Canadian Advanced Air Mobility Consortium attends Dubai Airshow

Canadian Advanced Air Mobility Consortium attends Dubai Airshow

Dec 6, 2023 | Advanced Air Mobility, CAAM, eVTOL, Scott Simmie

By Scott Simmie

 

Ever been to a *really* big airshow?

The two best-known take place in the UK and France on alternating years. One is the Farnborough International Airshow (been there twice), and the Paris Airshow (Salon du Bourget). From the biggest passenger-carrying jets in the world down to the tiniest fastener, these massive events include every element in the aerospace supply chain (and then some). From Airbus to Rolls Royce, in-flight entertainment systems to military-spec rivets, you’ll find them there.

One of the other major global events is the Dubai Airshow. With more than 1400 exhibitors and 180+ aircraft on flying or static display, it’s also a must-attend.

This year’s event took place November 13-17, and one of the key themes was the rapidly approaching era of Advanced Air Mobility. That’s the world where transformative and sustainable aircraft (including air taxis) will play a role in transporting goods and people both within major cities and to smaller communities not currently served by traditional aviation. Many if not most of these new aircraft are being designed for eventual autonomous operation.

Canada, of course, has a stake in this new world. In fact, we recently wrote about the purchase by Vancouver’s Helijet of an eVTOL aircraft (a BETA Technologies ALIA 250) for crewed operations in British Columbia. So we were pleased to see that the Canadian Advanced Air Mobility Consortium (CAAM) attended – and presented at – the Dubai Airshow.

 

Dubai AAM

CAAM

 

Formed in 2019, CAAM is the national voice representing Advanced Air Mobility in Canada. With 70+ members spanning industry, government, academia and associations, CAAM plays a crucial role in this emerging sector. Its stated vision is to create “A unified national strategy for Zero-Emission Advanced Air Mobility with regional implementation in Canada.” And its mission?

“To build an ecosystem of national collaboration in creating and operating a sustainable, equitable and profitable Advanced Air Mobility industry in Canada.”

CAAM is led by Executive Director JR Hammond, who represented the organization – and by extension, Canada – at the Dubai Airshow. We asked him for his own short definition of AAM:

“It changes our concept of how we move people, goods and resources across our cities and regions. With these new aircraft we no longer are constrained to just railways, marine or ground transportation,” he says.

Dubai was Hammond’s first international air show – and it left quite an impression.

“We were blown away not only by the representation of Advanced Air Mobility in the RPAS sector, but how leading organizations globally – Asia, North America and Europe – brought aircraft and technology to the Middle East to showcase. This bubbling of activity globally is only expediting our operational pathways.”

Below: The Archer Aviation Midnight, an electric AAM vehicle capable of flying 160 kilometres (100 miles). The aircraft has been optimized for shorter flights of roughly 32 km (20 miles) with a charge time between flights of just 12 minutes.

 

 
CAAM Dubai AAM

THE CATALYST

 

The spark for the trip came from CAAM’s national board, says Hammond. It suggested to the executive team it would be worthwhile for the organization to have a greater presence at global gatherings – and specifically at air shows.

While a lot of AAM attention focuses on the impressive emerging aircraft technology, Hammond says there are a number of pillars that must be aligned for Advanced Air Mobility to truly take flight. Obviously, there’s the Uncrewed Traffic Management aspect – the safe integration of pilotless aircraft into traditional airspace.

But there are many other challenges CAAM has been exploring and believes are integral to the future success of AAM.

“There’s a lot of other pillars that countries and different delegations are not focusing on – like the insurance industry, or the cyber security aspect of communication. So we were tasked by the board to showcase Canada – how we can bring all of these different pillars to the global scale. A lot of these nations are not doing this and they’re seeing the challenges.

“The great example given is United Arab Emirates, which arguably is one of the leaders in AAM with their Drone Up operations… They have not focused on how they’re going to integrate this into conventional airspace, how they’re going to bring this on with different telecommunication providers and insurance providers. That’s what we’re focusing on right now and they were learning a lot from us.”

Below: JR Hammond (holding microphone) onstage during one of two sessions where he was a panelist. The first was “Pathway to eVTOL commercialisation” and the second was “Advanced aerial cargo delivery advancements.”

 

JR Hammond CAAM Dubai

GETTING THERE

 

There’s a lot of work ahead.

Obviously, there’s the development, validation and certification of aircraft. Though there are some full-scale designs now operational (such as the EHang EH216-S, which was certified in October by the Civil Aviation Administration of China), many companies are still working with scale models or Minimum Viable Products. Certification through agencies like the FAA is, by necessity, a methodical and demanding process that takes years.

