The U.S. military is playing a larger role in the most recent conflict in Israel and Gaza than previously thought.

On Friday, the Pentagon confirmed reports that forces from the U.S. Special Operations Command are flying unarmed surveillance drones over the Gaza Strip to assist in the recovery of hostages held by Hamas, of which there are thought to be around 240, including several Americans.

According to Air Force Brigadier General Pat Ryder, Pentagon press secretary, the unmanned aerial vehicles (UAVs) have been flying over Gaza since Hamas’ October 7 invasion of Israel.

“In support of hostage recovery efforts, the U.S. is conducting unarmed UAV flights over Gaza, as well as providing advice and assistance to support our Israeli partner as they work on their hostage recovery efforts,” said Ryder in a statement. “These UAV flights began after the October 7 attack by Hamas on Israel.”

According to a report by The New York Times, which first spotted the drones on publicly accessible flight-tracking website Flightradar24, the UAVs are remotely piloted MQ-9A extended range Reapers.

Amelia Smith, an open source intelligence and aviation researcher who has been tracking the MQ-9s for several days, told FLYING that by her estimate, a total of seven different aircraft are flying across the region, four of them per day. Typically, only one Reaper is in the air at any given moment. But the UAVs have loitered over Gaza at around 24,000 to 26,000 feet, sometimes for several hours at a time, Smith said.

The MQ-9 Reaper is considered the Air Force’s first “hunter-killer” UAV. It was initially designed as a highly precise and durable combat drone, with advanced sensors and cameras, robust communications, and the ability to loiter for more than 24 hours. Today, it is used primarily for intelligence, surveillance, and reconnaissance operations.

Two unnamed Department of Defense (DOD) officials told the Times the Reaper deployments are thought to be the first time U.S. drones have flown missions over Gaza. The officials added that one goal of the flights is to pass potential leads on hostage positions along to the Israel Defense Forces (IDF).

Previously, Pentagon officials had announced the U.S. delivery of precision-guided munitions, Air Force fighters, and air defense capabilities—such as interceptors for Israel’s Iron Dome counter-drone systems—to the IDF. But before Friday, they made no mention of MQ-9s.

In a Tuesday press briefing, however, Ryder mentioned that the DOD is “coordinating closely with the Israelis to help secure the release of the hostages held by Hamas, including American citizens.”

Added Ryder: “[Defense Secretary Lloyd] Austin highlighted that we immediately provided U.S. military advisors to offer best practices for integrating hostage recovery into Israel’s operations.”

Christopher Maier, an assistant secretary of defense, said earlier this week that U.S. Special Operations Forces (SOF) are on the ground in Israel to assist with hostage recovery. Officials anonymously told the Times that several dozen commandos have been dispatched and are working with the FBI, the State Department, and other U.S. government hostage recovery specialists.

A senior Pentagon official told Spencer Ackerman, who runs the militarism-focused Substack blog “Forever Wars,” that SOF are preparing for “contingencies,” which may include the retrieval of hostages from Hamas. However, the official stressed that current deployments are non-combat missions aimed at training, consulting, and planning with the IDF, not recovering hostages.

Ackerman characterized direct special operations involvement in hostage retrieval as being in the “break-glass-in-case-of-absolute-emergency category.” For now, action is limited to surveillance with the MQ-9 Reaper drones and soft support for the IDF.

Meanwhile, Israel, which this week launched a ground offensive in Gaza City, reportedly plans to send drones into Gaza’s extensive tunnel network. According to recent reports and a firsthand account from an Israeli hostage who was released, these tunnels are where Hamas holds people after they’ve been captured.

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Hello, and welcome to the Future of FLYING newsletter, our weekly look at the biggest stories in emerging aviation technology. From low-altitude drones to high-flying rockets at the edge of the atmosphere, we’ll take you on a tour of the modern flying world to help you make sense of it all.

Now for this week’s top story:

Canada’s Helijet Makes History with Beta eVTOL Order

What happened? Helijet is one of North America’s oldest and largest helicopter airlines and one of the few that offers scheduled passenger flights. Now, the company is flying into the future with its order for Beta Technologies’ Alia-250 electric vertical takeoff and landing (eVTOL) air taxi—the first such purchase by a Canadian air carrier.

Old dog, new tricks: Helijet has been around since the ’80s, but that won’t stop it from embracing technologies at aviation’s cutting edge. The firm, Beta’s first Canadian customer, expects to be the country’s first air carrier to offer passenger and cargo eVTOL flights. Beta’s Alia will complement—not replace—its fleet of Eurocopter AS350 B2s, Sikorsky S76s, Learjet 31As, and Pilatus PC-12s.

Alia is more limited than these designs, with a 250 nm range and 100 knot cruise speed. However, it produces zero carbon emissions and is expected to be far quieter than those helicopters—and cheaper, Beta and Helijet claim. Helijet will deploy it for passenger, cargo, and medical transport services.

Why Beta? Per Helijet, Beta makes for an ideal partner due to its plan to certify Alia for IFR operations. The eVTOL manufacturer also has a footprint in Canada, having opened an engineering and research and development hub in Montreal in March. It also partnered with Canadian flight simulator provider CAE to train Alia pilots and maintenance technicians.

The partners estimate that eVTOL aircraft could serve 4.2 million passengers in the Greater Vancouver area over the next 15 to 20 years, generating some $1.5 billion ($2.1 million Canadian dollars) in advanced air mobility (AAM) business activity. But they’ll need to wait for Alia’s certification, which is expected around 2026.

Quick quote: “With its mature air travel market demographic and existing challenges for conventional transportation between Vancouver Island and the Lower Mainland, southern British Columbia provides an exciting opportunity to demonstrate the commercial viability and environmental sustainability of AAM in B.C. and Canada,” said JR Hammond, executive director of Canadian Advanced Air Mobility (CAAM), the country’s national AAM consortium.

My take: Could Helijet, one of only two major scheduled passenger helicopter airline services in North America (Blade Urban Air Mobility being the other), become one of the region’s biggest AAM player?

Compared to the massive eVTOL investments made by U.S. airlines such as United and Delta, Canadian air carriers have been slower to warm up to the emerging tech. But Helijet could be set up for early success, with a built-in customer base that already seeks short-hop helicopter flights. Replacing some of those trips with air taxi routes shouldn’t harm demand—especially if Alia can offer a cheaper alternative, as the partners claim.

The new aircraft likely won’t fly until 2026. But when they do, Helijet could provide an important litmus test for AAM operations in Canada.

Deep dive: Canada’s Helijet Makes History with Beta eVTOL Order

In Other News…

SpaceX Starship Nears Return to Flight

What happened? SpaceX’s Starship, the largest and most powerful rocket ever built, has been grounded since its April maiden voyage began and ended in flames. But the FAA in September closed its investigation into the explosion, and the agency this week announced it has now completed its safety review—a key portion of the evaluation of SpaceX’s launch license.

Back in action soon? Having completed the safety review, the FAA is now working with the U.S. Fish and Wildlife Service (USFWS) on an environmental review, the final step needed to modify SpaceX’s vehicle operator license, which may take up to 135 days. When that modification is approved, Starship will be cleared for a second test flight.

