula Williams:
A couple of housekeeping notes as we get started: Weâre planning to go for about an hour today. And this wonât be the last event in the series about DBT Aero. If you experience any streaming issues, try refreshing your browser or clicking the link again to rejoin. The session is being recorded, so youâll be able to watch the replay if anything glitches.
Youâll see a comment box just below the videoâuse that to drop your questions at any time. During our tests, we noticed thereâs about a 30-second delay between what weâre doing on Zoom and what youâre seeing on LinkedIn, so thanks in advance for your patience!
[00:02:53] â Paula Williams:
Letâs start with some quick introductions. Iâm Paula Williams with ABCIâwe help aviation companies sell more of their products and services. And Iâm so pleased to be working with Ben and Michael. Weâve been collaborating on this project for quite some time, and itâs been both exciting and rewarding.
Also, a quick shoutout to Angel, whoâs helping out behind the scenes todayâsheâll be moderating the comments. So, if you see her name pop up, thatâs who that is.
Michael, would you mind introducing yourself?
[00:03:39] â Michael Duke:
Sure thing. Hi, Iâm Michael Duke, CEO of DBT Aero.
Just to give you a bit of background: I spent the first two decades of my career working in a variety of tech roles, including management consulting and serving as an IT director for a Fortune 200 company. One of my key projects was developing a corporate cloud computing networkâthis was before cloud computing was mainstreamâso Iâve always gravitated toward innovation.
The past 20 years, however, have been all about aviation. I purchased and turned around a struggling FBO, imported and distributed light sport aircraft, and after 19 and a half years of working toward itâfinally earned my pilot certificate! So, if anyone out there is working on becoming a pilot, hang in thereâyou can do it!
In 2019, I co-founded DBT Aero to commercialize our patented ultra-efficient double box tail design. Weâre also focused on integrating advanced propulsion systems and simplified flight controls so that our aircraft remain on the leading edge of performance and usability.
And with that, Iâll turn it over to Ben.
[00:05:01] â Ben Neivert:
Thanks, Michael.
As Michael mentioned, this is our first Zoom-to-LinkedIn live stream, so we appreciate everyoneâs patience. Weâre planning to do more of these in the future, so feel free to drop comments with topic ideas or suggestions.
Now, a bit about me: Iâm Ben Neivert, Chief of Staff at DBT Aero. Iâve been with the company for just under a year. Aviation has always been a passion of mineâIâve been a pilot since high school, worked as a charter pilot and flight instructor (which helped pay for college), and Iâm especially passionate about regional air transport.
I hold a degree in mechanical engineering with a specialization in aerospace, along with an air commerce degree and an MBA. I started my career working for an aircraft manufacturer, then transitioned into roles focused on operations, process improvement, and technology. I also spent some time teaching in an MBA program.
[00:06:57] â Ben Neivert:
Iâm really excited to talk with all of you today about our aircraft and the opportunities we see in regional aviation. Weâd love for you to participate activelyâask questions, share your thoughts. Weâre here to have a conversation.
[00:07:07] â Paula Williams:
Absolutely. We received some great questions in advance, so weâll start with those. And just a reminderâfeel free to type your own questions into the chat. The more interactive this is, the more fun and informative it will be for everyone.
So letâs dive in.
First question for Ben:
Why are you developing this aircraft when there are already so many options on the market?
[00:10:10] â BN:
Thatâs a great question. As I mentioned earlier, Iâm very passionate about aviation and have worked on new aircraft development before. Once you dive into the economics of regional air transport, it becomes clear that itâs difficult to operate profitably in rural or low-volume areas. We believe we can change that by dramatically improving efficiency and reducing operational costs. That opens the door for more operators to succeedâand more communities to be servedâwithout requiring subsidies or unaffordable ticket prices.
[00:10:42] â BN (continued):
Also, our aircraft isnât just âanother regional airplane.â Itâs built on a combination of breakthrough technologies. Michael will share more on that in a moment. But what excites us is the potential for better economics, broader utilityâcargo, air ambulance, and moreâand significantly reduced noise and emissions.
[00:12:19] â PW:
Right, and that leads nicely into the next question: What technologies make the DBT Aero aircraft truly different?
[00:12:53] â MD:
Thanks, Paula. What sets us apart is how weâve combined proven aerodynamic principles in a new way. The design promotes smooth, laminar airflow over the entire aircraft, reducing both drag and noise. The fuselage not only increases cargo and passenger spaceâitâs also a lift-generating surface. And the double box tail? Thatâs where things get really interesting.
Our patented design allows for positive aerodynamic interaction between the wings and upper control surfaces. That means better low-speed handling, shorter wingspans, and improved overall efficiency.
[00:14:20] â MD (continued):
This design gives us a stiffer wing structure, which improves both aerodynamics and structural integrity. And while the aircraft looks âshort-coupled,â flight tests have shown itâs actually very stable, with reduced yaw and smooth handling.
Plus, the aircraft is propulsion agnostic. Weâre flying our manned proof-of-concept with a traditional engine, but weâve already flown unmanned versions using electric. Weâre looking at hybrids, SAF, hydrogen, and fuel cells as future power options.
[00:15:42] â PW:
Fantastic. Ben, anything youâd like to add before we move on?
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[00:15:49] â BN:
Yes, actually. Weâve had a few questions about rural and underserved regions, and I want to emphasizeâweâre not trying to compete with big hubs. Weâre targeting areas that are underutilized or overlooked. Our aircraft is ideal for places where economics and accessibility matter most.
Weâre also working on scalingâfrom drones to manned aircraftâand validating that our design performs as expected across sizes and mission profiles. The real win is combining several advanced technologiesâlaminar flow, wide-body fuselage, fly-by-wire systemsâinto one optimized platform.
