Taking flight: Onboard a BETA Technologies electric-powered aircraft

Taking flight: Onboard a BETA Technologies electric-powered aircraft

Sep 15, 2025 | Advanced Air Mobility, CAAM, InDro News, Scott Simmie

By Scott Simmie

 

It’s one thing to hear about new and transformational aircraft that will blaze the path toward an Advanced Air Mobility future. It’s quite something else to see them up close – and even get the chance to fly in one.

But that’s precisely what happened during a recent trade mission organised by Canadian Advanced Air Mobility (CAAM), which included visits to Unither Bioélectronique in Bromont, Quebec – and BETA Technologies in Burlington, Vermont.

Both companies are pushing the envelope in this sector. Unither is working on a hydrogen-powered helicopter for sustainably and rapidly moving organs for transplant. And BETA Technologies is already manufacturing (and taking orders for) fully functioning electric aircraft that are in the process of FAA certification.

“BETA is building an aerospace company to make aviation more sustainable,” Chief Information Officer Blaine Newton told the CAAM delegation. And it’s not just the aircraft (BETA has both an eCTOL – an electric Conventional Take Off and Landing fixed-wind aircraft – and an eVTOL that takes off and lands vertically but transitions into forward, efficient, fixed-wing flight).

“We’re here to change the future of aviation,” he said. And after seeing BETA’s factory (including its incredible battery technology and charging system) – and experiencing a flight in its ALIA CX300 eCTOL – that doesn’t feel like hyperbole.

Below: The CX300 CTOL in flight, followed by the factory floor at BETA Technologies in Burlington, Vermont

THE AIRCRAFT

 

What would become BETA Technologies was, literally, the brainchild of its Founder and CEO, Kyle Clark. An engineer and Harvard grad, he wrote his graduate thesis on a high-wing pusher aircraft, and even built a flying scale model. Then the real work began.

“I pitched it to everyone who would listen from 2004 to 2017. I pitched it for 13 years.”

But then United Therapeutics Founder and CEO Martine Rothblatt got onboard. She has an interest in efficient and sustainable aircraft for transporting human transplant organs. The company gave BETA Technologies a $48 million US contract.

That was just the beginning. Now, with multiple eCTOL aircraft manufactured and its first production eVTOL just coming off the line (a full-scale prototype had already been built and flown), the company has an impressive trajectory and no shortage of capital.

“With an established customer base for both eCTOL and eVTOL aircraft, and more than 600 aircraft in the backlog, BETA is funded by military contracts, firm deposits, charging sales, federal financing from the Export-Import Bank of the United States (EXIM) and equity investment,” states its website. Those partners include GE Aerospace, which is investing $300 million to co-develop a hybrid-electric turbogenerator to extend range for broader use-cases.

Incorporated in 2017, BETA Technologies now has some 850 employees and is growing rapidly. With an impressive manufacturing facility, much of the aircraft is vertically integrated. It designed and builds its own motor. The company holds 440+ patents and has more than 50 charging sites in the US (including one in Canada). The CX300 eCTOL can be charged in less than an hour and has shown a maximum demonstrated range of 336 nautical miles.

“We have built and are flying five aircraft, joining the family of our existing fleet of three prototype aircraft,” says BETA’s Kristen Blodgett. These include four CX300 eCTOLs and an A250 eVTOL – with the assembly of several others underway.

And the cost of these sustainable flights? BETA says the eCTOL version is 67 per cent less expensive to operate per hour than a comparable conventional aircraft. What’s more, that aircraft has an incredible glide ratio of 17:1. And with its electric engine, it’s quiet.

“It’s about the same noise as going down the highway,” said Clark.

 

THE EXPERIENCE

 

During the tour, BETA Technologies offered three seats for a spin in its ALIA eCTOL CX300, which comes in both a five-passenger version (pilot and passenger in cockpit, four in the rear) and a cargo version. Other than the removal of four seats in the rear for cargo, the two aircraft are technically identical.