However, keep an eye on the lingering lawsuit the FAA and SpaceX are battling. If they lose the case, the FAA will need to produce an environmental impact statement analyzing the effect of Starship launches on local wildlife. That process could delay things for months—or longer.

Deep dive: SpaceX’s Starship—the Most Powerful Rocket in History—Nears Return to Flight

Zipline and Cleveland Clinic Plan Prescription Drone Delivery

What happened? Zipline, the world’s largest drone delivery provider, added its fourth major U.S. healthcare partner this year in Cleveland Clinic. The hospital system will work with Zipline to launch prescription drone delivery in 2025, using its new partner’s Platform 2 (P2) delivery system.

How it’ll work: Zipline’s P2 does a couple cool things—among them is the installation of drone “drive-thru” windows that will allow Cleveland Clinic technicians to load the aircraft without leaving the lab. Rather than drop prescriptions using a parachute, like Zipline’s Platform 1 does, P2 will lower a small, autonomous droid that steers itself to a landing area the size of a patio table.

The collaboration makes sense for Cleveland Clinic, which has been lauded for its supply chain and innovative use of technology. Eventually, the partners plan to ramp up with deliveries of lab samples, prescription meals, and more.

Deep Dive: Zipline and Cleveland Clinic Partner on Prescription Drone Delivery

And a Few More Headlines:

• Ireland’s Manna Drone Delivery launched commercially in the U.S. with Halloween deliveries for trick-or-treaters.

• Virgin Galactic completed its Galactic 05 mission, the company’s sixth successful spaceflight in as many months.

• Chinese eVTOL manufacturer EHang said it expects to begin delivering its type-certified air taxi to customers in the coming months.

• Germany’s Lilium, another eVTOL maker, appointed ArcosJet as its exclusive Lilium Jet dealer in the United Arab Emirates, Israel, and Cyprus.

• Tampa International Airport (KTPA) hosted a test flight of Volocopter’s eVTOL for city and state officials.

On the Horizon…

Kicking off things with a pair of developments FLYING covered this week, the FAA and the U.S. Air Force, as well as the state of Utah, have stepped up their AAM efforts.

Starting with the two government entities: The FAA and AFWERX, the innovation arm of the Air Force, are collaborating to share flight data and testing capabilities for eVTOL and autonomous aircraft. AFWERX has awarded millions of dollars worth of contracts to 36 electric aircraft and technology developers, and its learnings could help the FAA meet its Innovate28 goals. The partnership is expected to benefit U.S.-made aircraft in particular.

Regulators in Utah, meanwhile, released an AAM blueprint resembling a smaller, state-level version of Innovate28. The report provides an interesting look at how individual states may initially tackle these new services. While it’s jampacked with guidance, the researchers’ key takeaway was that Utah already has plenty of assets to work with, and it could see fully operational AAM services by 2028.

We’ve got a couple of Congressional updates this week too. The big one is the introduction of the American Security Drone Act of 2023 to the House Select Committee on the Chinese Communist Party. The bill, initially proposed in February by Senators Mark Warner (D-Va.) and Rick Scott (R-Fla.), would prevent federal departments and agencies from operating, procuring, or using federal funding to purchase drones made in China and Russia.

Meanwhile, Warner and other legislators this week announced that the Senate passed a measure to limit federal funding for drones made in China, Russia, Iran, North Korea, Venezuela, and Cuba—collectively described as the “New Axis of Evil.” The amendment will withhold funding included in the upcoming FAA appropriations package.

Staying at the federal level, the U.S. Departments of Justice and Homeland Security could soon lose the ability to down rogue drones, as their counter-drone authority, established in 2018, is set to expire November 18. Christopher Wray, director of the FBI, said failure to reauthorize the two agencies could leave the U.S. “effectively defenseless” against threats to mass gatherings, airports, and other critical infrastructure.

Speaking of critical infrastructure: In New York’s Capital Region, officials have introduced a bill that would prevent drones from flying near schools and other buildings with that label. The legislation appears after a series of incidents involving drones flying over schools.

Mark Your Calendars

Each week, I’ll be running through a list of upcoming industry events. Here are a few conferences to keep an eye on:

• Dubai Air Show—November 13-17 in Dubai, United Arab Emirates
• Aerospace Tech Week Americas 2023—November 14-15 in Atlanta
• Advanced Air Mobility Summit 2023—November 20-21 in Lisbon, Portugal
• ICAO Drone Enable—December 5-7 in Montreal
• 11th Annual eVTOL Symposium—February 6-8 in Silicon Valley, California
• Drone Show Korea 2024—March 6-8 in Busan, South Korea
• World’s Unmanned Aerial Vehicle Conference—March 17-19 in Jerusalem
• AUVSI Xponential 2024—April 22-25 in San Diego 
• Vertical Flight Society’s Forum 80—May 7-9 in Montreal

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Cold, dreary weather is always a threat to derail Halloween festivities, as was the case in Dallas-Fort Worth this year. But for trick-or-treaters in one of the area’s neighborhoods, drones came to the rescue.

“We are taking Halloween to new heights with a fun new way for kids to trick or treat—especially when the weather isn’t very Halloween compatible,” said Andrew Patton, the head of Ireland-based Manna Drone Delivery’s U.S. business.

On Tuesday, Manna drones flew chocolate, candies, and other sweet treats straight to the doorsteps of clamoring children (and adults) in the Dallas-Fort Worth suburb of Northlake. The Halloween-themed deliveries marked the company’s official U.S. launch, first teased in March.

But Manna, which is backed by Coca-Cola HBC and operates one of Europe’s largest drone delivery services, will deliver more than just Kit Kats and Sour Patch Kids.

“After over four years of operations and over 150,000 flights logged in Europe, we are excited to be touching down in the United States to offer the residents of Dallas-Fort Worth a lightning-quick and sustainable home delivery service,” said Patton.

Patton brings some traditional aviation expertise to the table—the Manna executive holds a commercial pilot’s license with 1,900 hours of flight time and multiple jet type ratings. He flies a Yakovlev Yak-50 aerobatic airplane whenever time permits.

Moving forward, residents of Northlake’s Pecan Square community will be able to order drinks and food (including more chocolate and candy) from local retailers Farmhouse Coffee & Treasures and The Touring Chocolatier, as well as from a few “notable national brands.” 

The service will run on Fridays, Saturdays, and Sundays, delivering items in less than three minutes on average, Manna said. Patton told FLYING the company plans to deliver to the yards of all 1,600 households in Pecan Square, rolling out service with a “staggered” approach.

According to the company’s website, when an order is placed through its app, Manna drones take off from a delivery hub, flying at 60 mph (52 knots) at a height of around 200 feet. When they arrive above the customer’s yard, the drones descend to about 100 feet, lowering packages gently to the ground using a tether. That allows it to deliver delicate items such as eggs.

Manna claims that when its drones are soaring at their cruising altitude, they’re perceived as silent by people on the ground. And when descending to complete a delivery, the company describes the aircraft’s buzzing as inaudible to customers indoors.

