Good day, and welcome to the iAccess Alpha Virtual Best Ideas Fall Investment Conference 2026. Our next presenting company is New Horizon Aircraft Ltd. If you would like to ask a question during the webcast, you may do so at any point during the presentation by clicking the Ask Question button on the left side of your screen. Type your question into the box and click Send. I'd now like to turn the floor over to today's host, Brandon Robinson, Co-Founder and CEO at New Horizon Aircraft Ltd. Please go ahead. Okay. Thanks, folks. Really appreciate your time today. It's a pretty exciting time here at New Horizon Aircraft, and if you take nothing more away from this presentation, it's that we are building this aircraft that you see in front of us right now. Full-scale prototype parts are rolling into the hangar. We're assembling things, and we're building a hybrid electric vertical takeoff and landing aircraft. So what does that mean? The aircraft that you see on that first slide can take off and land vertically just like a normal helicopter can, so it does not need a runway. It has some really cool technology on board, and that we'll talk about in a bit, that allows it to fly 98% of the mission just like a normal commercial aircraft. Faster, cheaper, safer than a traditional helicopter, but with all of the advantages of being able to, again, land vertically and take off vertically just like a normal helicopter. So essentially a faster, cheaper, safer helicopter. And we're pretty excited about being able to roll out a full-scale prototype very shortly. There's a couple of slides I got to go through from the lawyers, from a cautionary note perspective and forward-looking statement perspective, and then we'll get into it. Where did New Horizon Aircraft come from? Near the end of my military career, I was an active fighter pilot in the Royal Canadian Air Force. Really interested in engineering, and my education is from an engineering background. But my father was working in the general aviation space, in an advanced aerospace company that was doing a lot of modifications for the general aviation community. A lot of electrification, putting electric actuators where hydraulic actuators were previously there. Hybridization of main power plants and doing a lot of really innovative work in the general aviation space. A group of investors were quite interested, and we were actually quite interested as well, in this modern air taxi movement. Advanced air mobility is what it's called. You see Joby, J-O-B-Y, Archer, A-R-C-H-E-R, BETA, B-E-T-A. They were all coming up with a really interesting concept whereby you could create an all-electric aircraft that could take off and land vertically just like a helicopter, and transform the way we move critical goods and people around the planet. When we had a really hard look at it, we saw that there was an interesting gap in the space whereby those aircraft, again, the modern version of a flying car or air taxi sort of aircraft, would be limited to very short ranges. So 50-100 km, they'd do a bunch of really great work within cities. But there was an opportunity to create a tougher, safer, faster version of that aircraft using hybrid electric technology. We put together a concept that the investors were really happy with, and came up with a concept that we'll show you in a minute, that is simply very, very complementary to the current advanced air mobility movement, and that's how New Horizon Aircraft was born. Like a lot of the companies, we're from a very operational background. So myself and my father, I've been flying airplanes since I was three years old. I've been flying in airplanes since I was six months old. Dad has been building and flying airplanes, since he was a teenager. My grandfather was a World War II bomber pilot. Again, I was a Royal Canadian Air Force fighter pilot for quite a few years. That gives us a real operational DNA that you'll see kind of weaves its way through the company. Okay. That is the airplane that we're building right now in our hangar, currently putting together a full-scale prototype. It's a seven-person hybrid electric VTOL. So again, it can take off and land vertically just like a normal helicopter, but it can travel about almost twice as fast as a helicopter. At 250 miles an hour, that is very significant. It can go the same distance as a traditional helicopter, so 500- miles range, that's about five times further than modern EVTOL aircraft. Critically, it's built for all weather, and we'll talk about that. So it'll be able to fly in clouds, in cold weather, in icing conditions. Being a hybrid electric aircraft, so it has a gas-burning engine on board with a generator. We do not need any charging infrastructure whatsoever. All the modern VTOL aircraft that are all electric require significant high-voltage charging stations. So they have to fly from high-voltage charging station to the next one to be able to charge the aircraft. Critically, our aircraft can- Please remain on the line while we reconnect the speaker line. Please stand by. Pardon the brief pause here. Please stand by. We will reconnect speakers and resume today's session shortly. As we stand by and wait for our speakers to be reconnected, just want to remind you that the iAccess Alpha hosts four virtual Best Ideas investor conferences annually, one per quarter. Our next event will be the iAccess Alpha Virtual Best Ideas Winter Investment Conference, scheduled for December 8th through 9th, 2026. For more information, presentation replays, and updates on future conferences, please visit www.iaccessalpha.com. Thank you once again. Please stand by while we reconnect today's speakers. Brendon, your line is live. Okay, I am going back to slide six. Okay, folks. I am back. It