How mandatory electronic conspicuity could accelerate Canada’s drone industry

How mandatory electronic conspicuity could accelerate Canada’s drone industry

Oct 16, 2025 | BVLOS, Industry News, Kate Klassen, Regulatory, Scott Simmie

By Scott Simmie

 

New Transport Canada RPAS regulations go into effect November 4, 2025.

Among many coming changes, the industry is most excited about the prospect of enabling routine, low-risk BVLOS flight for those with the new Pilot Certificate: Level 1 Complex Operations (plus an organization or point person – an Accountable Executive – holding an RPAS Operator Certificate). The RPOC holder accepts overall responsibility for safe operations, including maintenance, training etc. In addition, the drone must meet TC’s safety requirements for Level 1 Complex Operations.

But to fly BVLOS, the regulations require some sort of Detect and Avoid (DAA) system to avoid conflict with traditional low-flying aircraft. TC has provided a standard for vision-based DAA, but it has limitations including a max distance of 4 NM. For longer range BVLOS missions (and there are many applications) or other scenarios that don’t align with the standard, the operation must use a technology-based DAA solution.

For an industry scrambling to take on routine, low-risk BVLOS operations, that’s a bit of a stumbling block. The cost of DAA systems (including ground-based radar) is prohibitive. And that’s why a recent LinkedIn post by Brian Fentiman, CEO of BlueForce UAV Consulting (and InDro’s Law Enforcement Division Consultant) recently caught our attention.

“Canada’s drone industry is ready for BVLOS, but one major barrier remains: affordable Detect and Avoid (DAA) solutions,” he wrote. “Most DAA systems cost over $100k and can run into the millions. That’s not scalable.”

InDro’s Training and Regulatory Specialist, Kate Klassen, agrees, saying “It might be the first time the regulations have been ahead of the technology.”

Below: A look at the issue

DAA ADS-B Petition

ELECTRONIC CONSPICUITY

 

A far simpler and more cost-effective solution, argue many, would be a mandatory requirement for all crewed aircraft flying at lower altitudes to be equipped with an electronic system that constantly broadcasts information about its position and altitude. This generally means Automatic Dependent Surveillance – Broadcast Out, or ADS-B Out. It’s a vastly more affordable path to avoiding conflict between RPAS and low-flying aircraft, and the cost for RPAS operators for technology to detect these signals is inexpensive, accessible, and available.

“The answer lies in Electronic Conspicuity (EC), low-cost ADS-B Out broadcast by crewed aircraft that lets RPAS operators safely detect and avoid traffic,” writes Fentiman. “The US, Australia, the UK, and New Zealand are already doing this. Canada must catch up.”

Fentiman argues such a mandate would quickly open the skies to much-needed RPAS services, including:

  • Search and Rescue
  • Energy Corridor Inspection
  • Emergency Response
  • Infrastructure Monitoring

NAV CANADA mandated the use of this technology by traditional aviation flying in Class A Domestic Airspace in 2019, expanding it to include Class B in August of 2023. ADS-B is currently not required in uncontrolled airspace. There will be no further changes for some time to come.

“The implementation of any subsequent Canadian ADS-B mandate in Class C, Class D or Class E airspace will occur no sooner than 2028, pending further assessment and engagement with stakeholders,” says NAV CANADA.

That’s part of the reason why the RPAS industry believes it’s critical to address this issue as soon as possible.

“We don’t have a good RPAS-based solution for Detect And Avoid,” explains Klassen. “And size, weight and power restrictions are a challenging problem, which makes it hard to execute BVLOS missions under these regulations. That’s where Electronic Conspicuity comes in. If we expand the NAV CANADA mandate for ADS-B Out…then the only thing we need on the drone is a system to detect those signals.”

 

PETITION

 

With the lack of an approved and affordable DAA system for drones themselves, many in the RPAS industry believe the simplest and most expedient solution is a broader mandate for ADS-B Out on all aircraft that fly below 500′. And so multiple industry partners (including the Aerial Evolution Association of Canada) have come together to create a petition to Transport Canada “to implement a nation-wide requirement for Electronic Conspicuity systems on all low-flying crewed aircraft that share airspace below 500 feet AGL with drones.”

“It’s time to unlock safe and economical BVLOS drone operations in Canada,” writes Fentiman. “A national EC (Electronic Conspicuity) mandate would make Canada safer for both drones and general aviation.”

You’ll find Brian’s full LinkedIn post below – feel free to repost – and you can find a link to the petition here.

DAA ADS-B

INDRO’S TAKE

Like many in the industry, InDro embraces the coming regulations. But we share the belief that the lack of an affordable and approved DAA system will impinge RPAS operators during what should be a period of rapid expansion into routine, low-risk BVLOS flight. That’s why InDro is one of the partners pushing forward this petition.

“Mandating Electronic Conspicuity for all crewed aircraft that share airspace with drones is a logical, practical and cost-effective solution that has the benefit of enhancing safety for traditional aviation, too” says InDro’s Kate Klassen.

Once again, you can sign the petition here. And please spread the word.

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.

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.

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.

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.

Bipedal robots step into the scene

Bipedal robots step into the scene

Jul 17, 2025 | bipedal, bipedal vs humanoid, Humanoids, Industry 4.0, Industry News, robots that walk, Scott Simmie

By Scott Simmie

 

There’s been a lot of buzz over bipedal robots in recent years.

Companies like Boston Dynamics, Agility Robotics, Unitree and others have developed powerful algorithms and leading edge hardware to make what was once science fiction a reality. There are now an increasing number of walking (and sometimes talking) upright robots that get around on two legs. These tend to be humanoids, but they are bipedal.