To kick off its U.S. launch, Manna also partnered with the local Tarrant Area Food Bank, which provides close to a million meals per week to North Texans. The company will make a donation for every flight it conducts this year.

The Start of Something Bigger?

While Pecan Square is Manna’s first and only U.S. drone delivery service area, it’s unlikely to be the last.

Pecan Square was developed by Hillwood Communities and is located near the company’s AllianceTexas Mobility Innovation Zone (MIZ). The MIZ aims to test and scale drone delivery and unmanned aircraft technologies in a real-world environment.

Manna’s Dallas-Fort Worth launch came a few months after it and Hillwood announced the beginning of trials at the MIZ, with the ultimate goal of offering drone delivery to “a select number of Hillwood’s residential developments.” 

The implication is that Pecan Square is only the first site. Per that announcement, Manna plans to eventually offer its service to more than 10,000 local residents.

“Hillwood is the premier developer of best-in-class residential communities in Texas,” Patton told FLYING. “Hillwood’s legacy of technology-forward communities and its investment in next-generation autonomous transportation technology through the AllianceTexas MIZ make it an extremely well-suited partner for Manna as we move into the U.S.”

Another major drone delivery player, Alphabet’s Wing, tested its service at the MIZ’s Flight Test Center in 2021. A year later, it launched a delivery hub at Hillwood’s Frisco Station mixed-use development in partnership with Walgreens. Bell Textron has also demonstrated drone package delivery at the AllianceTexas site.

“Drone deliveries are here to stay, and we’re leaning into this efficient and innovative delivery option,” Chris Ash, senior vice president of aviation business development at Hillwood and the leader of MIZ, told FLYING. “We will continue to build great relationships with more companies to further develop and commercialize this technology that reduces roadway congestion and emissions.”

In August, Wing expanded its Dallas-Fort Worth operations to a Walmart Supercenter in Frisco, which FLYING received an inside look at last month. Israel’s Flytrex has offered drone delivery in the DFW suburb of Granbury since 2022. And elsewhere in the state, Amazon Prime Air last year landed in College Station, adding prescription drone delivery to that service in October.

Manna, meanwhile, has primarily focused on growing domestic operations. Its largest markets are the Dublin suburb of Balbriggan and a few other locations in Ireland—per an interview with Forbes, it has completed thousands of flights per day in multiple Irish markets. According to CEO Bobby Healy, those services are one-tenth the cost of a human driver in a car.

Healy told Forbes the company’s philosophy is to target highly populated U.S. markets, drawing from its experience flying over urban densities of 10,000 people per square mile. Dallas-Fort Worth, one of the fastest-growing metro areas in the U.S., appears to fit that bill. At the same time, Manna is eyeing an expansion into mainland Europe.

“Manna is doing great things in Dublin, and we’re excited to see them make their U.S. debut in Texas and within a Hillwood community,” said Ash. “The AllianceTexas MIZ connects the people, places and ideas needed to propel innovation in surface and air mobility forward. Manna and Wing, another great partner to Hillwood, will continue to benefit from this ecosystem.”

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A few months after the FAA released its Innovate28 plan for scaled advanced air mobility (AAM) operations by 2028, Utah officials have revealed their own plan to integrate delivery drones, electric air taxis, vertiports, and more into the state’s airspace.

At the request of the state legislature, the Utah AAM Working Group, part of the Utah Department of Transportation’s Aeronautics Division, this week released a legislative report and study on the implementation of AAM services in regions such as the Salt Lake City metro area.

The Utah AAM Infrastructure and Regulatory Study is a 58-page framework—similar to the FAA’s Innovate28 and its previously released AAM blueprint—that identifies the benefits, limitations, assets, timelines, and funding mechanisms associated with the state’s adoption of these emerging services. It does not establish any new rules or regulations but simply provides guidance.

The Utah Legislature also called on researchers to review state laws and identify any changes that could be made to speed the development of the state’s AAM operations. But according to the report, Utah already has plenty of potential to support technologies like drones and air taxis.

“Through leadership foresight, from the legislature to state agencies, Utah has positioned itself to embrace AAM,” the report reads. “The state already has significant assets in place that could be utilized in early implementation of advanced air mobility.”

Researchers identified several positive effects AAM could have on the state, the two biggest being a reduction in carbon emissions—since many drones and air taxi designs are electric—and “clear and compelling” economic benefits.

The report suggests that AAM services would create the potential for thousands of high-paying jobs in vehicle manufacturing, maintenance, and vertiport operations. For example, Zipline—which operates drone delivery in Utah through a partnership with Intermountain Healthcare—hires FAA-certificated drone pilots directly out of high school and helps them to pay for college. Utah is also one of seven states where Walmart and delivery partner DroneUp are flying.

Electric vertical takeoff and landing (eVTOL) manufacturers could bring further employment opportunities. Two of the U.S.’s largest, Archer Aviation and Joby Aviation, have begun building production plants in Georgia and Ohio, respectively, far from their California headquarters. Both firms expect to produce hundreds of vehicles and thousands of lucrative jobs.

On the other hand, the biggest limitations of AAM may be safety and privacy concerns from Utah residents and impacts on local or migrating animals, according to the report.

Researchers believe that Utah has plenty of readily available assets that could serve the AAM industry with some slight modifications. They note, for example, that the Aeronautics Division is already assisting airports with electrification and vertiport installation. 

The report considers airports, unsurprisingly, to be “prime” locations for AAM operations. It lists South Valley Regional Airport (U42), Skypark Airport (KBTF), and Spanish Fork Airport (KSPK) as potential urban air mobility hubs, adding that local or rural airports could be turned into regional air mobility hubs or drone delivery service centers.

Based on data from the Wasatch Front Regional Council, the report also identifies potential sites for vertiports in communities without airports: underutilized parking garages. Shopping center parking lots, for example, could be transformed into landing pads by rearranging paint and lighting.

Utah’s “excellent” statewide fiber-optic and cellular network coverage should allow drones to easily broadcast data and communicate with remote pilots when flying beyond the visual line of sight (BVLOS)—an FAA requirement.

The state’s electric grid, meanwhile, produces around 37,000 MWh of electricity per year to charge eVTOL or other electric aircraft. Utah relies on a shared grid system, which allows it to draw some additional power as demand increases. But its electric substations may require upgrades to support an influx of AAM aircraft. And at first, the state may need to build vertiports selectively based on the capacity of local facilities.

The Roadmap

The report examines what AAM operations in Utah may look like in various phases, zooming in to the next two to three years and zooming out decades from now.

“Everything does not have to be in place on day one,” the report reads. “The prudent approach is to follow a phased implementation plan that allows government and markets to grow one step at a time and adjust as appropriate to shifting market demands.”

Researchers broke down the plan into four segments based on “current industry projections.” The initial phase, which covers the next two to three years, will focus mainly on community outreach and public engagement. It will also involve the initial buildout of infrastructure, such as a statewide unmanned traffic management (UTM) system.