looks like we are back in the 1980s with this platform where I have to dial in with a phone and I am on some sort of separate back-end system. Anyway, thanks for staying with us. Appreciate it. It will be great when these platforms actually fast-forward about 20 years to where we actually have some useful technology involved. Anyway, apparently we lost you on slide six. I will go back to slide five just to keep people up to date on our technology. We have five vertical lift fans that are electrically powered in the main wings and then two in the small wings in the canards. Again, those fans are electrically powered. That allows us to take off vertically. They produce enough thrust, and then at a safe speed, that propeller at the back pushes the aircraft forward, and then we transition to forward flight at a safe speed. The wings and the small wings at the front, the canards, they will close up, and that is our proprietary technology, and that returns the aircraft to a very low-drag, high-efficiency configuration. Again, that allows us to travel at about 1.8x the speed of a traditional helicopter in a much more efficient fashion. We will get to that later since we are running out of time a little bit now. That is the key to our success with superior speed. Again, about twice as fast as a helicopter. We can go about the same distance and carrying a significant amount of payload, 1,500 pounds of useful load, and much, much safer than a traditional helicopter. If anything happens to the main engine in a helicopter, you can auto-rotate, which means you can sort of descend very rapidly in about a 45-degree cone, pick a flat landing spot, and flare and land, and you are safe in a helicopter. In this aircraft, if anything happens to the main propulsion unit, and again, we have a Pratt & Whitney PT6 on board, which is the most robust engine, from a turbine perspective, on the face of the Earth. You can glide, and then any flat area that you can see, the airplane can open its wings, and it will land vertically in any, again, 40 by 40 sort of flat area, which I think is pretty significant. Again, much more options from a fail-safe perspective, much safer than a traditional helicopter while being faster and cheaper. On the military side, there is significant military potential. Obviously, if you build a helicopter that can go twice as fast, is quieter, safer, and cheaper to operate, militaries around the world are going to be very, very interested in this technology. We heard from one major defense prime contractor that they had come up with a similar concept. We just beat them to the patents and the prototype, so that is pretty awesome. You can see it there with its wings folded in the back of a C-17. We are being able to rapidly deploy missions like special forces infiltration, exfiltration, moving critical logistics supplies around for forward operating bases, extracting pilots from behind enemy lines, like just happened in Iran. This aircraft would have been excellent. At the peak of my career, I was planning and leading NATO coalition strike missions where we would go in and practice doing this stuff. This aircraft would have been an amazing capability. We are pretty proud to be able to help servicemen and women around the world with this new tech. Of course, if you have a helicopter capability that can move things twice as fast, emergency medical services is an outstanding mission that we are really proud to be able to offer. Can you imagine getting someone to the hospital in half the time or from twice the distance in that golden hour, where time-sensitive critical care is going to save lives? I am pretty proud that this aircraft will save lives around the world. Of course, it is very, very interesting from an economic perspective. For example, in Canada, in the province of Alberta, last year, and across Canada, if you wanted emergency medical services via helicopter, you had about a one in six chance of getting it. The helicopters are expensive. There are not enough of them to do the emergency medical services job, to do the medevac job that they require. This can do the same job at 75% less cost per unit mile. Not only is it twice as fast, again, getting patients and maybe organs to a hospital in half the time, but you are paying 75% less. So operators are able to operate this aircraft at 75% less than a helicopter per unit mile. That is resonating across all emergency- Please remain on the line while we reconnect the speaker line. In the meantime, iAccess Alpha hosts four virtual Best Ideas Investor Conferences annually, one per quarter. Our next event will be the iAccess Alpha Virtual Best Ideas Winter Investment Conference, scheduled for December 8th and December 9th, 2026. For more information, presentation replays, and updates on future conferences, please visit www.iaccessalpha.com. Brandon, you are back in live. Okay. Thank you. Okay. This is attempt number three, folks. Thanks for sticking around. Really appreciate it. Okay, so we just talked about medevac. Of course, if you have a helicopter capability that can move things twice as fast in a very, very efficient manner, luxury business travel, and moving folks around the planet in a much more efficient manner is, of course, going to be a natural extension of that, alongside really interesting missions like disaster relief. So imagine a hurricane goes through and wipes out all sorts of infrastructure, and there is no power whatsoever. Helicopters, very expensive, very slow to deploy, and there are not enough of them. So they do great work, but we can deploy these aircraft twice as fast. We do not need any infrastructure whatsoever. Guess what? We can even provide our own power and potentially, as a hybrid electric power system, able to power