There’s also the question of how to safely integrate these new vehicles into airspace currently used by traditional aviation. Will there be specific low-level flight corridors set aside for smaller AAM aircraft/RPAS in urban settings? (Mostly likely yes, and almost certainly in Canada and the US. In fact, InDro is involved in some of the research and test flights for this).

Will there be rules around where and how many Vertiports (takeoff and landing sites for eVTOL aircraft) can be established in cities? Will certain use-cases, such as urgent medical deliveries, take priority in the early phase of adoption to build public acceptance? What role in standards and operational guidelines will the International Civil Aviation Organization (ICAO) ultimately play?

And then there are those pillars JR Hammond alluded to: Communications, insurance, cyber-security and more.

It sounds like a lot to overcome – and it is. And that’s why conversations and panels like those which took place in Dubai are so critical as the move to AAM begins to accelerate.

“Even though we are all at different stages, the amount of collaboration already occurring in saying: ‘We need to solve this together’ was by far greater than anything than I’ve ever seen before in aerospace or business,” says Hammond.

So the commitment and collaborative spirit is there.

Dubai Hammond AAM

THE PATH TO AUTONOMY

 

There is a consensus, particularly with passenger-carrying aircraft, that the jump to autonomous flight won’t be immediate. There will be a graduated approach, starting with a pilot on board those aircraft. It’s anticipated early flights will be manually controlled, then monitored by a pilot still capable of taking over if required.

“In terms of autonomy, any market entry piece will happen with a pilot on board with full control and an augmented system similar to the autopilot systems that we have on commercial airliners today,” says Hammond.

“Then, as regulations and social acceptance and – of course – our policies increase, then we can move upwards on our autonomy scales towards that ‘human in the loop’ and then of course autonomous aircraft at some point in the future.”

But, says Hammond, it will be cargo deliveries – both intra-urban and inter-regional – that will come first.

“We need autonomous operations today in the cargo space before we even have a chance at the passenger space… And more resources and more efforts are needed to solve out what those air corridors can look like, with autonomous aircraft operating in our conventional airspace.”

Below: Mid-sized drones like this, carrying medical or other critical supplies, will likely be the vanguard of the transition to AAM.

 
Dubai Hammond AAM

INDRO’S TAKE

 

With a variety of InDro Robotics delivery drones – including a model proven in trials for temperature-sensitive medical deliveries between hospitals – InDro has a vested interest in the AAM future. But it’s not just about us – far from it.

“I believe AAM will be truly transformative – and I’m not talking about the delivery of coffee and bagels to someone’s back yard,” says InDro Robotics CEO Philip Reece.

“Advanced Air Mobility will mean that critical – and even life-saving – products can be quickly and safely transported across cities and to nearby regions in a fraction of the time of traditional ground delivery. It’s going to mean that people in some remote and isolated communities will be able to board regular or on-demand flights for the first time ever,” he adds.

“Plus, sustainable flight will play a significant role in reducing greenhouse gas emissions at a time when such measures are very much needed.”

We were pleased to see JR Hammond and CAAM representing Canada’s AAM interests – and solutions – on a global stage. (And, if this is your first introduction to AAM and CAAM, you can find out more in our primer here.)

All images, with the exception of JR Hammond on the panel, courtesy of Dubai Airshow.

TLR – Technology Readiness Levels – explained

TLR – Technology Readiness Levels – explained

Dec 4, 2023 | Engineering, InDro News, Industry News, Scott Simmie

By Scott Simmie

 

So: You’ve got a great idea for a new technology product or process.

That’s the first step: A concept that you’ve put some thought into. Of course, there’s a long road ahead before that brilliant idea becomes an actual commercial product. But how do you gauge that progress as you move along the development path? How would you describe where you’re at in a way that others might quickly grasp?

Luckily, there’s a tool for that. It’s called the Technology Readiness Levels scale, or TRL.

“It’s a standard measuring stick for everyone to communicate where they are with development,” explains InDro Robotics Engineering Lead Arron Griffiths.

The TRL tool was first developed by NASA researcher Stan Sadin back in 1974 with seven basic levels. It would take another 15 years before the levels were formally defined, during which time two additional levels were added. There are now nine steps up the ladder, where TRL 9 is the equivalent of a working product that could be mass-produced or commercialized.

Which means, of course, that Level 1 is at the very beginning of the technology development process.

“Level 1 is universally seen as a napkin idea – where you’ve jotted down a concept,” says Griffiths.