The lucky passengers were Red Deer Regional Airport CEO Nancy Paish, Langley Regional Airport Manager Patrick Sihota, and InDro’s Scott Simmie. We eagerly signed waivers we didn’t take the time to read – knowing an ALIA CX300 eCTOL had already flown across the US on a cross-country tour – then buckled up. The seats were comfortable and there was plenty of legroom. Large windows on each side of the passenger section offered an incredible view.

We taxied toward the runway with minimal noise. Unlike a combustion engine, the electric power plant noise was barely perceptible. With BETA pilot Christopher Caputo at the controls and Paish riding shotgun, Caputo let the electrons loose (394 kW on takeoff). Acceleration was immediate and smooth; the FAA-Certified five-blade propeller (built specifically for electric aircraft) is fixed pitch, so there wasn’t that additional burst of noise as pitch position changed. Small vents were open in the cockpit and rear windows. The only sound was that propellor slicing the air, the increasing air flowing through the vents, and a slight runway rumble.

Soon we were wheels-up, with Caputo controlling the aircraft through a fly-by-wire system (which could, in future, be used for autonomous flights). We flew between 4,000 and 7,000′ AGL. Caputo told us over the headphones he’d give us a demonstration of its aerodynamics. He pulled a 70° bank in one direction, then the other. The response was instantaneous and incredibly smooth. It was, in a word, precise.

“Flying in the BETA eCTOL was an incredible experience – the rush of speed, the simplicity of the aircraft, and the quietness of the cockpit where all you hear is the wind,” says Nancy Paish. “I was struck by how responsive the aircraft was and how steadily it held its position, so different from conventional flying. Experiencing this technology first-hand truly inspired me.”

After quick spin over a bit of Burlington and Lake Vermont, it was back for a smooth landing and taxi. When it was all over, Caputo simply hit a couple of switches and everything was shut down and the CX300 was ready for charging. It felt, for all passengers aboard, as if we had just been given a glimpse of the future.

“Advanced Air Mobility is not a distant concept – it is real, and it has the potential to make a meaningful difference in the aviation industry,” added Paish, who is in the midst of an ambitious expansion at the Red Deer Regional Airport with sustainable, regional aviation clearly on her radar.

“My key takeaway from this trip is clear: the future of aviation is changing, and Red Deer Regional Airport is ready to play an important role in that journey.”

Langley Airport Manager Patrick Sihota was similarly impressed.

“Witnessing BETA’s technology firsthand isn’t just inspiring; it proves the future of sustainable aviation is within reach. For Langley Regional Airport (YNJ), this is a game-changer. Aircraft like the eCTOL are perfect for connecting our communities across the Lower Mainland and the island with minimal noise and environmental impact.”

Below: InDro’s Scott Simmie about the BETA Technologies CX300 eVTOL during flight. There’s a reason he’s smiling. Image two: A view of the fly-by-wire cockpit from behind

INDRO’S TAKE

 

We’ve long been advocates of the coming world of Advanced Air Mobility and applaud both the sustainability – and the use-cases. There’s a real need to move critical cargo and people to regions underserved by the traditional aviation model. And, to say we were impressed with the BETA Technologies design, approach and culture would be an understatement. It’s clear why Vancouver’s Helijet chose BETA when it decided to expand into the world of electric aircraft.

“BETA Technologies is truly at the forefront of the coming wave of eCTOL and eVTOL aircraft,” says InDro Robotics Founder and CEO Philip Reece. “We were incredibly impressed not only by the thoughtful design, but the incredible amount of vertical integration we saw at BETA. We look forward to seeing the CX300 flying from Vancouver in the not-so-distant future – and on missions elsewhere in Canada as well.”

There’s much more we saw on this trip – including its impressive charging system/network, which not only charges its aircraft but can also charge EVs. The company is brimming with innovations, and we look forward to telling you more down the road.