[00:17:14] â PW:
Great segue into the next question, which is about real-world benefits for operators. Michael, what should aviation operators know about how this aircraft changes their business?
[00:17:38] â MD:
There are lots of benefits. For starters, our testing shows over 30% fuel or energy reduction compared to aircraft of a similar wingspan. That means direct operating cost savings, less frequent fueling or charging, and quicker turnaround times.
And weâre not just more efficientâweâre faster. With similar powerplants, our aircraft cruises faster and farther. So thatâs increased productivity without increasing fuel burn.
[00:18:49] â MD (continued):
For passengers, you get a quieter, smoother ride in a more spacious cabin. For cargo carriers, the aircraft handles bulkier loads without running out of volume before hitting weight limits. That translates into a lower cost per ton-mile.
Operators benefit from easier pilot training, improved safety characteristics, and fewer moving parts. And for communities, reduced emissions and noise make us a better neighborâenabling more flexible scheduling and 24/7 operations in sensitive areas.
[00:20:00] â BN:
Iâd add that we look at benefits in three categories:
First-order benefits are directâlower fuel consumption, lower operating costs, better performance.
Second-order benefits involve rethinking your network. Can you cut a hub? Reach farther with fewer aircraft types? Probably.
Third-order benefits are what you unlockânew markets, services, or missions you couldnât support economically before.
Thatâs where things get really exciting.
[00:23:10] â PW:
Letâs talk data. Michael, how did you confirm the 30% performance improvement over comparable aircraft?
[00:23:33] â MD:
Great question. We validated performance using multiple tools: aerodynamic equations, CFD modeling, and real-world flight tests. Importantly, our data compares airframes using the same propulsion system. The gains come from our designânot engine upgrades.
And when we do start combining our design with advanced propulsionâhybrid, electric, or hydrogenâwe expect even greater performance gains. Possibly 50%+ reductions in energy consumption. Itâs a multiplier effect.
[00:25:28] â BN:
Thatâs a key point. If you try to put new propulsion tech on todayâs aircraft, it often underperforms. Why? Because the aerodynamics are outdated. When you start with a clean, efficient airframeâlike oursâthat same electric or hydrogen system suddenly becomes viable. The power demands drop dramatically.
[00:27:02] â MD:
Exactly. The analogy we use is the EV revolution in cars. Streamlining body designs is what enabled electric vehicles to succeed. You canât put EV tech in a 1930s sedan and expect 300-mile range.
[00:29:21] â PW:
Speaking of legacy aircraftâwhat models did you benchmark against?
[00:29:47] â BN:
For GA, we looked at aircraft from Beechcraft, Cessna, Cirrus, Diamond, and Piper. For regional comparison, the Cessna 208 Caravan stood out. Itâs a workhorse for both passengers and freight, and thatâs the size category weâre targeting.
Whatâs exciting is that we believe we can outperform the Caravan on speed, efficiency, and comfortâand offer more versatility.
[00:31:00] â MD:
Right. Our larger cabin, lower noise, and improved training characteristics could significantly reduce total cost of ownership. Plus, offering one aircraft type that covers multiple missions means less complexity and lower costs for operators.
[00:32:29] â BN:
Weâre especially focused on regional deliveryâlike medical supplies and urgent logisticsâand regional passenger service. Thatâs where we can make the biggest impact in the short term.
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[00:34:59] â MD:
To build on that, our biggest challenges right now are staying focused, managing manufacturing risk, and securing funding. Weâre building partnerships in supply chain, training, and assembly. Our team has the experienceâwe just need to stay on track.
[00:38:38] â PW:
A few folks asked about riskâwhat are the most significant technical risks youâre working on now?
[00:38:45] â MD:
Our biggest technical challenge is scaling up manufacturingâespecially with composite parts and unique shapes. Weâve already proven the concept with multiple prototypes. The next step is repeatable, high-quality production at volume.
Weâre also sourcing some special components that we canât talk about yetâbut those procurement pipelines are being established.
[00:42:20] â PW:
Have you had discussions with operators or fleet managers yet?
[00:42:55] â BN:
Yes, and the response has been enthusiastic. Weâre actively working to identify a launch customer. In fact, weâve already modeled some use cases where an operator could save $100M annuallyâor cut $30â$40M from their budget. Those are huge wins.
[00:47:07] â PW:
Hereâs a question we get a lotâhave you considered VTOL?
[00:51:36] â MD:
Weâve had discussions, but our focus is on CTOLâconventional takeoff and landing. Itâs just much more efficient. That said, weâre open to partnerships on VTOL variants, especially for unmanned use. But for now, our focus is ultra-efficient CTOL platforms.
[00:53:19] â PW:
Whatâs the first rabbit youâre chasing? Can you share performance targets?
[00:53:50] â BN:
Weâre not ready to publish specs just yet. Weâve focused first on building the right manufacturing and supplier relationships. When weâre ready to announce performance, we want it to be rock-solid. But that announcement is coming soon.
[00:55:06] â PW:
Understood. Thereâs always that tension between transparency and protecting proprietary strategy.
[00:56:22] â BN:
Right. We want to be open, but we also want to time things appropriately. This is our first public conversation about the aircraftâand weâre excited to do more. Weâre planning another session targeted to the Asia-Pacific region, and we welcome your suggestions.
[00:57:40] â PW:
The recording will be available shortly. Please feel free to share it, rewatch it, and post your questions in the comments. Weâll use your feedback to shape the next session.
Michael, take us home?
[00:58:51] â MD:
Thanks, Paula. And thank you to everyone who joined us today. Weâre excited to connect with people who can help bring this revolutionary aircraft into the worldâwhether youâre an operator, investor, partner, or just someone with a good idea. Reach out to us on LinkedIn, and letâs continue the conversation.
Have a great dayâor eveningâwherever you are!