That’s a perfect analogy for TRL 1.

For greater clarity, each level on the scale offers a short definition, a description, and examples of activities. The short definition for Level 1 is “Basic Principles Observed and Reported.” The description is “Lowest level of technology readiness. Scientific research begins to be translated into applied research and development (R&D).”

In terms of examples, Level 1 “Activities might include theoretical studies of a technology’s basic properties.” And yes, that could include a napkin sketch.

Below: Aerospace is one of many industries to use TRLs. The noise-reducing chevron nozzles seen on the cowling below would have gone through each of the nine levels. Photo via Wikimedia Commons by John Crowley.

TRL chevrons

MOVING UP THE SCALE

 

Great! You’ve got that napkin sketch done.

Obviously there’s a lot to do between that initial idea and a finished product suitable for commercialization. To get to TRL 2, you simply need to put more thought into it. You’re not actually building or programming yet, just putting greater clarity and focus on what you hope to accomplish.

TRL 2 is defined as “Technology concept and/or application formulated.” Here’s its description:

“Invention begins. Once basic principles are observed, practical applications can be invented. Applications are speculative, and there may be no proof or detailed analysis to support the assumptions.”

You could think of this stage as refining the idea, with activities limited to research and/or analytical studies.

TRL 3 means you’re actually beginning the R&D process. This might include some lab or analytical studies. At this stage you’re trying to validate predictions you’ve made about separate elements or components of the technology. The components you’re working with aren’t yet integrated – nor is it expected that the components you’re working with are at their final version.

TWO TRL SCALES

Before we move along, it’s worth noting there are actually two different TRL scales in use. The first (and the one we’re using here) is the NASA scale. But the European Union has its own TRL scale. 

“So there is some cloudiness,” explains Griffiths. “Typically the top and bottom of the scales are the same, but the middle moves around a bit. You have to be sure people are reading from the same scale. Typically when I talk to a client, I will show them the scale I am using.”

Griffiths also emphasizes that during R&D, the phase of development doesn’t always slot neatly into one of the TRL stages. 

“It’s typical to say: ‘We’re roughly about TRL 6’ – it’s not an exact science.”

Below: The InDro Commander module, with LiDAR sensor. This popular commercial product, which allows for rapid integration of ROS-based robots and sensors (and more), is TRL 9.

Teleoperated Robots

CLIMBING THE LADDER

 

American inventor Thomas Edison once said: “Genius is one per cent inspiration and ninety-nine per cent perspiration.” The same could be said of the process of inventing a product for commercialization. Once that napkin sketch is done (the one per cent), there’s still a lot of methodical slogging ahead. (Trust us, we know.)

TRL 4 is the stage where you’re putting things together. Basic components are integrated and readied for testing in a simulated environment. The short definition, via Canada’s Department of National Defence, is “Component(s)/subsystem(s) and/or process validation in a laboratory environment.”

The logical progression continues with the next step.

“TRL 5 means it’s ready for testing in a lab environment,” explains InDro Lead Engineer Griffiths. He also adds that this middle stage – TRL 4 through 7 – “is always the difficult part.”

Once TRL 5 is passed, it’s time to start seeing if the integrated components will work together in a simulated or lab environment. At this stage, TRL 6, the product is considered to be getting pretty close to its desired configuration. Yes, there will be further tweaking to come, but you’re getting there.

Below: InDro’s Street Smart Robot (the large white unit). The product has been built but not yet deployed in winter conditions. This would be at TRL 7. Every other robot in this image would have made it to TRL 9.

 

SSR Street Smart Robot

NEARLY THERE!

 

All that hard work has been paying off. Your product is assembled and has been tested in simulation or other lab environment. Now it’s time to get it out into the real world to see how it performs. Congratulations, you’ve reached TRL 7, where “Prototype system [is] ready (form, fit, and function) for demonstration in an appropriate operational environment.”

“TRL 7 is more like a long-term deployment. Once you can show it to be working in a real-world environment – outside of the lab – then you get to Levels 8 and 9,” says Griffiths.

These final two levels are usually pretty exciting. Once the product/solution has been proven to work in its final form – and in the environment where it’s expected to be deployed as a product – you’ve reached TRL 8. Just one more to go.

 

THE FINAL LEVEL

 

Remember that Street Smart Robot you just saw a picture of? Well, it’s ready to go. And once the wintry conditions take hold in Ottawa, we’ll be operating that machine in ice and snow on Ottawa streets. Specifically, on bike lanes in Ottawa, where it will detect hazardous conditions (including potholes) that might pose challenges for safe cycling. City of Ottawa maintenance crews will then be notified of the problem (and its location) so they can address the issue. (You can read more about the SSR here.)