Mark September 24: GCXpo returns to Ottawa’s Area X.O

Mark September 24: GCXpo returns to Ottawa’s Area X.O

Sep 8, 2025 | Area X.O, GCXpo, Industry News, Innovation, Scott Simmie

By Scott Simmie

 

If you’re in the Ottawa area September 24 – or can be – mark that date on your calendar. It’s the fourth annual GCXpo, Canada’s premiere showcase of next-gen technology and Smart Mobility. It’s an amazing event, and it’s free.

“Last year, we grew to the point where we had over 1600 registrants that attended the event on the demonstration day. And this year, for the overall showcase, we’re hoping that it grows beyond that,” explains Patrick Kenny, Senior Director, Stakeholder Experience and Strategic Engagement with Invest Ottawa.

And what do those attendees get to see? Well, the latest and greatest that Canadian technology companies have to offer – with live demonstrations of robots, drones, Smart Mobility technologies (including in the fields of agriculture and defence), plus a whole lot more. Close to 75 companies will be displaying or demonstrating at this year’s event, set up on the sprawling 750 hectare (850 acre) private, gated facility known as Area X.O (Area X ‘dot’ Oh) that’s home to a concentration of leading high-technology companies. InDro Robotics has its R&D headquarters there.

Area X.O, says Kenny, truly represents “industry, government, our private sector and our post-secondary institutions all coming together to create this enormous opportunity for companies to test and validate their technology as they work towards public adoption and, ideally, commercialisation.”

Below: A scene from last year’s GCXpo event: And yes, that vehicle is driving autonomously

GCXpo

CROSS-POLLINATION

 

Patrick Kenny uses that word a lot – both in describing Area X.O and the GCXpo event itself.

Area X.O is frequently visited by government departments and agencies that play a role in funding some of the technology developments. There’s collaboration between technology companies on site, resulting in new products and even patents. And there’s all that space for developing and hardening new technologies, including roads set aside for autonomous vehicles, as well as the Drone and Advanced Robotics Training and Testing site (DARTT), where robots are put through demanding challenges that meet the rigorous criteria of the National Institute of Standards and Technology (NIST).

But when it comes to GCXpo, there’s much more than that.

Federal funding agencies and regulators are there, happy to talk about their latest programs and opportunities. Post-secondary institutions are there, happy to discuss co-op programs or meet with prospective students. Investors come as well, looking for that next great product or use-case. Plus, hundreds of people with a general interest in technology attend simply to get a glimpse of the future.

 

AN OPPORTUNITY TO LEARN

 

But GCXpo (and “GC” stands for Government of Canada) is also an opportunity to hear from the experts via roundtable discussions (including questions from attendees). Last year, there was a large main stage where all of these events took place. This year, says Kenny, they’re taking a different approach in order to offer an even greater quantity of more specialised content.

“We actually made the decision this year to not go with the mainstage,” he explains. “We’re going to have three satellite stages around the site that are going to provide a little bit more high touch programming for those that are interested.”

They are:

  • Communitech EY Zone – Powered by Innovation & Defence
  • Ottawa Innovation Farm Zone powered by AgExpert – Cultivating the Future of Agriculture 
  • Smart City Zone – Building Tomorrow’s Urban Intelligence

You’ll find much more about each of these satellite stages on this page.

In addition to roundtables and technical updates, audience members will have an opportunity to ask the many experts, regulators and funders onstage questions.

Originally known as TCXpo (where the TC stood for Transport Canada), the event has evolved and grown every single year. Kenny is the person in charge of it all – but he’s (obviously) not doing it alone.

“By the time the event takes place, we’ve really had over 50 individuals that have been part of the organising and the development of the event itself,” he says. And that doesn’t include the many other participants, including the companies themselves, post-secondary agencies, and many more.

Below: Patrick Kenny goes into greater detail about the history of Area X.O and what to expect at this year’s GCXpo in this edition of our Sound Byte micro-podcast:

INDRO’S TAKE

 

We always look forward to this event – and not just because it’s an opportunity to showcase our own innovations. It’s an opportunity to meet others in this space, have discussions with regulators, funders, potential clients, etc. Most importantly, it’s an opportunity for everyone who attends (including us!) to see the great strides being made in the Canadian technology sector – everything from innovations in CleanTech through to some of the most advanced autonomous robotics around.