A UTM—and an Aerial Traffic Operations Center for the personnel managing it—is one of the “hard” infrastructure components Utah will need to add to its AAM ecosystem. Its creation, along with the improvement of cellular and internet broadcast receivers, will be one of the more challenging tasks the state faces.

In addition, Utah will require “soft” infrastructure improvements: more personnel, man hours, and expertise to name a few. The designing of aerial corridors, adaptation of land-use planning, and development of AAM policies are also on the agenda.

Phase two of the plan, expected to last three to five years, is primarily aimed at expanding UTM capacity and building the initial vertiport sites, with continued local outreach and engagement. Matt Maass, director of Utah’s aeronautics division, told the Salt Lake Tribune that 2028—which would fall under this stage—could mark the entry of AAM services such as electric air taxis.

The third stage is planned to last seven to 15 years. By this point, Utah hopes to have comprehensive UTM services, including a fully operational Aerial Traffic Operations Center. Vertiport infrastructure and operations should be at a “commercially viable” level, providing capacity for daily commutes.

The final phase, which could stretch from anywhere between 15 and 30 years, will tie everything together. By then, the state should have a fully integrated electric- and hydrogen-hybrid aviation and ground transportation system. This network would connect urban and rural communities statewide, the report predicts.

To get there—or to even advance beyond phase one—Utah will need plenty of funding. As things stand, municipalities looking to add vertiport infrastructure can apply for loans from the state. They can also issue general or revenue-obligated bonds if they expect to make money from those sites. And through a pair of recent House bills, federal financing is now becoming available. More is expected when the FAA is reauthorized.

“Mechanisms to acquire the money needed to pay for the new technologies are already in place, and more funding is anticipated from the federal government,” the report reads. “Most importantly, Utah’s preparation allows the state the flexibility to start at a methodical, yet efficient, pace.”

Researchers suggest the state might consider issuing bonds, appropriating general revenues, or using green revolving funds to help finance AAM projects. Potential funding mechanisms could also include fees (such as for landing, airspace usage, or permitting) and sales or excise taxes (such as on aircraft sales or facility charges).

How Utah Could Get AAM Laws on the Books

Though the report is not meant to create any new AAM rules, the researchers do suggest a few initial steps legislators could take to get the regulatory ball rolling.

For example, they point out that Utah Senate Bill 166, passed last year, defines the term “AAM system” and calls for state preemption of local AAM laws. Legislators could consider adding definitions such as “aerial transit corridor,” “vertiport,” or “UTM” to the rule, the report suggests.

To address property rights concerns, Utah could establish avigation easements, which would essentially give the state the rights to use airspace above private property, with the owner’s permission. The creation of an AAM Program Office and formal processes for licensing vertiports and registering AAM aircraft could also clear up things.

Researchers also say the state should consider requiring all municipalities to add the terms “drone package delivery” and “aerial taxi operations” to their approved conditional use permit lists. This would provide a basis for early AAM entrants to operate legally. Enacting zoning language for takeoff and landing sites and “vertiport overlay zones” could help municipalities further prepare for the birth of a new sector.

“Advanced air mobility is an entirely new transportation system and presents new opportunities and challenges never before encountered by departments of transportation,” the report concludes. “However, national-scale solutions for the entirety of the system do not need to be resolved prior to Utah implementing the first steps and phases toward active operations.”

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Russia’s use of loitering kamikaze drones to attack priority targets in Ukraine has created “a step change” in its attack capability, according to British military intelligence.

“Russia’s Lancet small one-way-attack uncrewed aerial systems (OWA UAVs) have highly likely been one of the most effective new capabilities Russia has fielded in Ukraine over the last 12 months,” the U.K. Ministry of Defense said Wednesday in a message on X, formerly known as Twitter. “It is designed to be piloted over enemy territory, waiting until a target is identified, before diving towards it and detonating.”

• READ MORE: In Israel and Gaza, Drones Change the Calculus of War

Russian sources claim its military began using a new version of the Lancet UAVs as of October 21 and that it is testing them for mass synchronized swarm strikes, according to an assessment released Saturday by the Institute for the Study of War, a Washington, D.C.-based think tank.

The UAVs are manufactured by Russian ZALA Aero Group, which also produces small, unarmed Orlan 10 UAVs often used with Lancets for target reconnaissance. 

“Russia deploys Lancets to attack priority targets, and they have become increasingly prominent in the key counter-battery fight, striking enemy artillery,” the U.K. Ministry of Defense said. “Traditionally, Russia has used small UAVs mainly for reconnaissance. With its attack capability, Lancet has been a step change in how Russia uses this category of weapons.”

• READ MORE: Deadly Siege Marks Hamas’ Effective Use of Combat Drone Swarm 

The development comes as Ukrainian defense officials say they are ready to step up the country’s drone production. 

Speaking at the NATO-Industry Forum in Stockholm last week, Oleksandr Kamyshin, the Ukrainian minister of strategic industries who oversees the country’s defense industry, said the country is preparing to produce thousands of UAVS every month. 

• READ MORE: Ukraine Readies to Produce ‘Dozens of Thousands’ of Drones Per Month

During the past 21 months of war with Russia, Ukraine has deployed a wide variety of the aircraft, including suicide or kamikaze drones, such as U.S.-made Switchblade loitering munitions; large combat UAVs such as Turkey’s Bayraktar TB2; insect-sized surveillance drones such as Norway’s Black Hornet; and hobbyist or first-person-view drones from China’s DJI.

The post UK Ministry of Defense: Kamikaze Drones Give Russia ‘Step Change’ in Ukraine Attack Capability appeared first on FLYING Magazine.

One of the most highly regarded healthcare providers in the U.S. will soon deliver prescriptions via drone.

Cleveland Clinic, considered one of the top hospital systems in the world based on rankings by outlets such as U.S. News & World Report and Newsweek, is partnering with drone delivery provider Zipline to fly certain medications directly to patients’ porches, patio tables, or front steps starting in 2025.

Deliveries will be made using Zipline’s Platform 2 (P2) delivery system, which is designed to complete 10 sm (8.7 nm) trips to dense, urban areas in about 10 minutes.

The largest drone delivery provider on Earth in terms of sheer volume, Zipline has completed more than 800,000 deliveries of some 8.3 million items to date, per the company’s website. The bulk of these are on-demand healthcare deliveries of cargo such as blood, vaccines, and prescription medications.

Already, Zipline is partnered with several U.S. retailers and healthcare providers, including Walmart, Cardinal Health, and MultiCare Health System. It added agreements with Michigan Medicine, Intermountain Healthcare, and OhioHealth earlier this year. The company currently flies in Arkansas, Utah, and North Carolina, with plans to expand into other states in the months ahead.

Earlier this month, competitor Amazon Prime Air added prescription drone delivery to its service in College Station, Texas, as more firms begin exploring the use case.

“This technology will help us achieve our goal to expand our pharmacy home delivery program and provide easier, quicker access to prescribed medications in our communities,” said Geoff Gates, senior director of supply chain management at Cleveland Clinic.