And once the SSR is operating smoothly in those intended conditions? We will have achieved TRL 9, meaning “Actual solution proven through successful deployment in an operational setting.”

NOT ALWAYS A SMOOTH PATH

 

It’s easy enough to describe these levels. And in doing so, it can appear to be a straightforward, linear path where engineers move seamlessly from one level to the next. Reality is not quite so simple. Depending on the project, progress in the early stages can be made very rapidly.

“Most people get up to Level 5 fairly quickly,” says Griffiths. “You can even get to Level 5 in a day if you’re doing software development – you can literally go from an idea all the way up to a basic rudimentary prototype.”

But – as flagged earlier – things get a little trickier once you hit those middle levels.

“You can think of it as walking up a hill to Level 5,” he says. “Then there’s this valley. A lot of stuff dies in Level 6 and 7. There’s not a lot of success there because once you push the technology into actual environments the success rate is very low. So a lot of time is spent in Levels 5 and 6 trying to make a system that can make it to Level 7 successfully, and then on to Level 8 – where you’re essentially across the valley.”

Below: A graphic outlines the short definitions of Technology Readiness Levels

Technology Readiness Levels

INDRO’S TAKE

 

The TRL scale is extremely useful in the R&D world, in that it concisely conveys where a product is along the path to commercial development. And while it’s great for engineers, it’s also useful to help clients understand where one of our products is along that journey.

We’ve scaled this ladder many times over the years. Sometimes it’s a relatively easy climb. But, like all Research and Development companies, we’ve also had a few products that never made it beyond the valley Arron Griffiths described. That’s R&D.

“The Technology Readiness Level scale is a really useful tool, and part of our daily language at InDro Robotics,” says CEO Philip Reece. “Each level represents unique challenges – and that valley Arron described can sometimes be a disappointing bit of landscape. But we learn something even with the occasional failure.

“Thankfully, we have a creative and tenacious engineering team that seems to thrive on difficult challenges – and InDro now has a growing stable of products that have achieved TRL 9 and gone on to commercial success.”

If you’re working on your own project and would like to know where it is on the TRL scale, you can use this assessment tool from Industry, Science and Economic Development Canada.

 

That’s a wrap: Another great Aerial Evolution Association of Canada Conference

That’s a wrap: Another great Aerial Evolution Association of Canada Conference

Nov 20, 2023 | Aerial Evolution Association of Canada, Drone Detection, Industry News, Scott Simmie

By Scott Simmie

 

What a great show.

The Aerial Evolution Association of Canada (formerly Unmanned Systems Canada – Systèmes Télécommandés Canada) held its annual conference and trade exhibition November 7-10 in Ottawa. The event had an excellent turnout, along with the usual selection of high-quality learning sessions.

There was plenty of discussion around the coming world of Advanced Air Mobility, where new and transformative aircraft (many of which are innovative new autonomous drone designs with detect-and-avoid features) will routinely deliver heavy cargo and even passengers over dense urban centres and to regional communities not currently served by traditional aircraft.

Another timely topic was the increasing use of drones in the conflict in Ukraine, as well as the latest developments in Counter-UAS technologies (including both detection and mitigation). There was even a live demonstration of a new kinetic C-UAS drone that uses a net to disable and capture a rogue RPAS.

Reps from Transport Canada and NAV Canada were on hand to discuss proposed changes on the regulatory landscape and – always an important part of these gatherings – hear questions and concerns directly from the industry. These open exchanges have long been a hallmark of the annual event.

AEAC Plenary

FIRST NATIONS

 

There was a notable emphasis this year on Indigenous use of drones and other technologies, including a powerful session about detecting unmarked burial sites on the grounds of former residential schools. The concept of data sovereignty – who owns data captured on unceded territories – was also discussed. There was even a presentation on how drones have helped to capture important First Nations cultural events. Plus, of course, the employment and opportunities that RPAS education and initiatives are creating for Indigenous entrepreneurs and communities.

Below, one of the Indigenous panels, moderated by Kristin Kozuback (C)

DRONES AND LAND MINES

 

SAIT‘s Shahab Moeini talked about a program using UAS to detect land mines using AI, machine vision and sensor fusion. Many previous and current efforts have used magnetometers, but these metal-detecting sensors are neither effective nor appropriate given that many land mines are made of plastics and other non-metallic materials. Machine Learning is being used to train drones to recognise the many, many, different types of land mines – even if only a portion of the device is visible above ground.

