GCXpo 2025: Another successful showcase of cutting-edge technology

GCXpo 2025: Another successful showcase of cutting-edge technology

Sep 25, 2025 | Area X.O, GCXpo, Industry News, Innovation, Scott Simmie

By Scott Simmie

 

GCXpo 2025 is a wrap.

Canada’s premiere next-gen tech showcase featured exhibits from more than 70 cutting-edge companies, multiple panels and fireside chats, some 2,000 registered attendees – and even a keynote speech from the Federal Minister of National Defence.

Oh. And there were a lot of wasps. But they were a minor inconvenience on a day where the focus was on “solutions that our planet needs now more than ever,” said Invest Ottawa President and CEO Sonya Shorey during brief opening remarks. Those solutions ranged from made-in-Canada robotic arms through to robotic agriculture equipment and even new long-range and AI-enhanced drones capable of all manner of data acquisition.

The event, as always, took place over the sprawling grounds of Area X.O (pronounced “X dot oh” in case you ever wondered), a private 750 hectare (1850 acres) complex that serves as a key hub for leading R&D and technology companies in the nation’s capital. The gated facility includes 16 kilometres (10 mi) of roads and test tracks for testing autonomous vehicles, along with its Drone and Advanced Robot Training and Testing facility (DARTT) – built to meet the demanding standards of the National Institute of Science and Technology (NIST).

It’s the perfect location (and had, thankfully, perfect weather) for such an ambitious event. Organised by Invest Ottawa, multiple federal departments, funding agencies and companies (including InDro) sponsored the event.

“It’s an incredible constellation of partners – we do nothing in isolation,” said Shorey.

This year’s GCXpo was not only the biggest yet, but it also noted a shift. There was a greater presence of dual-purpose devices that could be used for defence purposes, along with suggestions we’re in a rapidly changing geopolitical world where it’s in Canada’s best interests to be pushing the tech envelope. Chris Pogue, President of Defence and Space at Calian Advanced Technologies, suggested during the opening ceremony we are at a highly significant point in history:

“(It’s) a moment when defence, Canadian sovereignty, and the ability to build Canadian national capacity is more important than it’s ever been since the Second World War.”

Below: Head of R&D Sales Luke Corbeth demonstrates a humanoid InDro has extensively modified for work in hazardous environments. Image two: Detail of the InDro “backpack” that vastly enhances the robot’s capabilities

 

InDro GCXpo

COOL STUFF

 

There’s always new and interesting things to see while walking the site – plus great opportunities to learn at the many panels (which took place in three separate zones). But a few things caught our eye.

One of them is a new AI drone company called Pelican Autonomy. The company has just recently emerged from “stealth” mode. It’s parent company Lemay.AI, which serves sectors ranging from pharmaceuticals and AgriTech through to aerospace and defence. Pelican Autonomy produces drones of varying sizes, ranges and payload capacities depending on use-case. Specialising in object detection and GPS-denied navigation, the company has been working behind-the-scenes at a rapid pace.

“We decided to build our own UAVs back at CANSEC 2024. We basically went from idea to flyable prototypes since then,” explains Project Lead Vlade Shestakov. “Now that we’ve made a number of successful prototypes, we’ve decided to make ourself known – and because we’re looking for funding we could potentially get some partners here.”

Its large drone (a fixed-wing, dual-engine tail-sitter) can carry a 25kg payload and has an estimated range of 400-500 km.

“It can be a full range of custom solutions – pipeline detection, collaborative mapping, disaster relief – and many others,” he says.

Ottawa-based firm A.I.rShare (“AirShare) was showing its low-cost counter-drone solutions – which are look like tiny missiles

“We provide low-cost, low-collateral counter drone solutions,” explained Missile and Fire Control Designer Luke Skinner. And with developments like we’ve seen in the Ukraine-Russia conflict, there’s clearly a need for C-UAS solutions.

“Lots of people are now buying cheap drones and attaching weapons to them – bombs, mortars, things like that. Right now the missiles being designed for this cost way more than the drones, orders of magnitude greater. Our idea is to bring the cost of the missile down to the cost of the drone. We do that through 3D printing and off-the-shelf components.”