Starting next year, Cleveland Clinic will coordinate with local government officials to check its compliance with safety and technical requirements for launching the drone delivery service. It will also begin to install Zipline docks and loading portals at locations in northeast Ohio, mostly facilities at its main campus in Cleveland and in nearby Beechwood.

Initially, the service will deliver specialty medications and other prescriptions—which typically would be shipped via ground delivery—from more than a dozen Cleveland Clinic locations. Eventually, it’s expected to offer emergency or “rush” prescriptions, lab samples, prescription meals, medical and surgical supplies, and items for “hospital-at-home” services.

Cleveland Clinic has been lauded for its supply chain (for which it earned the top spot on Gartner’s 2021 ranking) and innovative use of technology, in particular. That makes it somewhat unsurprising that the hospital system would add an emerging technology like drone delivery, which is already changing the healthcare landscape in regions such as Africa. Zipline’s drones, for example, have delivered blood, vaccines, and other medical supplies in Rwanda since 2016.

“We are always looking for solutions that are cost effective, reliable and reduce the burden of getting medications to our patients,” said Bill Peacock, chief of operations at Cleveland Clinic. “Not only are deliveries via drone more accurate and efficient, the technology we are utilizing is environmentally friendly. The drones are small, electric, and use very little energy for deliveries.”

Zipline’s P2 drones, or Zips, include a detachable delivery “droid.” The droid docks on loading portals that can be installed directly on buildings, sliding back and forth between the building’s interior and exterior through a small opening—like a fast-food restaurant employee handing off meals through a drive-thru window.

When a prescription is ready to be delivered, a Cleveland Clinic technician will load the droid, which can carry up to 8 pounds of cargo. The small capsule then slides out of the window, undocks from the loading portal, and docks with the Zip, all on its own.

The drones will cruise at around 70 mph (61 knots) at an altitude near 300 feet, and customers will be able to track their orders in real time. Once it arrives at the delivery address, the Zip will deploy the droid, which uses a mix of onboard perception technology and electric fans to quietly and precisely steer itself to a dropoff point as small as a patio table. The Zip will then fly back to a Cleveland Clinic site and dock itself.

“Zipline has been focused on improving access to healthcare for eight years,” said Keller Rinaudo Cliffton, co-founder and CEO of Zipline. “We’re thrilled to soon bring fast, sustainable, and convenient delivery to Cleveland Clinic patients.”

Zipline announced P2 in March, but the system is not yet in action. However, the company expects the new hardware and software will enable quicker, quieter deliveries. 

In addition to the upgraded Zips, easier integrations with retailers, and other technology upgrades, a big benefit of P2 will be flexibility. The new drones will be able to fly up to 24 miles in a single direction and land on any dock in the network, allowing Zipline to send additional capacity to locations experiencing high volume (or divert it from sites that aren’t).

Already, the firm has several P2 customers lined up, including the government of Rwanda, Michigan Medicine, MultiCare, and American restaurant chain Sweetgreen. It will continue to deploy its Platform 1 (P1) system—which airdrops packages using a parachute—for certain clients.

Zipline is one of five U.S. drone delivery companies—the others being Prime Air, UPS Flight Forward, Alphabet’s Wing, and Causey Aviation Unmanned, a longtime partner of Israel’s Flytrex—to receive Part 135 air carrier certification from the FAA. The firm’s approval authorizes commercial operations spanning up to 26 sm (22.5 nm), including beyond the visual line of sight (BVLOS) of the pilot.

In September, Zipline obtained an FAA BVLOS exemption for its services in Utah and Arkansas with P1. The waiver allows the company to remove visual observers from those routes, which it said it will begin doing later this year. Three other firms, including Flight Forward, received similar permissions.

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Updated Oct. 30 at 11:15 a.m. EDT with commentary from Mikhail Kokorich, founder and CEO of Destinus.

Ukraine is ready to take its military drone production to the next level, according to comments from Oleksandr Kamyshin, the Ukrainian minister of strategic industries who oversees the country’s defense industry.

Speaking at the NATO-Industry Forum in Stockholm this week, Kamyshin said Ukraine is preparing to produce thousands of the uncrewed aerial vehicles (UAVs) every month. The aircraft have been widely deployed by both Ukraine and its Russian adversaries over the course of the war in Eastern Europe, which entered its 21st month this week.

“By the end of this year, it would be dozens of thousands [of drones] a month,” Kamyshin said. “And that’s something we grow even faster than conventional warfare ammunition and warfare weapons.”

What Ukraine Already Has in the Sky

Kamyshin did not provide an estimate of Ukraine’s current drone output. But the country’s forces have relied upon a wide variety of the aircraft, including suicide or kamikaze drones, such as U.S.-made Switchblade loitering munitions; large combat UAVs such as Turkey’s Bayraktar TB2; insect-sized surveillance drones such as Norway’s Black Hornet; and hobbyist or first-person-view drones from China’s DJI.

Frequently, Ukraine deploys the aircraft in swarms, with the goal of overwhelming Russian air defenses and hitting key targets—the idea is to “exhaust” the enemy, as Ukrainian President Volodymyr Zelenskyy put it.

Often, air defenses will neutralize smaller swarms. But occasionally, one or a handful will get through, striking enemy soldiers or assets. Drones have also allowed Ukraine to hit targets deep within Russian territory—including in Moscow.

“There is such a wide range of different types of drones, with such wide accessibility, that they are becoming a new category separate and different from manned aviation, yet integrated with ground operations,” Audrey Kurth Cronin, director of Carnegie Mellon University’s Institute for Security and Technology, told FLYING. “Just because drones fly in the air does not mean they are just like advanced aircraft. That is not the case.”

Buying Local

Toward the beginning of the conflict, Ukraine largely relied on foreign-made drones. However, in recent months the focus has turned to boosting local production. Kamyshin at the NATO-Industry Forum said all of the country’s defense production capabilities have increased greatly. But they’re still short of what’s required.

“Speaking about shells, for instance, we produce times more now than for the whole (of) last year,” he said.

One way the country has ramped up drone production is through the “Army of Drones” initiative, which launched in July 2022 through a partnership between Ukraine’s Ministry of Digital Transformation and United24, a Ukrainian government-run fundraising platform.

The initiative has loosened import restrictions and taxes for UAV technology, which has fostered a friendly environment for local drone manufacturers. Companies and individuals can donate money or “dronate” certain models directly to the military. American actor Mark Hamill, best known for playing Luke Skywalker in the Star Wars franchise, serves as ambassador of United24 and is helping to raise funds himself.

Ukrainian drone units supported by the Army of Drones damaged or destroyed 86 Russian artillery targets between September 25 and October 2—a one-week record according to Digital Transformation Minister Mykhailo Fedorov. 

And per the commander of Ukraine’s 24th Mechanized Brigade, one of the initiative’s largest beneficiaries, the unit wiped out $40 million worth of Russian hardware in September alone. But the commander, speaking to CBS News under the codename “Hasan,” said his forces will need even more drones.

