Welcome to our first-ever LinkedIn Live session with the DBT Aero leadership team! 🚀 In this interactive event, CEO Michael Duke, Chief of Staff Ben Neivert, and moderator Paula Williams from ABCI dive deep into the innovation behind DBT Aero’s revolutionary aircraft design. You’ll hear about the unique double box tail technology, real-world use cases for regional aviation, and how DBT Aero is rethinking aircraft manufacturing from the ground up. Whether you’re a pilot, operator, investor, or aviation enthusiast—this is your front-row seat to the future of efficient, scalable flight. ✈️
Summary timestamps
00:00 – Welcome & Introductions
01:30 – Housekeeping & How to Participate
02:53 – Meet the Speakers: Paula, Michael, and Ben
03:38 – Michael Duke, CEO & Founder of DBT Aero
05:01 – Ben’s Aviation Background & Passion for Regional Transport
07:07 – Why Build a New Aircraft? (Ben’s Response)
10:00 – What Makes DBT Aero Different? (Michael on Design Innovation)
13:43 – Box Tail Aerodynamics & Efficiency Explained
18:03 – Real Benefits for Aircraft Operators
20:00 – First, Second & Third Order Benefits (Cost, Network, New Markets)
23:18 – Confirming the 30% Performance Advantage
29:21 – Benchmarking Against Existing Aircraft
32:29 – Market Focus: Regional Passenger & Freight
34:59 – Challenges of Bringing the Aircraft to Market
38:38 – Technical Risks & Manufacturing Considerations
42:20 – Are Operators Already Interested?
47:07 – VTOL vs. CTOL Discussion
53:19 – What’s the First “Rabbit”? Target Markets & Specs
55:06 – Balancing Transparency with Strategy
57:40 – What’s Next & How to Stay Involved
58:51 – Final Thoughts & How to Connect
Transcript
[00:00:00] – Ben Neivert:
Hello and welcome to the stream! It looks like people are starting to join—we’re up to about 14 attendees, so that’s great. Hopefully, everyone can hear us okay. We’re really looking forward to today’s conversation. We’ve got a fantastic group of aviation enthusiasts here, and we’re excited to hear your thoughts.
Michael, Paula—are you both looking forward to this?
[00:00:50] – Paula Williams:
Definitely! I was really excited to see the wide range of people who registered for this event—folks from all across the aviation industry. It’s inspiring to see so much interest in this project.
[00:01:06] – Ben Neivert:
Excellent. It looks like everything’s working as expected, so let’s go ahead and get started.
Paula, I’ll let you kick things off, and then we can move into the questions we received ahead of time. For those of you watching live—feel free to drop your questions in the chat, and we’ll do our best to answer as many as we can. And if we don’t get to yours today, we’ll follow up afterward.
Welcome, everyone!
[00:01:30] – Paula Williams:
We’re really, really happy you’re here. While we’re waiting for more people to join, please take a moment to introduce yourselves in the comments. Tell us where you’re from, what part of the aviation world you work in, and what you’d like to learn during this series.
[00:01:51] – Paula Williams:
A couple of housekeeping notes as we get started: We’re planning to go for about an hour today. And this won’t 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 you’ll be able to watch the replay if anything glitches.
You’ll see a comment box just below the video—use that to drop your questions at any time. During our tests, we noticed there’s about a 30-second delay between what we’re doing on Zoom and what you’re seeing on LinkedIn, so thanks in advance for your patience!
[00:02:53] – Paula Williams:
Let’s start with some quick introductions. I’m Paula Williams with ABCI—we help aviation companies sell more of their products and services. And I’m so pleased to be working with Ben and Michael. We’ve been collaborating on this project for quite some time, and it’s been both exciting and rewarding.
Also, a quick shoutout to Angel, who’s helping out behind the scenes today—she’ll be moderating the comments. So, if you see her name pop up, that’s who that is.
Michael, would you mind introducing yourself?
[00:03:39] – Michael Duke:
Sure thing. Hi, I’m 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 network—this was before cloud computing was mainstream—so I’ve 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 it—finally earned my pilot certificate! So, if anyone out there is working on becoming a pilot, hang in there—you can do it!
In 2019, I co-founded DBT Aero to commercialize our patented ultra-efficient double box tail design. We’re 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, I’ll turn it over to Ben.
[00:05:01] – Ben Neivert:
Thanks, Michael.
As Michael mentioned, this is our first Zoom-to-LinkedIn live stream, so we appreciate everyone’s patience. We’re 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: I’m Ben Neivert, Chief of Staff at DBT Aero. I’ve been with the company for just under a year. Aviation has always been a passion of mine—I’ve been a pilot since high school, worked as a charter pilot and flight instructor (which helped pay for college), and I’m 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] – Ben Neivert:
I’m really excited to talk with all of you today about our aircraft and the opportunities we see in regional aviation. We’d love for you to participate actively—ask questions, share your thoughts. We’re here to have a conversation.
[00:07:07] – Paula Williams:
Absolutely. We received some great questions in advance, so we’ll start with those. And just a reminder—feel 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 let’s 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] – BN:
That’s a great question. As I mentioned earlier, I’m 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 it’s 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 succeed—and more communities to be served—without requiring subsidies or unaffordable ticket prices.
[00:10:42] – BN (continued):
Also, our aircraft isn’t just “another regional airplane.” It’s 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 utility—cargo, air ambulance, and more—and significantly reduced noise and emissions.
[00:12:19] – PW:
Right, and that leads nicely into the next question: What technologies make the DBT Aero aircraft truly different?