a communications node or power some sort of makeshift medical facility that are saving lives on ground right away. Something that we think this aircraft is going to be absolutely fantastic about doing. We will move forward through a couple of these slides quickly and into our financial position. We are in a very strong financial position. We recently raised a very significant amount of money in a very responsible manner. We have north of CAD 70 million on the books right now. That is good for at least 24 months plus, even with a significant ramp rate. We have moved up to kind of 60 plus people at this point. We want to double over the next 12 to 18 months. I will foot stomp again, this is enough money to produce a full-scale prototype that will be rolling out of the hangar shortly for flight testing. I think that is going to catch the markets by surprise. There are only a handful of companies in this space that have a full-scale prototype that is undergoing testing. I think that is going to be very significant. Where are we in certification? In order to sell these aircraft they need to be fully commercially certified. In order to do that we have partnered with the best folks on the planet. We have Cert Center Canada, the CEO and founder of that company, Dr. John Maris, is on our board. Essentially a group of the most professional certification folks on the planet brought into a private company that is helping us plan and execute a certification plan. We have spoken with Transport Canada, the agency in Canada that certifies these aircraft. They are really excited to have started the certification process with us. For the most part, our aircraft flies around 98% of the time just like a normal airplane that they are used to. Not a complicated multicopter system, not a crazy tilt wing or tilt rotor mechanism. For the most part, it is just a simply and commercial aircraft, fixed-wing aircraft for 98% of the time, and that really helps us on the certification side. We are really proud that this aircraft is built tough. It is a Canadian aircraft that is going to be flying in very harsh conditions. Again, it is being built for flight into known icing, for flight in cold weather, bad weather. Again, with an internal combustion engine on board as part of its hybrid power system. The aircraft is going to be built very tough for the real world. Spent a lot of time in the military deploying to very harsh locations and I appreciate the value of an aircraft that can operate under many different types of conditions. A lot of partners that you have seen announced, more to come. We have partnered with some pretty significant folks. The folks at Pratt & Whitney Canada, again, one of the most robust engines on the planet powers this aircraft. BETA Technologies, BETA, on the New York Stock Exchange. Kyle Clark an incredible human and leading a very operational company. They have flown over 100,000 miles on their ALIA aircraft. It's an eVTOL and a company that's producing a ton of really, really useful technology. We've partnered with them from a flight controls perspective. MHI RJ, not a lot of people know, in Canada, there's a very robust aerospace program that's essentially Canada's ability to design, build, produce, test, and certify clean sheet aircraft designs. Bombardier, MHI these are the companies that make it happen. A really robust ecosystem in Canada that is helping us make this dream come true. Like I said, we'll have a full-scale aircraft very shortly. There's five faces on this slide but it's the other, like I said, 60 plus people behind the scenes right now and growing rapidly that are really making things happen. I've already been over my career, my background. I flew jets in the Air Force for 20 years, mechanical engineering degree, business degree. It's really the technical geniuses that are to the right and the financial geniuses that are making it all happen. My father, you can basically think of him as kind of a MacGyver. You give him some bubblegum and a paperclip, and he's going to come up with something pretty clever. He's behind a lot of the technological innovation and very common sense as well from an aviator that's been flying and cursing and fixing airplanes for the last 60 years. Pretty proud of the team that we're building. We only hire the best. We have an elite team that is punching way above its weight right now, which is absolutely fantastic. That's coming up to the end. What we've done, we've built an aircraft. We're building an aircraft that has the same capabilities of a helicopter but is twice as fast, 75% cheaper to operate per unit mile, and is much safer and much quieter. If you think the world can use a helicopter that is safer, cheaper, and faster it's one step closer to a really, really cool future where our kids get to take advantage of some of these new technologies and really open up a ton of potential for future growth. That's what the advanced air mobility industry is seeing right now, and that's a lot of the incredible growth that you're seeing across the entire industry in this space. Really appreciate you folks hanging in there. Sorry for the technical issues. Again, we're working with a 1980 system here, but we're making it work. Really appreciate everyone that stuck through it. Switching over to the Q&A. Okay, let's see. Start from the top. It's 2033, X7 is being produced and flying. What is next? Okay, so great question. The X7 is a technology platform, and it can be scaled. We've done, and this is on public record, we've done scaling studies. The X7 can be scaled up to an X9 size. Again, on the record, that is about a 12,500-pound machine, nine place with full military kit type of thing. That would most likely be twin engine. Yes, it is a technology platform that