Brigadier General Yuriy Shchyhol, head of Ukraine’s State Service of Special Communications and the official leading drone procurement for the military, told CNN in June that some 30 companies were mass-producing drones for defense. The goal, he said, is for the military to purchase 200,000 UAVs by year’s end. Earlier this month, Ukrainian Prime Minister Denys Shmyhal said more than 200 domestic firms have begun producing drones in some capacity.

Are ‘Dozens of Thousands’ Enough?

According to Russian-born physicist, entrepreneur, and CEO of Swiss aerospace and defense specialist Destinus, Mikhail Kokorich, Ukraine’s proliferation of drones could have a significant impact on the war.

Kokorich left Russia to found a series of aerospace companies, including Destinus and space transportation firm Momentus, throughout the 2010s. He is also a founding member of the Anti-War Committee of Russia, a group of Russian expats who oppose President Vladimir Putin’s regime and the 2022 invasion of Ukraine.

Kokorich told FLYING that heavier deployment of loitering munitions or kamikaze drones would bring about major changes in battlefield tactics.

“It poses a significant threat to heavy machinery, as they become vulnerable to these devices, and there aren’t yet very effective methods for detection or counteraction against such threats,” said Kokorich. “The psychological impact is that it demoralizes troops, knowing that danger can strike at any moment.”

The precise targeting enabled by kamikaze drones—even over great distances—can render assets that were once useful obsolete. At scale, these shifts in importance could be more seismic.

“[Loitering munitions diminish] the significance of much heavy and light machinery—which becomes easily accessible—and amplify the role of individual personnel, soldiers, and the need for camouflage, making warfare more stretched out over distances, as these drones render battle lines transparent over long ranges,” said Kokorich.

Increased use of strategic drones that can fly tens, hundreds, or even thousands of miles, hitting targets deep behind enemy lines, could also pose problems for Russia, the Destinus CEO explained. Intercepting them with shoulder-launched missiles, for example, requires the defender to be within close range.

“Defenses like the S-300 [anti-aircraft missile system] are not very efficient and expensive for such protection…Entirely new defense systems will be needed,” said Kokorich. “This, of course, creates vulnerabilities, including for Russia and its infrastructure assets. It’s clear that Ukraine will try to ensure that Russian attacks on Ukraine’s infrastructure do not go unpunished.”

While producing “dozens of thousands” of drones may move the needle for Ukraine, even more aircraft could be needed. While some survive their missions, the UAVs can be shot down or intercepted by air defenses far beyond the frontlines—or simply explode on impact, in the case of kamikaze drones—making many of them single-use. The Royal United Services Institute, a U.K.-based defense and security think tank, estimated that Ukraine loses 10,000 drones per month.

“The latest plans by Ukraine to build many thousands of drones per month reflect this attrition and the importance of maintaining a robust drone arsenal,” Dr. James Rogers, executive director of the Cornell Brooks Tech Policy Institute at Cornell University, told FLYING.

Rogers advises the United Nations and NATO on the global proliferation of drones and disruptive technologies. He continued, “In essence, drones are vital to Ukraine’s offensive power and to keep up the fight against Russia’s illegal war.”

Shmyhal earlier this month said the country was leaning heavily on DJI drones. It has reportedly received “millions” of aircraft and spare parts from the Chinese company. But obtaining drones from China has been a much slower process since the country curbed exports in August. Per Shmyhal, Ukraine’s DJI drones are mainly acquired through European intermediaries.

Kamyshin told Politico that Ukraine is also trying to increase its output of air defense systems and is looking for Western partners to invest. The country will need them to defend against the onslaught of Russian drone attacks.

Earlier this month, Ukraine struck a deal with German arms manufacturer Rheinmetall for the supply of drone reconnaissance systems. This week, the pair took the partnership to the next level with the launch of a joint defense venture.

Like Ukraine, Russia deploys loitering munitions. It uses ready-made models, such as the domestically produced Lancet-3M, as well as smaller, improvised UAVs built from modified racing drones. 

The country has a penchant for replicating Iranian Shahed drones (with Iran’s help, according to U.S. intelligence officials) and building lethal UAVs with engines from AliExpress, which is owned by Chinese conglomerate Alibaba. And, of course, DJI models are also part of the equation. Anton Siluanov, Russia’s finance minister, recently admitted “mostly all” of the military’s drones come from China.

“This war can be for decades,” Kamyshin said in an interview with Politico earlier this week. “[The] Russians can come back always.”

Kamyshin also expressed to Politico his desire for Western nations to step up their own drone, missile, and shell production. In his view, current levels are not sufficient to sustain support for parallel conflicts in Eastern Europe and the Middle East, where Israel and Hamas militants are fighting their own battle.

“The free world should be producing enough to protect itself,” Kamyshin said. “That’s why we have to produce more and better weapons to stay safe.”

In Israel, drones played a key part in Hamas’ multimodal invasion on October 7, managing to infiltrate the country’s Iron Dome counter-drone systems and fly over the billion-dollar barrier along the Israel-Gaza border. 

The U.S.-designated terrorist group’s unexpected success lent credence to a growing concern among militaries worldwide: that a small country, blockaded and deprived of key resources for decades, could still strike effectively with rudimentary drones. The attack demonstrated how even cheap, cobbled-together UAVs can pose a threat and reemphasized the need for effective counter-drone systems. It could be a sign of things to come.

“Drone use in Ukraine/Russia and in the Hamas-Israel war shows us that drones are just another weapon of war,” said Cronin. “We are developing new tactical and strategic theory as to how to use drones effectively, and that theory is being tested in the two ongoing conflicts.”

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The post Ukraine Readies to Produce ‘Dozens of Thousands’ of Drones Per Month appeared first on FLYING Magazine.

Hello, and welcome to the Future of FLYING newsletter, our weekly look at the biggest stories in emerging aviation technology. From low-altitude drones to high-flying rockets at the edge of the atmosphere, we’ll take you on a tour of the modern flying world to help you make sense of it all.

Now for this week’s top story:

China’s EHang Earns World’s First eVTOL Type Certificate

What happened? The U.S. was beaten to a key AAM milestone…by a familiar foe. China’s civil aviation authority (CAAC) last week awarded Guangzhou-based EHang the world’s first type certificate for an eVTOL aircraft, dealing somewhat of a blow to U.S. companies working toward that goal with the FAA. At the same time, though, the rising tide could raise all boats, so to speak.

EHang’s milestone: The Chinese manufacturer’s EH216-S—designed for passenger air taxi and tourism services—is now type certified and authorized for commercial operations and scaled production. Amazingly, the first type-approved eVTOL flies autonomously, with no pilot on board. Among the major players globally, Boeing’s Wisk Aero is the only other firm that wants to fly autonomous from the jump.

During a 30-month process, the EH216-S was thoroughly scrutinized and tested, completing more than 40,000 preliminary flights—some with passengers on board. Rivals Joby Aviation and Archer Aviation are the closest to beginning “for credit” testing with the FAA in the U.S.

The playing field: Joby recently began testing its eVTOL with a pilot on board, while Archer appears set to reach that stage next year. Wisk, meanwhile, is looking further out, eyeing commercial operations before the end of the decade. But there’s a high likelihood the next eVTOL type certification also comes from abroad.