There’s a certain cool factor to seeing robots that walk like people. But the push for bipedal robots is also driven by infrastructure: Factories and other settings where such devices might be deployed have been built for people. So robots that can walk and are roughly human size can work in such spaces without infrastructure changes.

“With the automobile, we had to build roads,” said Jonathan Hurst, Chief Technology Officer of Agility Robotics, in an explanatory video. “With legged robots we’ve already built the infrastructure. Legged robots are going to change the world as much as the automobile did.”

As the saying goes, time will tell. But before we proceed, it’s worth mentioning that bipedal doesn’t necessarily mean humanoid.

“A humanoid typically mimics the human form – so it has a head, torso, arms and legs,” explains Luke Corbeth, InDro’s Head of R&D Sales.

“Bipedal simply means it walks on two legs, but it doesn’t need to look human. So while most humanoids are bipedal, not all bipedal robots are humanoids.”

Below: Agility’s Cassie – a bipedal, non-humanoid robot. Immense R&D went into developing this machine, with many of the lessons learned applied to its current Digit humanoid

THE BIPEDAL-HUMANOID CONNECTION

 

As the video illustrated, bipedal robots aren’t necessarily humanoid (though they can be). But since the non-humanoid versions don’t have arms or manipulators, what are the use-cases?

First off, they’re critical tools in the R&D space. Before any company attempts a full-blown humanoid, it needs to perfect locomotion, balance and gait. That, of course, requires intensive hardware and software development. Many in the research space don’t have the time or resources to build from scratch. By starting with an existing bipedal robot they can rapidly start working on improving algorithms, adding autonomy stacks, machine vision, etc.

“Achieving stable and efficient bipedal locomotion is really the first critical milestone – so it involves doing things like balancing the gait, being very energy efficient and knowing how to recover from various disturbances,” says Corbeth. “But once that’s dialed in, you can build advanced capabilities on top of it, things like manipulation or autonomous navigation. So starting with a bipedal platform can help clients achieve their ultimate goals much sooner”

Not surprisingly, clients for bipedal, non-humanoid platforms are often in the R&D space.

“For anyone specifically researching bipedal locomotion, these devices make sense,” he adds. “It allows them to really focus on research and control, computer vision and AI applications. It’s an accessible platform for labs to really accelerate their work on humanoids.”

In other words, perfecting a bipedal platform is critical in the development of full humanoid robots.

 

RISE OF THE HUMANOIDS

 

We recently took a dive into humanoids here.

To recap briefly, humanoids are on the rise because their form factor allows them to integrate with existing infrastructure. With arms and manipulators/end effectors, they can carry out many of the tasks that humans perform. Bipedal design means they can climb stairs or navigate other obstacles. Even humanoids with wheels or tracks can now carry out these manoeuvres.

“Humanoid robots have become one of the most frontier topics in the field of robot research [1],” states this research paper. “Owing to the human-like structures and strong environmental adaptability [2], biped robots can directly operate the tools and vehicles used by humans, showing wide application prospects in fields such as home service, industrial manufacturing and environmental detection [3]…Ongoing research…shows great potential in human–robot collaboration and autonomous operation [6].”

Many of the tasks bipedal robots will eventually carry out aren’t even fully known yet, as these new commercial products are very much – despite some really impressive machines – in the early stages of adoption and deployment. It’s a safe bet that every company currently selling bipedal or humanoid robots is hard at work in the lab on the next generation. There’s a lot of development in the pipeline.

“Better battery life is kind of on everyone’s wishlist – the runtime of a humanoid or bipedal robot simply isn’t as long as some of the traditional wheeled or track systems. There are also other things like faster and safer locomotion and, of course, dexterous hands,” says Corbeth.

We hit up AI for some thoughts on where these machines are going. It concurs that the full benefits of bipedal robots have yet to be realised.

“While bipedal robots offer unique advantages, it’s worth noting that they are still under development, and their efficiency and practicality in certain applications are still being evaluated. For example, wheeled robots might be more energy-efficient for certain tasks on flat surfaces. However, for navigating complex, unstructured environments and interacting with human-scale tools and spaces, bipedal robots offer a promising solution.”

In addition to humanoids, InDro now offers a strictly bipedal, non-humanoid platform primarily for R&D. As with most platforms, our engineers are currently working on expanding its capabilities to enable it more fully for R&D and industrial clients. We will soon be integrating InDro Cortex, a brain-box that enables everything from remote teleoperation and sensor integration to fully autonomous and/or easily programmable missions.

“We’re looking to add our Cortex solution – the hardware and the software and the autonomy – to our humanoids and bipedal robots,” says Corbeth. “We see opportunities to integrate advanced autonomy, teleoperation and perception pipelines into this equipment…making them a turnkey solution for advanced humanoid development and real-world testing.”

Below: A great video explanation of the bipedal advantage, followed by the bipedal robot InDro now has available

Multi Modal Biped Robot

INDRO’S TAKE

 

Bipedal robots are the precursor to full-blown humanoids. Not only does the humanoid form factor work well in existing infrastructure, they’re seen by many as the ideal collaborative robots, or co-bots. People seem more at ease with something that looks vaguely human (with the notable exception of Terminator’s T800).

“The human form factor is just intuitive for people to interact with – and the similar size helps them use human tools and really fit in well in workspaces,” says Corbeth. “Some may argue as well they also kind of build trust, which is crucial for collaborative robots operating around or with people.”

And for those in the R&D space looking for a bipedal-only platform, we’ve got you covered.

We look forward to sharing more about our bipedal and humanoid robots in future, particularly once we’ve supercharged them with InDro Cortex. If you’re curious to learn more, feel free to contact Luke Corbeth.