“Invest Ottawa and the Government of Canada deserve great credit for this technology showcase,” says InDro Robotics Founder and CEO Philip Reece. “This is truly the premiere annual Canadian technology event. An incredible amount of work goes into making it happen – and for those who participate, GCXpo can produce incredible results.”

Tickets to attend are free, but you must register in advance. Companies still wishing to exhibit can also reach out for more information here.

InDro partners with Montreal’s Chaac on landmine detection project

InDro partners with Montreal’s Chaac on landmine detection project

Sep 4, 2025 | Drones for good, InDro News, Innovation, Photogrammetry, Scott Simmie

By Scott Simmie

 

On a recent day, small green pieces of plastic were scattered randomly across a road at Ottawa’s Area X.O.

They looked harmless. To a child, they might even look like a toy. But these are replicas of a Russian-made landmine known as the PFM-1. They are designed to maim, and will easily blow off a foot or hand if disturbed.

That’s what happened to a Ukrainian boy named Yaroslav in October of 2023. This UNICEF article outlines his injury – which took off the lower part of his right leg. Some children have been killed by these devices, which contain 37g (1.3 oz) of VS-6D or VS-60D liquid explosive.

The mines are banned by a 1997 agreement known as the Ottawa Convention or the Ottawa Treaty. But Russia, the United States and China did not sign the treaty. Ukraine ratified the convention in 2005, but in late June of 2025 issued a decree to withdraw from the agreement, stating that because Russia was deploying mines in the current conflict it had an unfair advantage.

Despite initially signing the agreement, in 2021 it was estimated Ukraine had a stockpile of 3.3M of the devices. Untold numbers of PFM-1s are scattered in the Ukrainian and Russian countryside, dispersed by planes or mortar. Their design allows them to spiral to the ground much like a maple seed.

“After years of war, Ukraine is now one of the most mine-contaminated countries in the world,” states the UNICEF article. “The ongoing fighting has left nearly a third of the country contaminated with landmines and other explosive ordnance, threatening the daily lives of children and families.”

And that, ultimately, is why these harmless replica mines – which look identical to the real thing – have been scattered at Area X.O. They’ve been placed to see if they can be identified and mapped autonomously for the purpose of destruction.

“There’s been a concerted effort by many to figure out a way to remove these from any former battlefield. So that’s why we’re involved with this project,” explains Maxime Phaneuf, Head of R&D with CHAAC technologies.

“We figured this would be a good use-case to try and do feature detection and to train a neural network to find them.”

Above: Chaac’s Maxime Phaneuf (R), with InDro Technologist Tirth Gajera, overseeing a demo. Below: One of the 3D-printed replica PFM-1s used in the project

 
Chaac Mine detection demo Area X.O PFM-1

THE PROJECT

 

The genesis for this project came from a request for proposals from Innovative Solutions Canada. The agency was looking for companies that could leverage technology for field detection – identifying objects of interest automatically. A Montreal-based company specialising in data, Chaac Technologies, was selected.

With a successful proposal, along with subsequent discussions with the Testing Department from the Department of National Defence, it was determined that a specific application – identifying PFM-1 mines – would be useful. And then Chaac got to work.

The goal was to create software, a neural network with embedded machine vision, that could identify these small devices on the ground automatically and with a high detection rate. Chaac got to work on the programming, but needed a partner with drone and ground robot expertise. The drone would be used to capture aerial photos.

The Chaac software, which had been trained to identify PFM-1s by learning what they looked like in various positions on the ground, would automatically ingest those photographs and stitch them together into a single photogrammetric image. The software would then identify and mark each of those landmines on an orthomosaic – an image that’s geometrically corrected and georeferenced. The result is a map that highlights the location of each landmine, along with a score indicating how confident the neural network is that each feature is indeed a PFM-1. That data is then transferred to an InDro ground robot, which then autonomously navigates to each of the landmines.