Germany’s Volocopter expects to type certify its VoloCity air taxi in time for a commercial launch during the 2024 Olympic Games in Paris, ahead of Joby and Archer’s initial air taxi routes in the U.S. (planned for 2025). Another German manufacturer, Lilium, is the only eVTOL firm with certification bases established from both the FAA and the European Union Aviation Safety Agency (EASA).

Quick quote: “For the industry, the first type certificate for an eVTOL aircraft is a major step forward, as it shows that a player has met the expectations around safety, reliability, etc. that the regulator imposes to protect the public. It opens up the commercial market and allows the start of initial commercial operations, assuming operating regulation is also in place. That is an exciting moment for the industry,” Robin Riedel, who co-leads the McKinsey Center for Future Mobility, told FLYING.

My take: So…what does this all mean? In my mind, there are two ways to view EHang’s milestone: as a blow to its U.S. rivals, or as a boon for the AAM industry as a whole.

Let’s start with that first perspective. Obviously, the U.S. wants to be the first nation with a robust AAM industry, and type certification is a major step. EHang (for now) is only permitted to fly in China, which should allow the U.S. market to develop concurrently. However, the eastern superpower now has a head start, and it could capitalize by growing its AAM services at a faster rate—especially if other firms obtain the approval EHang did.

Now for the counterpoint: Perhaps a rising tide will lift all boats? The FAA has shown to be more methodical when it comes to AAM regulations, opting for a different process than regulators in the EU and elsewhere. But China has now shown the world that it’s possible to quickly certify an eVTOL, albeit with the caveat that certification does not necessarily equate to safe flight. 

Faced with the pressure of beating out its rival—amplified by Chinese dominance in the commercial drone market—maybe the FAA could take a page or two from its playbook.

Deep dive: China’s EHang Earns World’s First eVTOL Type Certificate

In Other News…

Amazon Makes a Flurry of Drone Delivery Announcements

What happened? After months of radio silence, Amazon provided an update on its Prime Air drone delivery service—four updates to be more accurate. The e-commerce giant said it will add prescription drone delivery in Texas, announced an international expansion, unveiled its latest design, and revealed that its drones will soon be integrated into its massive delivery network.

Back on track? It’s hard to describe Prime Air’s current drone delivery offerings as anything other than a disappointment. After a decade of hyping up the service, Amazon in May said it had completed just 100 deliveries in California and Texas, a far cry from its projections. But with the addition of prescription delivery and an expansion into the U.K., Italy, and another unnamed U.S. city, the company clearly has not given up.

The integration of drones into Amazon’s unparalleled delivery network could be huge. I’ve said it before and I’ll say it again: The firm has an unparalleled lattice of thousands of facilities worldwide, all deliberately built to be close to as many customers as possible. Sounds like an ideal hub for short-range delivery drones.

Deep dive: Amazon Adds Texas Prescription Drone Delivery, Announces International Expansion

Archer Lays Groundwork for Service in the UAE

What happened? The Middle East is quickly becoming a hot spot for eVTOL activity, and Archer is the latest to enter the action. The air taxi manufacturer is working with the Abu Dhabi Investment Office (ADIO) to set up shop in the United Arab Emirates, with plans to build a new headquarters, add manufacturing capabilities, and launch commercial service in Abu Dhabi in 2026.

AAM in the UAE: Archer’s facilities will be located in Abu Dhabi’s Smart and Autonomous Vehicle Industry (SAVI) cluster, a planned urban community announced last week. The cluster has the backing of Emirati higher-ups and recently inducted Archer rival Joby, which also plans to establish a footprint in the country.

The UAE is pouring millions of dollars into its AAM industry and has also hosted flights from Volocopter, China’s XPeng, and several others. A few firms—including a California-based eVTOL manufacturer—have already set up shop in the country. If all goes according to plan, they and Archer will be some of the first companies to offer AAM services in the Middle East.

Deep Dive: Archer Plans to Launch Electric Air Taxi Flights Across the UAE

And a Few More Headlines:

• Lilium partnered with Houston-based EMCJET to begin selling its Jet Pioneer Edition to wealthy individual customers in the U.S.

• Jetson Aero’s Jetson One personal electric aircraft earned Italy’s first ultralight eVTOL certification.

• NASA unveiled plans for a new 36-acre Berkeley Space Center, located at its Ames Research Center in California.

• The agency also received a lift from SpaceX, which launched the Psyche asteroid mission spacecraft aboard a Falcon Heavy rocket.

• Beta Technologies partnered with FBO and airport management firm Shoreline Aviation to install Massachusetts’ first electric aircraft charging station.

Spotlight on…

Turbulence Solutions

This week, I’m not the only one holding the spotlight. A video posted to X (formerly Twitter) by Austrian startup Turbulence Solutions garnered millions of viewers, who were likely intrigued (as I was) by the firm’s Turbulence Canceling technology.

Turbulence Solutions predicts its tech will reduce the turbulence felt by passengers by as much as 80 percent. In the video, a simulated flight comparison demonstrates how aircraft might behave with and without it. Real-life footage depicting views from an aircraft cockpit and one of the wings shows what the solution will look like in action. The basic idea is to use a combination of sensors, lidar, and flight control software to predict and adjust to turbulence.

Andras Galffy, the firm’s founder, CEO, and head of technology and research, told FLYING the company will first integrate its solution on GA and eVTOL aircraft. Already, the system has been tested on crewed demonstrator aircraft, and Turbulence Solutions recently got its first customer: a manufacturer of 1,300-pound ultralights.

Deep Dive: Startup Looking to Eliminate Turbulence for GA Pilots Goes Viral

On the Horizon…

First, briefly revisiting EHang’s type certification milestone, China’s progress on AAM operations is something to keep an eye on. Electric air taxis are not in the country’s skies just yet. But successful or not, EHang’s commercial flights will give regulators in the U.S. and elsewhere valuable information, which could inform new AAM policies and strategies.

Staying on the topic of AAM, AFWERX, the U.S. Air Force’s innovation arm, is working with the Department of Transportation’s AAM Interagency Working Group to shape regulations for the U.S. market. Already, AFWERX has plenty of expertise with emerging aircraft. And combined with upcoming deliveries of eVTOL aircraft from Joby and Archer, the department could offer a unique perspective on regulations.

Elsewhere, regulators in the U.K. and Australia continue to explore beyond visual line of sight (BVLOS) drone operations. The U.K.’s Civil Aviation Authority has selected six trials—covering innovations from medical drone delivery to “sky highways”—with the hope that they can inform the regulator’s BVLOS policy. 

The Australian aviation authority (CASA), meanwhile, requested public feedback on a survey designed to collect data on BVLOS drone use. It too will use its learnings to develop a regulatory framework for low-risk operations beyond the pilot’s view.