The missiles use hobby rocket motors and are launched via a radar-guided turret. AirShare’s software determines where and when to fire (including how many missiles) for an intercept.

“The missiles deploy a large cloud of lift-disrupting countermeasures that get stuck in the propellors or air intake. Lots of people are doing things like lasers, jamming, but with new fibre optic controlled drone those don’t work so well.”

Below: Indro’s Training and Regulatory Expert, Kate Klassen, on an industry panel around certification, compliance and global standards

THE BIGGER MESSAGE

 

As flagged during opening remarks, we are in a changing world – one where AI and other technologies will play an increasingly important role during uncertain geopolitical times. A standing room-only keynote featured Federal Minister of National Defence, David McGuinty.

“Canada is going to have to be ready…not just to respond, but to lead,” said the Minister. As part of that, he said, the country is working on its first-ever Defence Industrial Strategy – and will be committing vastly more money in this area. As part of meeting Canada’s NATO commitment, he said, the country will be devoting five per cent of its GDP by 2035.

“This is a $9.2 billion investment which will strengthen our forces…enhance our infrastructure and boost our operational readiness….Every defence dollar spent is intended to reinforce Canada’s sovereignty, advance our national security, and fuel home-grown innovation,” he said.

He then expanded on the increasingly significant role Canadian technology companies will play.

“This is what I do know, and for sure: I know that at the heart of the strategy is you. The innovators, the investors, the risk-takers, the entrepreneurs, and the startups. You’re going to help us develop the dual-use technologies that are going to shape the future of defence and security,” he said.

A similar call came earlier in the day from Christine Hanson, Regional Director for North America at NATO’s DIANA program, which issues technology challenges on behalf of NATO partners and funds selected participants. The program was established in 2021 to help NATO maintain its technological edge.

“NATO Nations are really facing unprecedented challenges,” she said, emphasising how important it is “That these technologies are making us more secure and more safe” – adding DIANA is currently engaged in “important conversations around procurement and the speed of acquisition.”

Below: Canada’s National Minister of Defence, David McGuinty 

David McGuinty

INDRO’S TAKE

 

GCXpo is always a big event for us – and for the industry-at-large. This year was no exception. But there was definitely an emphasis on the importance Canada (and NATO) is now placing on developing new and innovative dual-use technologies – meaning they can be used both for defence/sovereignty as well as having other real-world applications.

“It is indeed a changing world, and technology will play an unprecedented role as we move forward,” says InDro Founder and CEO Philip Reece. “InDro already has some dual-use projects underway that we believe will be of benefit, while also standing true with InDro’s long-standing principles of positive use-case scenarios. We’d also like to thank Invest Ottawa and the many organisers of this year’s event – it truly is Canada’s premiere showcase of its kind.”

We look forward to GCXpo 2026.

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.

JR Hammond and CAAM advocate the path toward Canada’s Advanced Air Mobility future

JR Hammond and CAAM advocate the path toward Canada’s Advanced Air Mobility future

Jul 23, 2025 | Advanced Air Mobility, CAAM, Industry News, Scott Simmie

By Scott Simmie

 

The world of Advanced Air Mobility (AAM) is coming. Transformative and sustainable aircraft capable of carrying passengers and goods are being flight-tested daily by industry leaders like Joby Aviation, Archer and Wisk.

Machines like these – with fixed-wing eVTOL being the most popular design – will one day routinely shuttle goods, services and people over congested cities (Urban Air Mobility). They will also play an important role with Regional Air Mobility, offering access to communities that lack the demand or infrastructure for traditional aviation. Most designs are electric or hybrid, with an emphasis on sustainability.

This brave new aerospace world isn’t going to arrive overnight. There’s the question of certification, ensuring these aircraft meet demanding safety and other criteria. There’s also the challenge of determining how to safely integrate these machines within existing aviation airspace. Plus, there are questions around use-cases – how these technologies can be deployed in the most beneficial and efficient ways. Is an Air Taxi service better than delivering medical supplies? Might one aircraft carry out multiple roles?