“Land mines,” said Moeini, “are the nastiest creation of mankind.”

Below: Shahab Moeini, who runs SAIT’S Centre for Innovation and Research in Unmanned Systems (CIRUS)

SPEXI

 

Among the many excellent and innovative presentations, one by Spexi Geospatial caught our attention. The Vancouver-based company has built software that allows pilots of micro-drones to automatically fly and capture hexagonal-shaped areas the company calls “Spexigons.” Each Spexigon covers 22 acres and when an adjacent Spexigon is flown the data and imagery are seamlessly connected. With enough Spexigons captured, you’ve got a high-resolution version of Google Earth – and a ton of use-cases for the data.

The Spexi software carries out the flights automatically using DJI sub-250g drones, flying standardized capture missions to produce imagery at scale. The data is uploaded to the cloud where it’s stitched together to form highly detailed images of very large areas with a resolution of 3cm/pixel. (A satellite, by contrast, captures at 30cm/pixel while a standard airplane generally captures at 10cm/pixel.)

During one recent mission, “over 10,000 acres of imagery was captured in three days,” explained Spexi COO Alec Wilson.

“We’ve made it super simple to get images in and out at scale… And we’re super-excited to be able to start building bigger and better platforms for the drone industry.”

Below: Spexi’s Alec Wilson explains how the system works…

Alec Wilson Spexi

WOMEN IN DRONES

 

This year’s conference saw an increased emphasis on Women in Drones.

Though this has been on the agenda at past events, the 2023 event had somehow a different feel: The recognition that women are not only increasingly entering and shaping this male-dominated sector, but that many are high-level subject matter experts making significant contributions.

While progress has been made, there’s still work to do on the equity front. And there was a strong sense the AEAC is committed to achieving that.

Below: The close of the Women in Drones breakfast

AEAC Women in Drones Breakfast

RECOGNITION

 

One of the most memorable parts of any Aerial Evolution Association of Canada conference is the awards ceremony. Individuals and organizations that have made outstanding contributions to the RPAS industry are nominated, voted for by their peers, and selected for recognition. Recipients range from student engineers (the RPAS CTOs of tomorrow) through to service providers, manufacturers – and even government agencies.

Those honoured at this year’s conference include:

  • Dr. Frederique Pivot: Pip Rudkin Individual Achievement Award
  • Jacob Taylor: 2023 Indigenous Innovation Award
  • National Research Council of Canada Aerospace Research Centre: 2023 Organizational Achievement Award
  • Bryan Kikuta, Toronto Metropolitan University: 2023 Mark Cuss Memorial Scholarship
  • Ana Pereira, University of Victoria: Best Student Oral Presentation Award (judged)
  • Aman Basawanal, Carleton University: Best Student Technical Paper Award (judged)

Below: The National Research Council Team receives its award

WAIT, THERE’S MORE

 

There was one more award recipient to whom we’d like to give a special shout-out. It’s Katelin (Kate) Klassen, who received the 2023 Aerial Evolution Ellevatus Award “for her outstanding dedication in uplifting, empowering, and inspiring women in the Canadian RPAS sector.”

Kate is truly a pioneer in this field. A multi-rated private pilot and flight instructor with traditional aircraft, Kate has been a significant force in the drone field for years. She’s an educator (her online courses have trained more than 10,000 pilots), a lobbyist (she’s taken part in multiple consultations with regulators – including being co-chair of the CanaDAC Drone Advisory Committee), and a true advocate for RPAS education. Her knowledge of the Canadian Aviation Regulations (CARs) is legendary – and she has inspired and encouraged countless women (and men) in this industry.

Plus, she’s truly an all-round awesome human being – always willing to share her time and expertise. Congratulations, Kate – and all the other winners!

Kate (C) looking justifiably happy…

Kate Ellevatus

ALSO WORTH NOTING (AND CELEBRATING)

 

Though they didn’t receive any awards, three key members of the Association certainly merit public recognition for their contributions. Jordan Cicoria (CEO of Aerium Analytics) did an outstanding job as Conference Chair. In fact, he’s overseen the last two in-person conferences, while also taking the helm of the virtual gathering during the peak of the pandemic. That’s a *lot* of work, and Jordan has carried out these tasks both professionally and modestly while juggling a plethora of moving parts.

A lot of work on the conference – and elsewhere – came from AEAC Executive Director Declan Sweeney. Declan worked hard behind the scenes (and on countless calls) with sponsors, exhibitors, membership drives – you name it. He’s also deeply involved in the annual student competition. Declan does it all with professionalism, and a great sense of humour.