[00:12:53] – MD:
Thanks, Paula. What sets us apart is how we’ve 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 space—it’s also a lift-generating surface. And the double box tail? That’s 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] – MD (continued):
This design gives us a stiffer wing structure, which improves both aerodynamics and structural integrity. And while the aircraft looks “short-coupled,” flight tests have shown it’s actually very stable, with reduced yaw and smooth handling.
Plus, the aircraft is propulsion agnostic. We’re flying our manned proof-of-concept with a traditional engine, but we’ve already flown unmanned versions using electric. We’re looking at hybrids, SAF, hydrogen, and fuel cells as future power options.
[00:15:42] – PW:
Fantastic. Ben, anything you’d like to add before we move on?
[00:15:49] – BN:
Yes, actually. We’ve had a few questions about rural and underserved regions, and I want to emphasize—we’re not trying to compete with big hubs. We’re targeting areas that are underutilized or overlooked. Our aircraft is ideal for places where economics and accessibility matter most.
We’re also working on scaling—from drones to manned aircraft—and validating that our design performs as expected across sizes and mission profiles. The real win is combining several advanced technologies—laminar flow, wide-body fuselage, fly-by-wire systems—into one optimized platform.
[00:17:14] – 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] – 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 we’re not just more efficient—we’re faster. With similar powerplants, our aircraft cruises faster and farther. So that’s increased productivity without increasing fuel burn.
[00:18:49] – 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 neighbor—enabling more flexible scheduling and 24/7 operations in sensitive areas.
[00:20:00] – BN:
I’d add that we look at benefits in three categories:
First-order benefits are direct—lower 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 unlock—new markets, services, or missions you couldn’t support economically before.
That’s where things get really exciting.
[00:23:10] – PW:
Let’s talk data. Michael, how did you confirm the 30% performance improvement over comparable aircraft?
[00:23:33] – 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 design—not engine upgrades.
And when we do start combining our design with advanced propulsion—hybrid, electric, or hydrogen—we expect even greater performance gains. Possibly 50%+ reductions in energy consumption. It’s a multiplier effect.
[00:25:28] – BN:
That’s a key point. If you try to put new propulsion tech on today’s aircraft, it often underperforms. Why? Because the aerodynamics are outdated. When you start with a clean, efficient airframe—like ours—that same electric or hydrogen system suddenly becomes viable. The power demands drop dramatically.
[00:27:02] – MD:
Exactly. The analogy we use is the EV revolution in cars. Streamlining body designs is what enabled electric vehicles to succeed. You can’t put EV tech in a 1930s sedan and expect 300-mile range.
[00:29:21] – PW:
Speaking of legacy aircraft—what models did you benchmark against?
[00:29:47] – BN:
For GA, we looked at aircraft from Beechcraft, Cessna, Cirrus, Diamond, and Piper. For regional comparison, the Cessna 208 Caravan stood out. It’s a workhorse for both passengers and freight, and that’s the size category we’re targeting.
What’s exciting is that we believe we can outperform the Caravan on speed, efficiency, and comfort—and offer more versatility.
[00:31:00] – 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] – BN:
We’re especially focused on regional delivery—like medical supplies and urgent logistics—and regional passenger service. That’s where we can make the biggest impact in the short term.
[00:34:59] – MD:
To build on that, our biggest challenges right now are staying focused, managing manufacturing risk, and securing funding. We’re building partnerships in supply chain, training, and assembly. Our team has the experience—we just need to stay on track.
[00:38:38] – PW:
A few folks asked about risk—what are the most significant technical risks you’re working on now?
[00:38:45] – MD:
Our biggest technical challenge is scaling up manufacturing—especially with composite parts and unique shapes. We’ve already proven the concept with multiple prototypes. The next step is repeatable, high-quality production at volume.
We’re also sourcing some special components that we can’t talk about yet—but those procurement pipelines are being established.
[00:42:20] – PW:
Have you had discussions with operators or fleet managers yet?
[00:42:55] – BN:
Yes, and the response has been enthusiastic. We’re actively working to identify a launch customer. In fact, we’ve already modeled some use cases where an operator could save $100M annually—or cut $30–$40M from their budget. Those are huge wins.
[00:47:07] – PW:
Here’s a question we get a lot—have you considered VTOL?
[00:51:36] – MD:
We’ve had discussions, but our focus is on CTOL—conventional takeoff and landing. It’s just much more efficient. That said, we’re open to partnerships on VTOL variants, especially for unmanned use. But for now, our focus is ultra-efficient CTOL platforms.
[00:53:19] – PW:
What’s the first rabbit you’re chasing? Can you share performance targets?
[00:53:50] – BN:
We’re not ready to publish specs just yet. We’ve focused first on building the right manufacturing and supplier relationships. When we’re ready to announce performance, we want it to be rock-solid. But that announcement is coming soon.
[00:55:06] – PW:
Understood. There’s always that tension between transparency and protecting proprietary strategy.
[00:56:22] – BN:
Right. We want to be open, but we also want to time things appropriately. This is our first public conversation about the aircraft—and we’re excited to do more. We’re planning another session targeted to the Asia-Pacific region, and we welcome your suggestions.
[00:57:40] – PW:
The recording will be available shortly. Please feel free to share it, rewatch it, and post your questions in the comments. We’ll use your feedback to shape the next session.
Michael, take us home?
[00:58:51] – MD:
Thanks, Paula. And thank you to everyone who joined us today. We’re excited to connect with people who can help bring this revolutionary aircraft into the world—whether you’re an operator, investor, partner, or just someone with a good idea. Reach out to us on LinkedIn, and let’s continue the conversation.
Have a great day—or evening—wherever you are!