These are big questions. But there’s an organisation, Canadian Advanced Air Mobility (CAAM), working closely with companies, regulators and other partners to help chart the path and speak with a unified voice on behalf of the industry. We caught up with CAAM’s Executive Director, JR Hammond, to learn more about what it does – and why it’s so important this body exists.

Above: Wisk’s autonomous eVTOL. Below: CAAM’s JR Hammond

JR Hammond

WHAT IS CAAM?

 

That was the first question we put to JR Hammond. Here’s his answer:

“Canadian Advanced Air Mobility is the national industry association here in Canada that brings together our industry, academic and government (partners) all around the momentum of trying to expedite the operations of these new AAM aircraft in the country of Canada,” he said.

Given the rapid development of these innovative aircraft, in conjunction with the push toward a more sustainable future, CAAM is arguably the right organisation at the right time: We are truly on the cusp of an inflection point in the evolution of aviation.

The roots of CAAM go back to 2018, when JR attended the Uber Elevate Summit in Los Angeles. Some 750 experts, manufacturers and regulators got together to discuss the potential of new eVTOL aircraft. A White Paper was unveiled, with the emphasis on the Air Taxi model.

Hammond wanted to get involved. There were some openings in the field, but they all seemed to require aerospace PhDs and US citizenship. JR didn’t tick any of those boxes but was passionate. He started to envision broader implications on the horizon – and the need for a national AAM organization in Canada.

And so, as an entrepreneur, he decided to create one.

JR returned from that conference and wrote up a business plan – which he pitched far and wide. One person, Eric Lefebvre (then Director of Business and Strategy Development with the National Research Council’s aerospace division) immediately understood the pitch and co-founded CAAM with Hammond. So that’s the origin story in a nutshell.

Since then, the concept of use-cases has broadened far beyond Air Taxis. And it’s that broader potential that really excites JR. He envisions moving critical medical supplies, people, and other goods and services. And not only in congested urban settings – but also serving regions and remote communities underserved by traditional aviation.

“The key language that we like to use is it’s not replacing any of our ground transportation, it’s actually complementing… especially outside of our dense urban city centres moving people, goods and services back and forth,” he says.

“What we know for sure is that Canada does not have the economic or population density to support that Air Taxi concept as our go-to-market strategy. We need to find some of those near-term cargo medical movement opportunities that have high value and high impact for go-to-market and then allow the ecosystem to expand.”

Below: A graphic from the CAAM website explains its purpose/vision

CAAM purpose

WAIT, THERE’S MORE

 

In addition to working closely with industry, regulators and academia, the organisation also works hard at developing  connections. Early in 2025, CAAM hosted a highly successful trade mission to California, where participants were able to tour cutting-edge AAM facilities and engage with industry leaders.

“We are really leaning in to how we connect Canadian champions with some of the global leaders in Advanced Air Mobility like the OEMs of Joby, Archer and Wisk.”

Such missions, he says, serve three key purposes:

  • Seeing the progress of these companies in person and making connections
  • Exploring how Canadian companies can become part of the value chain
  • Examining potential for bringing these OEMs into Canada

CAAM membership has expanded rapidly. And while initial members were largely in the AAM or RPAS space, traditional aviation companies have been coming on board in increasing numbers.

“A lot of conventional aviation organisations are looking to expand and be a part of this new developing Advanced Air Mobility ecosystem,” he says. “The overlap between commercial aviation and Advanced Air Mobility is actually coming closer together.”

 

MOVING FORWARD

 

The other news, big news, is that in June an important document was released. Entitled “Roadmap for Advanced Air Mobility Aircraft Type Certification,” it’s a collaborative effort between the aviation regulatory bodies of Canada (Transport Canada), the US (FAA), New Zealand, the UK and Australia.