Equally deserving of recognition is AEAC Chair of the Board Michael Cohen (also the CEO of Qii.AI).

Michael has been serving the Association well, and was key in the transition and rebranding from Unmanned Systems Canada / Systèmes Télécommandés Canada to the Aerial Evolution Association of Canada. This was far more than a name change, but an organizational shift to reflect the coming era of Advanced Air Mobility. He’s been instrumental in the Association’s push toward greater Diversity, Equity and Inclusion – which was reflected in the conference agenda.

The Association also benefits greatly from Michael’s extensive knowledge and background; he’s a former commercial jet pilot – a distinct advantage when discussing the Big Picture (and the minutia) with regulators.

Thank you, all.

Below: Jordan Cicoria (L) with Declan Sweeney, followed by Michael Cohen (R) with Transport Canada’s Ryan Coates

Jordan Declan
Michael Cohen Ryan Coates

INDRO’S TAKE

 

As always, we were pleased to participate at the annual Aerial Evolution Association of Canada conference. In addition to the sessions, the networking and the trade exhibit – it’s of tremendous value to have the industry and the regulators together for collaborative discussions. There’s been tremendous progress in this sector over the past decade, and much of that is due to regulators truly working with the industry to safely advance RPAS use in Canadian airspace, including BVLOS flight and other more complex operations. Technology that was seen almost as a threat in the early days is now being accepted as a useful – and critical – adjunct to the overall world of aviation.

InDro Robotics staff appeared on multiple panels; CEO and AEAC Board Member Philip Reece, pictured below, took part in the Counter-UAS panel and a live demo of kinetic C-UAS drone at Area X.O‘s Drone and Advanced Robotics Training and Testing (DARTT) facility. (That’s Philip below.)

Philip Reece

BUT…

 

We’d be lying if we didn’t tell you that a true highlight for us was seeing Kate Klassen receive the Ellevatus Award.

“One might easily conclude we’re happy simply because Kate is a flight instructor and regulatory expert with InDro Robotics,” says CEO Philip Reece. “But that’s really just a sliver of the truth. Kate’s contributions over the years have been plentiful, significant, and lasting. We’d be applauding this recognition just as loudly even if she didn’t work with InDro.”

We are, however, very happy – and fortunate – that she does.

 

YOW Drone incident recounted in WINGS magazine

YOW Drone incident recounted in WINGS magazine

Nov 20, 2023 | Drone Detection, Industry News, Scott Simmie, YOW

By Scott Simmie

 

If you follow the news from Indro Robotics regularly, you’re likely aware we’re the key technology provider for the YOW Drone Detection Pilot Project.

For several years, we’ve been involved in detecting drones flying in proximity to the Ottawa Macdonald-Cartier International Airport. The data is collated into regular reports and shared with partners including Transport Canada, NAV Canada and the RCMP. It has also proven invaluable in assisting YOW with developing protocols for drone incursions and even apprehension of individuals violating RPAS airspace rules.

Among the project highlights we’ve covered in the past:

These stories have been picked up by multiple news outlets in the past, including the Ottawa Citizen, CBC  News, sUASNEWS, DroneDJ – and many more. In fact, here’s one those CBC pieces, covering the drone detection used during President Joe Biden’s visit:

THE YOW INCURSION

 

One 2022 incident at YOW, where the pilot was caught in the act, has received a lot of attention throughout the industry. The operator was ultimately fined $3021 for violating a number of rules laid out in the Canadian Aviation Regulations (CARs).

The incident not only proved the real-time capabilities of the technology (including its ability to locate the pilot), but highlighted the many specific regs that had been violated. Transport Canada investigated and ultimately issued significant sanctions – a cautionary tale for those who might be uninformed about or wilfully violate the strict rules governing RPAS use in close proximity to airports/aerodromes etc.

This week, we noticed WINGS Magazine highlighted the story in its November/December edition.

WINGS YOW

PLAY-BY-PLAY

 

The data obtained during that December 2022 incursion is highly detailed. In fact, it offers a moment-by-moment description of how the flights went down (and up), along with how YOW authorities responded to the event. You can find the WINGS article online here, but we’ve also pasted it below for your convenience.

Apologies for the split headline, but this was a double-truck page.

WINGS YOW INCURSION ONE
WINGS YOW INCURSION TWO

INDRO’S TAKE

 

We’re grateful to WINGS Magazine Editor Jon Robinson for amplifying our YOW drone incursion story. The more that incidents like these are publicised, it’s reasonable to assume that fewer will occur as people learn more about the regulations and penalties.