“From drone to final map, it’s a fully automated workflow,” says Phaneuf. “That’s our innovation.”

Chaac has named the software SHIELDS – Secured Hazard Identification and Environmental Landmark Discovery System.

“We have a consistent detection rate of between 80 and 90 per cent,” explains Phaneuf. And while landmines are the focus, the software could be applied to any feature detection. “This particular system, we can use to discover any landmark as long as we train the neural network accordingly.”

Below: An InDro-modified drone autonomously captures data from above, sending it directly to Chaac’s neural network software for object identification and precision mapping. Our Sentinel inspection robot then confirms the data by autonomously driving to each detected PFM-1.

Chaac Mine detection demo Area X.O Drone
Chaac Mine detection demo Area X.O Sentinel

THE INDRO CONNECTION

 

The necessity for a drone and UGV (Uncrewed Ground Vehicle) is what brought Chaac to get in touch with InDro.

“One of the requirements of this project was to have Canadian-owned and operated hardware, not like DJI drones from China. And so we partnered with Indro,” says Phaneuf.

InDro built two Open-Source RTK drones operating with ROS2 (Robot Operating System), which will be delivered to the Department of National Defence as part of the contract. Our third-generation Sentinel UGV, also with RTK, is used as the ground robot. In a real-world deployment, the UGV could be used to detonate the mines, either by driving over them with a hardened shell, or with some other attachment that could trigger the devices.

And the next step for Chaac? Since the company has shown it can detect very small objects, Phaneuf anticipates DND might ask for detection of something else – say, vehicles for example. Chaac hopes its PFM-1 SHIELDS detection system will make it into the real world.

“I would be very happy if we can save some lives with this project and deploy it in in the Ukraine, or maybe after the war in Russia,” says Phaneuf. “We have hopes that this project will bear fruit and can be deployed in an actual combat or post-battlefield situation.”

We share that view.

Below: Chaac CEO Guillaume Nepveu explains the project during a recent episode of our Sound Byte micro-podcast

INDRO’S TAKE

 

We are pleased to have been brought in as a partner by Chaac on this project. As an R&D company specialising in UGVs and UAVs, it was a perfect fit. We also applaud the use-case, and hope Chaac’s SHIELDS system can one day be used to detect and destroy PFM-1s or other surface landmines.

“Landmines, sadly, continue to pose a threat to soldiers and civilians in many parts of the world,” says InDro Founder and CEO Philip Reece. “There’s no question technology can be, and has been, used to great effect to neutralise this threat. Chaac’s machine vision/neural network approach is a perfect example of combining cutting-edge software and hardware together with a single and positive goal. We look forward to seeing the next steps.”

We’ll keep you updated.

New research on urban wind turbulence released; InDro assists with research

New research on urban wind turbulence released; InDro assists with research

Aug 25, 2025 | InDro News, Industry News, National Research Council, Transport Canada

By Scott Simmie

 

Flying a drone in congested urban centres is tricky.

Not only does the operator have to be aware of buildings, low-flying helicopters and people and property on the ground, but on many days there’s an unseen force at work that can cause havoc for safe RPAS flight: Wind. Specifically, the turbulence, wind tunnels and even wind shear that can be created when wind passes between and over buildings.

“Urban environments create a variety of exacerbated micro-level wind effects including shear, turbulence and eddies around buildings. These effects can locally increase reported wind speeds by up to 50 per cent,” says Dr. Eric Saczuk, InDro’s Flight Operations Lead and head of RPAS Operations at the BC Institute of Technology.

Routine drone flights in dense urban centres are clearly part of the future. That’s why a long-term study into how wind behaves in such settings has been underway, with funding from the Transport Canada RPAS Task Force (now absorbed into a broader Strategy and Emerging Technologies (SET) Branch and the National Research Council (NRC) Integrated Aerial Mobility Program. Now, a scientific research paper has been published on the preliminary findings – with more research to come.