The roadmap’s Executive Summary explains the document “sets forth a unified and strategic approach to foster collaboration, safety assurance, technological innovation, and AAM inclusive bilateral agreements. In the face of emerging AAM technologies, including electric Vertical Take-Off and Landing (eVTOL) aircraft, the Roadmap outlines a clear path to align aircraft type certification standards, harmonize airworthiness requirements, and facilitate information sharing among network members to maximize the transferability of type certified AAM across the Network, whilst acknowledging an incremental approach to the type certification of AAM aircraft.”

JR Hammond says the document is hugely significant.

“This is something we’ve been waiting for quite a while to go public with,” he says. “We all have common interests in how these new Advanced Air Mobility aircraft will be certified…So it’s a good stick in the sand to start the progress.”

Below: Key points from the Roadmap’s Executive Summary. Image via the National Aviation Authorities Network under Creative Commons 4.0

 

AAM Roadmap

INDRO’S TAKE

 

We are very excited about the coming world of AAM – and particularly about the potential for positive use-cases with Regional Air Mobility, getting critical goods and services (and people!) to regions that have existing barriers to traditional aviation. We’re impressed with the work being carried out in the US, Canada and elsewhere to bring these sustainable innovations forward.

“These are still early days, but AAM has incredible momentum and will someday transform our airspace and enhance use-cases,” says InDro Robotics Founder and CEO Philip Reece. “InDro is pleased to be a Project Partner with CAAM under JR’s leadership, and we look forward to playing a significant role in the AAM space in the future.”

In case you missed it earlier, you can download that AAM roadmap here.

You can also hear JR Hammond discuss CAAM at greater length with Scott Simmie in this InDro Sound Byte micro-podcast.

InDro part of new rural Indigenous healthcare drone delivery project

InDro part of new rural Indigenous healthcare drone delivery project

Jul 21, 2025 | Drone Delivery, Eric Saczuk, Indigenous Peoples/First Nations, InDro News, Scott Simmie

By Scott Simmie

 

InDro Robotics is pleased to be part of a newly funded research initiative that will explore delivering healthcare supplies by drone to three separate rural Indigenous communities. The project’s full title is “Implementing Drone Technology in Rural Indigenous Healthcare Systems: The Drone Transport Initiative.”

This news is actually the latest component of a multi-pronged initiative that will examine the need for and effectiveness of such deliveries, how to best ensure the most comprehensive benefits for communities in need, incorporate best practices from a multidisciplinary team – and even develop and test new technologies. The ultimate long-term goal is to develop an efficient and safe long-range drone delivery system that could be deployed at scale to enhance healthcare in remote Indigenous and other isolated communities.

The funding for the newest phase comes from Canada’s New Frontiers in Research Fund (NFRF). The Fund typically focuses on “interdisciplinary, international, high-risk/high-reward and fast-breaking research.”

There’s no question that rural Indigenous communities face barriers to access to the healthcare most Canadians take for granted. As the NFRF announcement points out: “Delivering medical supplies to rural Indigenous communities in Canada presents significant challenges, leading to health inequities. Drones offer a promising solution by transporting medical supplies, potentially bridging these gaps in healthcare access. By doing so, this project addresses these inequities and supports the Truth and Reconciliation Commission’s Calls to Action.”

The Principal Investigator of this portion of the project is Dr. Femke Hoekstra (PhD), Assistant Professor at UBC’s Department of Medicine, Division of Social Medicine in the area of Implementation Science. Her research focuses on improving “health services and care for equity-deserving groups in rural, remote and isolated communities.” She holds multiple other related qualifications/positions – and is a perfect fit to oversee the research.

Above: The Skylane M350, a long-range VTOL InDro is evaluating for use in the project. Below: A previous InDro initiative delivering COVID test supplies to an isolated First Nations community during the peak of the COVID19 pandemic

THE DETAILS

 

Particulars of this new NFRF funded project are now public and available by searching “drone” on this page. The overview makes it very clear this is not simply a delivery project – but a comprehensive research initiative with many medical experts, Indigenous and regional partners, subject matter experts and more. It’s about a *lot* more than simply shuttling supplies by drone. Rather, you could think of it as the early phase of developing a workable system that will attempt to address and unify the many variables required to make all of this work effectively.