It’s also clear, as was demonstrated at the 2023 Aerial Evolution Association of Canada conference, that drone mitigation technology continues to improve. During the event, there was a demonstration of a drone that can track down and disable a rogue RPAS with the kinetic firing of a net. (Radio Frequency jamming is not permitted under Industry Canada rules except in extraordinary circumstances.)

“We’re pleased to see that this story is still making the rounds, and hopefully educating drone operators who may be unfamiliar with the rules and penalties,” says InDro Robotics CEO Philip Reece.  

“But we’re even more pleased to see that incidents such as these are relatively rare. The YOW Drone Detection Pilot Project has captured very valuable data over the years – and continues to do so.”

Interested in drone detection and mitigation solutions for your airport, stadium or other sensitive asset? InDro subsidiary Bravo Zulu has multiple options and can be contacted here. 

Elroy Air’s Chaparral brings long-range, heavy lift cargo solution

Elroy Air’s Chaparral brings long-range, heavy lift cargo solution

Nov 16, 2023 | Advanced Air Mobility, Autonomy, Industry News, Scott Simmie

By Scott Simmie

 

Some history has just been made in the world of Advanced Air Mobility (AAM).

On November 12, Elroy Air successfully flew its Chaparral C1 – the first flight of a turbogenerator-hybrid electric vertical take-off and landing (hVTOL) aircraft. The hover test of the full-scale aircraft took place at the company’s test-flight facility in Byron, California.

It’s an important milestone as the world moves toward the AAM era, when new and transformative aircraft will move goods and people to destinations that would have been impractical or too expensive using traditional aircraft.

“This is an exhilarating day for our team and the industry as a whole,” says Elroy Air co-founder and CEO Dave Merrill.

There are plenty of companies competing for this new space with innovative autonomous designs. Some are designed to carry people, cargo, or both. There are several excellent designs out there, but Elroy Air’s Chaparral C1 has been on our radar for reasons you’re about to discover.

Before we get into the history, though, let’s get straight to the news. Here’s a video of the test flight:

AND DOWN ON THE GROUND

 

Check out the Chaparral C1 on the ground. Take a good look, as we’ll be discussing these features.

Elroy Air Chaparral AAM

THE CHAPARRAL

 

Let’s get into why this aircraft will fill a niche.

It’s been designed to move large payloads long distances – and do so efficiently. Humanitarian aid, military resupply and middle-mile logistics are all perfect use-cases for the Chaparral. Its sole purpose is to move significant amounts of cargo efficiently – and be ready for the return trip in minutes.

Here’s the one-floor elevator pitch:

“We’re building an aircraft that will be able to fly 300 miles (483 km) and carry 300 pounds (136 kg) of cargo,” explains Jason Chow, the company’s Director of Strategy and Business Development.

“It’s VTOL, so we don’t need runways. It’s also hybrid electric, so in many situations where there are remote areas, we’re still able to fly where electric power is unavailable.”

Hybrid electric makes sense when you’re after this kind of range, since the craft benefits from the energy density of jet fuel.

“A turboshaft engine powers the batteries, and the batteries power flight,” says Chow.

“One of the most intensive parts of flight is the takeoff portion, where you’re vertically flying upwards. And once you get into forward flight, the turbine is able to throttle back to meet the reduced demand while maintaining battery charge.”

As you can see from the photo, there are eight motors for vertical lift and four for forward propulsion. Once the craft transitions into forward flight, its fixed-wing design brings greater efficiency and range than would be possible with a traditional multi-rotor (which don’t generally have lifting surfaces aside from the rotors themselves).

But while all this looks great, Chaparral’s real secret sauce is its cargo capabilities – which have been designed, literally, from the ground up.

Take a look again at the photo above. Note the design of the wheel struts, as well as the ample space between the bottom of the fuselage and the ground. That’s all for a very specific reason: Chaparral has been designed to carry an aerodynamic, quickly-swappable cargo pod.

Have a look:

 

Elroy Air Chaparral AAM

THE POD

 

Chow says the system is comparable to a tractor-trailer. On a road, the tractor provides the power to move the goods. In the air, “the trailer is the equivalent of the cargo pod. We imagine customers will have multiple cargo pods.”

Those pods can be quickly interchanged on the ground – because the Chaparral’s autonomy abilities aren’t limited to flight. The aircraft can taxi to a predetermined location, lower and disengage a cargo pod, then reposition itself and pick up the next one. You can imagine the advantage of such a system when transporting food or critical medical supplies in an emergency situation. This isn’t simply an aircraft: It’s a delivery system.