And the InDro connection? InDro Chief Pilot Dr. Saczuk has been overseeing these flights – with more to come on the immediate horizon. On previous missions, the drone was equipped with an AVSS parachute and a wishbone-like device that carried two precision sonic anemometers positioned to capture windspeed data from different angles. That georeferenced data determines not only the speed and turbulence of the wind, but also the precise direction (and changes in direction, including wind shear) as the drone passes over what could be called an urban wind canyon.

Below: A DJI M300 drone, equipped with additional sensors, during 2023 research. Anemometers are mounted on the end of that wishbone-like brace, with each positioned to capture wind data from different directions

NRC Wind Tunnel Eric

THE RESEARCH – AND THE PAPER

 

The first phase of this ongoing project involved two very distinct procedures. One involved the drone flights, which included not only navigating wind-tunnel corridors in urban Montreal, but also hovering for periods at specific spots over and adjacent to buildings. Separate anemometers were affixed to the buildings themselves and the data was compared.

The second part took place in the NRC’s wind tunnel. There, a 1:300 scale model of the urban environment the drone flew in was assembled and placed in the tunnel. Measurements were made at various controlled windspeeds. The data from each was then compared for consistency.

The ultimate goal, for this phase of the research, is to be determine whether accurate predictive analytic models could be created that could be used when planning RPAS flights. The research might uncover, for instance, that general wind speeds within the flight parameters of a given RPAS might exceed those limits when passing around and over buildings, resulting in turbulence that would be unsafe for a mission to proceed. Such models will be immensely useful as urban RPAS flights become more routine.

But the first phase was simply to see if the data captured by the drone was in sync with the data produced in the wind tunnel testing.

“The goal of the overall study was to acquire urban-airflow data in a real environment in order to validate equivalent airflow characteristics from model-scale testing,” states the paper.

“The field test was designed to measure urban airflow characteristics using anemometers mounted on a small RPAS. The RPAS was flown along various flight paths in downtown Montréal in 2023. Following the field test, airflow measurements were taken at the equivalent spatial locations in a wind tunnel using a 1:300-scale model of the same test site. Data-processing routines for the RPAS airflow measurements included accounting for the body-motion of the vehicle and applying custom calibration equations for the RPAS-mounted sonic anemometers.”

 

THE RESULTS

 

The data obtained by the drone compared favourably with the scale-model tests carried out in the wind tunnel. In other words, the data indicates it may be possible to produce reliable, predictive models of various urban centres by testing scale models within the wind tunnel itself. Eventually, this research could potentially indicate specific locations in cities where turbulence is of particular concern for RPAS flights.

As the report states: “The distribution of mean flow speed and turbulence intensity from the field test compared well with the wind-tunnel results, including the shape of the distribution and location of the maxima. Additionally, the variation in flow characteristics along a flight path, such as mean flow speed and turbulence intensity, compared favourably with wind-tunnel results acquired at the same relative locations. This work demonstrates the suitability of model-scale testing for studying urban flow fields.”

Below: Carrying out research flights in Montreal in the summer of 2023, followed by an in-flight screen capture

NRC Urban Wind Tunnel Eric
NRC Urban Wind Tunnel Eric

INDRO’S TAKE

 

This is complex research, and these are complex missions to fly. We are pleased to have other partners on board in this research, including McGill University, Place Ville Marie, Îlot Balmoral, Maison du Développement Durable, Hôpital général de Montréal, and the Centre Hospitalier de l’Université de Montréal.

“InDro is pleased to be part of this critical research, which will help ensure safe flights in turbulent urban environments – including models that may one day predict when and where it’s unsafe to carry out missions,” says InDro Founder and CEO Philip Reece. “Of course, there are other challenges flying in cities – including the potential impact of a constellation of RF signals that could interfere with C2 links. We look forward to the next phase of this project.”