Partners in the project include an interdisciplinary team of researchers, health administrators and professionals, members of rural Indigenous communities, industry partners and key decision makers. As the NFRF announcement points out:

“Insights from our initial demonstration phase, environmental scans, and community needs assessment will inform our drone delivery model. Building relationships with the three rural Indigenous communities will be crucial for success, as their views and needs will guide the work.”

The initial phase of the project will focus on communities in northern British Columbia, including the Village of Fraser Lake and Stellat’en First Nation – both remote and a considerable distance west of Prince George. The goal is to provide reliable patient care by moving supplies, lab samples, and medicine between facilities and even directly to patients’ homes.

OBJECTIVES

The funding announcement outlines three specific objectives:

  • Co-develop an innovative model for using drones to deliver medical supplies in rural Indigenous communities
  • Co-implement the use of drone technology in three rural Indigenous communities
  • Co-evaluate partners’ experiences, outcomes and impacts.

Once the preliminary research is complete, InDro Robotics will be an industry partner carrying out the drone deliveries. These will be long-duration, low-risk BVLOS flights over challenging terrain – and where weather conditions could be very different 50 kilometres out from the takeoff point. InDro’s Chief of Flight Ops, Dr. Eric Saczuk, recently met in Prince George with about 30 people involved with the project. To say he was impressed would be an understatement.

“I was blown away at how passionate people were, how serious they were and how excited they were. I really felt like this people are visionaries. They’re definitely looking into the future and that appeals to me a great deal. I would love to positively contribute to that effort on that basis alone.”

There’s a lot of work before the first flights – which will involve a fixed-wing VTOL – take place. There are many considerations on the healthcare and community side of things, ensuring Indigenous partners have the main voice in determining the most pressing needs. Community healthcare workers will have input too – and researchers will want to create a framework so that all of this can be critically assessed for best outcomes.

And that’s before we even get to the drone side of things. There’s topography, range and payload to consider, weather challenges, Detect and Avoid technologies, contingency landing spots – and so much more. In fact, as part of a companion project, InDro is developing ground-based stations that will pepper the route to relay local weather conditions, scan for low-flying aircraft – and relay that data both to the drones and a Mission Control where an operator can someday monitor multiple simultaneous deliveries.

Sound like a lot of work? It will be. And that’s why Dr. Saczuk absolutely embraces it.

“It’s challenging. It’s something that will certainly move the needle forward in terms of establishing what needs to happen in order to operationalize these types of deliveries.”

Below: (1) The communities include the Village of Fraser Lake and Stellat’en First Nation, with flights to and from Prince George. (2) Dr. Eric Saczuk alongside the Skylane M350 VTOL, a drone we are evaluating for use in the project 

UBC Drone Delivery Village of Fraser Lake
Skylane M350 VTOL Eric Saczuk

INDRO’S TAKE

 

Drone deliveries aren’t new. There are huge success stories in rural healthcare deliveries, with Zipline achieving legendary accomplishments rapidly moving critical medical supplies in Africa. But when it comes to Canada, particularly communities most in need, there has yet to be a carefully thought-out long-range BVLOS system that reliably and consistently serves communities with pressing needs at scale. It takes more than a drone company to execute such a grand vision – it takes a village, and a multidisciplinary one at that.

There is now such a village. And we are very excited to be a member.

“We hear about various pilot projects, about instances where people try things out,” says Dr. Saczuk. “But I think this has the potential – out of all the projects and products I’ve been involved with – to really establish it as an operational service that could actually overcome some of those gaps and barriers to the delivery of medical services to remote First Nations communities.”

As mentioned, there are other partners onboard this ambitious project, with each carrying out interconnected and synergic roles. These include the CAN Health Network and INSAT – the Institute for Sustainable Aviation Technology. You’ll be hearing more about their roles later.

This is an important, long-term project which we hope will result in immense benefits for multiple communities. We look forward to keeping you updated along the journey.