It’s also worth noting that the pod has been designed to be compatible with existing infrastructure and tools such as forklifts. As the Elroy Air website explains:

“The Palletized Pod uses a fairing-on-pallet design to ease loading of heavy cargo. This configuration features a standardized L-Track system for securing shipments, ensuring simple loading and safe travel for hefty items.”

Below: The Chaparral C1 with the pod snugged up and ready for business…

Elroy Air Chaparral AAM

BUSINESS MODEL

 

So, will Elroy Air be a service provider, overseeing autonomous flights for clients? Or will it be producing the Chaparral to be sold to clients who will operate it themselves?

“The current thinking is that we would do both,” explains Chow. “There are a lot of our partners that are very good at operating aircraft: FedEx, Bristow, the United States Air Force. The main thing they do is operate aircraft really well. So in those situations we would sell to them only as the OEM (Original Equipment Manufacturer).”

“But we also have customers who are interested in what we can provide. So in those situations we could provide the service ourselves or rely on very experienced operators.”

Elroy Air Chaparral Test Flight

MANUFACTURING

 

Producing an aircraft of this scale – it has a wingspan of 26.3 feet (8.01 metres) and a length of 19.3 feet (5.88 metres) – is no small task. Elroy Air made the decision early on that the most efficient approach would be as a highly selective and meticulous integrator. So its composite fuselage, for example, is outsourced.

“There are folks in the general Advanced Air Mobility industry that are building everything in-house. That’s great, you can own the IP (Intellectual Property) for everything,” says Chow.

“That being said, it takes longer. So our approach has been to be an integrator. We source the best parts to help us get to market – including the generator.”

Elroy Air Chaparral Test Flight

TRAJECTORY

 

There are a lot of startups in this space, including plenty of newcomers. Elroy Air was formed back in 2016 in San Francisco by Dave Merrill (now CEO) and Clint Cope (Chief Product Officer).

By 2018 the company flight-tested sub-scale Chaparral aircraft and user-tested its automated cargo‑handling systems. The following year it had established a relationship (and contract) with the United States Air Force “enabling Elroy Air to understand and inform the USAF’s operational needs for distributed aerial logistics in contested environments. We developed our custom simulation environment for Chaparral aircraft and ran a successful flight test campaign on an early 1200‑pound, full-scale Chaparral prototype outfitted with an all-electric powertrain.”

The milestones have kept coming. The year 2020 brought refinements to its simulation system, allowing the team to carry out thousands of virtual flights and ground/cargo mission experiments. Development began in earnest that same year on the hybrid-electric powertrain, including multiple turboshaft engine runs.

A Series A financing in 2021 brought in partners Lockheed Martin, Prosperity7 and Marlinspike, who came to the table with $40M. In 2022 an additional $36M in capital arrived, and the company unveiled its C1-1 Chaparral to the public. (The aircraft also made it to the cover of Aviation Week.)

It’s been a careful, methodical journey that has brought the company this far – and it clearly has ambitious plans for the future. If you’d like to read about these milestones in greater detail, you’ll find a company timeline here. 

But the biggest milestone so far? The flight that opened this story.

“This marks a major moment for the industry as hybrid-electric aircraft enable the dual benefits of runway-independent safe redundant propulsion, and long-range flight well in excess of battery power alone,” says co-founder and CEO Dave Merrill. 

“Our accomplishment puts Elroy Air one step closer to delivering a transformative logistics capability to our customers and partners.”

Elroy Air Chaparral Test Flight

INDRO’S TAKE

 

We at InDro obviously have a stake in the future of Advanced Air Mobility. We know from our own work in this field of the pent-up demand for efficient VTOL aircraft that can safely shuttle critical cargo – whether across major cities or to isolated communities lacking runways.

We’ve also been watching, with interest, the companies that are vying for space in this coming market.

“From everything we’ve seen, Chaparral is going to be a perfect fit,” says InDro Robotics President Philip Reece. “It’s cargo capacity and range will really fill a void, and the pod system – complete with its autonomous coupling and decoupling feature – will be hugely advantageous. We congratulate Elroy Air on this milestone, and look forward to seeing a transition flight before long.”

As with all new aircraft, it will take time before certification takes place and the FAA gives Elroy Air its full blessings. We’re confident that not only will that day come – but that Elroy Air and Chaparral will play a significant role in the era of Advanced Air Mobility.

All images supplied with permission by Elroy Air