absolutely can be scaled. Next question, is it possible to go bigger with two Pratt engines? I think I've answered that one already. The first deliveries is the question. When are we going to start handing this airplane out to some of our coveted initial folks? Our plan is still to hand out the aircraft to be fully certified and start producing these aircraft in the 2030 timeframe. Our unit orders is the next question, so how many aircraft are we going to produce? We will ramp up in traditional aerospace manufacturing in a scheme that makes sense. Eventually, in a few years, we'll be producing 200-300 of these aircraft. We're not promising that we're producing thousands of these aircraft, and that's actually what's driving a lot of really interesting early interest to try to get some of those early production slots. So in a lot of very advanced discussions with folks that want to get in early to secure those initial slots, because again, we're not saying we're going to roll out 1,000 the first year. If the aircraft does what we say it's going to do, we're confident that it will, those initial production slots are going to be quite coveted. Got financial questions about margin and EBITDA. I mean, these are all standard things. Gross margin in the 40% range. We want to net out at least 25%, sorry, 15%. That's a standard sort of financial process for an aerospace manufacturing company. How long is the process for FIKI certification? That's not a simple thing. But we're taking it seriously, and it's been baked into the DNA of the design from the very, very beginning. A flight into known icing is, I've flown military fighter jets for 20 years, and I've been in serious icing conditions. It is not fun on the commercial side. It is not easy to certify an aircraft for flight into known icing. But we have experts at it. Cert Center Canada is actually, so Cert Center Canada, again, Dr. John Maris on our board, they're experts at doing that. Transport Canada is experts at certifying that. Again, as a traditional aircraft, we fly around 98% of the mission like a normal aircraft, so we can use normal electrothermal type of anti-icing and de-icing stuff. We have bleed air on board through the combustion engine that allows us, again, hot air to de-ice and provide enough electricity through the hybrid system for anti-icing systems. So this has, again, been baked into the design process from the very beginning. What can shareholders expect throughout the end of the year as far as news, partnerships, and Cavorite X7 developments? Well, I can't tell you anything ahead of time. But, of course, I mean, we're about to change gears here, right? We're about to roll out a brand-new aircraft out of the hangar and join the big boys in this field. So lots of upside potential, lots of growth potential, and I think it's going to catch the markets by surprise. Looks like I got 30 seconds left. Is it possible to onboard generator supply electrical mini-grid? Absolutely, 100% it is possible, which is really cool. Fly aircraft to remote location, set up a remote medical station, power station via aircraft generator on board. Really, really cool to be able to do stuff like that. On the defense side, a question for what is possible. A ton of things are possible with this type of, again, a helicopter that essentially travels twice as quickly. Intelligence, surveillance, reconnaissance, intel, exfil, and SOF on the special forces side. Just moving things around between ships and dropping sonobuoys for the Navy. A ton of really cool stuff that is available. I am going to keep talking until the moderators turn me off. What are the most important technical milestones between now and completion of the full-scale demonstrator? Well, I mean, we are building it right now. I mean, we have already proven the propulsion unit, the main propulsion units work, and they work fantastically. The iron bird is coming together really well, so all the communications protocols between all the different systems are being tested. The main fuselage structure and wing structure and canard structure is all coming into the hangar shortly to be able to put together the airplane and install everything. A lot of really cool milestones to be able to talk about going forward. System integration challenges is a question that is so complicated that I probably will skip that. I say, well, that is standard, right? We have multiple systems on the aircraft. We have aerospace professionals that have been through clean sheet aircraft designs. We are working through a standard systems integration process that you would expect, keeping everything as simple as possible and testing it. I have been told to wrap it up. I feel like I M.O.'d a couple extra minutes here, but fair enough. How much visibility do you have into the total capital required? A lot of visibility, right? I mean, we have observed and talked to a lot of the mature companies in this space. We have seen companies that have built very, very quickly and are spending a lot on a monthly basis. We are taking a fiscally conservative approach. We have a very strong financial model in terms of how this is going to roll out. Our number one priority, and I will say this, is our shareholders. We want to be very respectful, and we have been very respectful of any sort of dilutive offerings. We are going to continue to raise money in a very, very capital responsible way for our shareholders. That is the, I guess, the end of all of the questions. Thanks folks so much for attending. For those of you who stuck through, I really appreciate it. I will turn it back over to the host. That concludes New Horizon Aircraft Ltd.'s presentation. You may now disconnect. Please consult the conference agenda for the next presenting company.