This research is ongoing and we have more flights planned in Montreal later in September.

It’s also worth noting we have barely scratched the surface of this exhaustive research paper. For those interested in a more in-depth explanation – along with plenty of data visualisations – you’ll find it here. You can also check out our 2023 flight in this post.

InDro and partners advance AED drone delivery research

InDro and partners advance AED drone delivery research

Aug 18, 2025 | Drones for good, In the media, InDro News

By Scott Simmie

 

When someone goes into cardiac arrest, literally every second counts.

The chances of survival drop by between seven and 10 per cent for each minute that passes between the event and resuscitation. So getting an Automated External Defibrillator to the scene as quickly as possible can, literally, mean the difference between life and death.

Back in 2018, InDro partnered with the County of Renfrew Paramedic Service and Dr. Sheldon Cheskes, Affiliate scientist, Evaluative Clinical Sciences, in the Schulich Heart Research Program at Sunnybrook Health Sciences Centre, to carry out field research that compares the speed of delivering an AED via drone versus ground-based EMS. We have also worked with Peel Regional Paramedic Services on these trials.

Research was well underway, with multiple successful trials, when the pandemic hit and the project was paused. It has now resumed, and was recently featured in this news article.

Below: A video showing one of our test trials, where we lowered an AED kit at a precise location via winch

THE BENEFITS

 

The benefits are clear: The faster you can get an AED to a cardiac arrest victim, the more likely they are to survive. In multiple trials we worked with the County of Renfrew Paramedic Service to compare the speed of drone delivery with that of ground-based EMS. A simulated emergency call was placed, and the paramedics hit the road at speed. At the same time, we dispatched a drone carrying an AED.

The drone was faster – as it can head directly to the scene as the crow flies. This is particularly important in rural and remote settings, where roads only rarely present a direct route to the target destination.

In fact, Dr, Sheldon Cheskes and colleagues have been carrying out research to determine the feasibility of AED delivery by drone and have published papers in peer-reviewed journals.

In a 2020 research paper published in the Journal of the American Heart Association, they wrote about the results of six simulations in two rural areas. In one of those tests, the distance ground EMS had to travel was 20 kilometres, versus nine kilometres for the drone.

“During each flight, the AED drone arrived on scene before the ambulance, between 1.8 and 8.0 minutes faster,” they wrote. “This study suggests AED drone delivery is feasible, with the potential for improvements in response time during simulated sudden cardiac arrest scenarios.”

 

THE CHALLENGES

 

Getting the drone to the precise location is no problem. In fact, a 911 call contains the coordinates where the drone must be dispatched to – and that data can be automatically integrated into our flight planning software.

But because speed is of the essence, the research is also exploring how to most quickly get the AED from the drone into the hands of those awaiting the device on the ground. Is it faster to land the drone? Drop the device in a well-padded enclosure from a low height? Land and disarm the drone?

Then there’s the issue of instructing the Good Samaritans on the ground on how to effectively use the AED. In one of our trials, a cellphone was included with the AED. That cellphone was preset to a live video call with a First Responder. The moment someone opened the package, there was a professional on the other end who could offer instructions.

Below: Television coverage of when InDro first began exploring drone delivery of AED – all the way back in 2014

 

INDRO’S TAKE

 

As you just saw, we actually explored this use-case on Salt Spring Island long before the pilot project, with some tests back in 2014. So we could see the benefits of this use-case early on. Drone technology has improved immensely since then – meaning we can fly greater distances at greater speeds.

“We are immensely pleased to see this research get back underway after the pause forced by the pandemic,” says InDro Founder and CEO Philip Reece. “We’re also in a position now where we can explore using fixed-wing VTOL for greater speed and integrate more robust command and control protocols. Our ultimate, long-term vision includes the potential for a series of strategically placed docks in rural areas that contain drones and AEDs that can be automatically and autonomously dispatched the moment that 911 call comes in.”

We look forward to updating you after the next trial.