Mark Your Calendars

Each week, I’ll be running through a list of upcoming industry events. Intergeo 2023 and Dronitaly wrapped up last week across the Atlantic, but here are a few conferences to keep an eye on:

• Airtec 2023—Wednesday-October 27 in Augsburg, Germany
• World’s Unmanned Aerial Vehicle Conference—November 12-14 in Jerusalem
• Dubai Air Show—November 13-17 in Dubai, UAE
• Aerospace Tech Week Americas 2023—November 14-15 in Atlanta
• Advanced Air Mobility Summit 2023—November 20-21 in Lisbon, Portugal
• ICAO Drone Enable—December 5-7 in Montreal
• 11th Annual eVTOL Symposium—February 6-8 in Silicon Valley, California
• Drone Show Korea 2024—March 6-8 in Busan, South Korea
• AUVSI Xponential 2024—April 22-25 in San Diego 
• Vertical Flight Society’s Forum 80—May 7-9 in Montreal

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The post Is China the Top Dog in eVTOL? appeared first on FLYING Magazine.

Updated 11:40 a.m. EDT Friday with additional details on Prime Air’s international expansion and new drone design.

Amazon has struggled to get Prime Air drone delivery off the ground, but the firm is hopeful it’s found an antidote.

The e-commerce giant on Wednesday announced that Amazon Pharmacy customers in College Station, Texas—one of two locations the company has been flying in since December—can now receive prescription medications via drone in less than an hour. Customers will have access to more than 500 medications treating common conditions such as the flu, asthma, and pneumonia.

“For decades, the customer experience has been to drive to a pharmacy with limited operating hours, stand in line, and have a public conversation about your health situation, or to wait five to 10 days for traditional, mail-order delivery,” said John Love, vice president of Amazon Pharmacy. “With Amazon Pharmacy, you can quickly get the medications you need—whether by drone or standard delivery—without having to miss soccer practice or leave work early.”

The service has potential to benefit the nearly half of Americans who forgo healthcare due to inconvenience or high costs. Amazon declined to say whether it would expand beyond College Station. But the company also offers same-day pharmacy delivery in Indianapolis, Miami, Phoenix, Seattle, and Austin, Texas, priming those cities as future markets.

“We’re taught from the first days of medical school that there is a golden window that matters in clinical medicine,” said Dr. Vin Gupta, chief medical officer of Amazon Pharmacy. “That’s the time between when a patient feels unwell and when they’re able to get treatment. We’re working hard at Amazon to dramatically narrow the golden window from diagnosis to treatment, and drone delivery marks a significant step forward.”

Prime Air’s hexarotor drones fly between around 130 and 400 feet above ground level, which would not conflict with fixed-wing traffic but is still in the neighborhood of helicopters. Built-in sense-and-avoid technology uses sensors and cameras—which feed into a neural network trained to identify objects—to navigate around obstacles such as people, pets, power lines, or other aerial traffic.

Separately, Amazon made a trio of announcements, the most consequential being that its drones will arrive in the U.K., Italy, and another unnamed U.S. city outside California and Texas by late 2024, kicking off Prime Air’s international expansion. The company said it is working closely with regulators in the U.S., U.K., Italy, and the European Union to develop those services, and specific cities will be named in the coming months.

“The future has arrived in Italy,” said Pierluigi Di Palma, President of Italy’s National Civil Aviation Authority (ENAC). “Being chosen by a global player such as Amazon is further confirmation of the strategy pursued by ENAC to push for innovation of advanced air mobility in the aviation industry, creating a national ecosystem favorable to the safe development of new services. Italy’s experience will be an inspiration and support for safe operations in the rest of Europe.”

Baroness Charlotte Vere, the U.K.’s aviation minister, added that Amazon’s entry supports the country’s goal of making commercial drones commonplace by 2030. Early on, customers will be able to order thousands of items for Prime Air drone delivery, including household essentials, beauty products, and office supplies.

Amazon also unveiled the first photos of its MK30 drone, which will replace the company’s MK27-2 drones in the U.S. and will be the first model flown in the U.K. and Italy. The company said the MK30 can fly twice as far and produce half the perceived noise compared to its previous model.

Like the MK27-2, the new design flies autonomously, is equipped with proprietary sense-and-avoid technology, and will deliver packages up to 5 pounds within an hour. But the MK30 will be able to fly in light rain or hot or cold temperatures and deliver more precisely to congested landing zones, such as densely populated suburbs.

If that wasn’t enough buzz, Prime Air provided one more update. Moving forward, drones will be integrated into the company’s delivery network: In the U.K. and Italy, they’ll launch from Amazon fulfillment centers, beginning with one in each country. In the U.S., the drones will take off from same-day delivery sites, smaller versions of those facilities.

Deliveries in College Station and Lockeford, California—the company’s other U.S. market—are currently conducted out of standalone Prime Air Delivery Centers. Soon, drones will depart from the same buildings as the company’s delivery vans, which should help the e-commerce giant keep its ducks in a row.

The fulfillment and same-day delivery sites house items Amazon says are primed for drone delivery, such as cold medicines or AA batteries, Prime Air’s most popular request. The centers were also deliberately built to serve as many customers as possible, making them ideal hubs for drone delivery.

Wednesday’s announcements are the first updates Amazon has provided on Prime Air since May, when it revealed that its two services combined had made just 100 deliveries: a far cry from its goal of 10,000 by year’s end.

That figure pales in comparison to the thousands of U.S. drone deliveries made by Walmart and its partners—or hundreds of thousands in the case of one provider, Alphabet’s Wing, including its services in Australia.

Another Walmart partner, Zipline, is the world’s largest medical drone delivery provider. It has made more than 700,000 deliveries globally, including in Arkansas and Utah in the U.S.

How Pharmacy Delivery Will Work

Despite the Prime Air moniker, College Station residents do not have to be Prime customers to order drone delivery. They will, however, need to onboard with Prime Air and complete a yard survey, after which Amazon will ship them a QR Code delivery marker. Customers will need to position this manually on their doorstep or another location of their choice.

Eligible customers can select the option for “free drone delivery in less than 60 minutes” at Amazon Pharmacy checkout, for no additional charge. A pharmacist will then load the prescription onto the drone, which flies directly to the customer’s doorstep.

“Our drones fly over traffic, eliminating the excess time a customer’s package might spend in transit on the road,” said Calsee Hendrickson, director of product and program management at Prime Air. “That’s the beauty of drone delivery, and medications were the first thing our customers said they also want delivered quickly via drone. Speed and convenience top the wish list for health purchases.”

Once it arrives at the customer’s address, the drone lowers itself over the prepositioned QR Code. Onboard computer vision ensures the path of descent is clear before initiating the drop (literally—packages are released from 12 feet off the ground).

Amazon is one of a handful of FAA-approved air carriers—the others being Wing, Zipline, UPS Flight Forward, and Causey Aviation Unmanned, a longtime partner of Israeli drone delivery firm Flytrex—permitted to conduct commercial drone delivery operations in the U.S. under a standard Part 135 certificate. It’s the only firm authorized to operate drones weighing more than 55 pounds under that approval.

Zipline, which uses a parachute to make deliveries and will soon introduce a tether that lowers a small delivery “droid,” is the dominant player in medical drone delivery, with robust operations in Sub-Saharan Africa since 2016. The company is now growing its services in the U.S. with Walmart and received a lift from its recent FAA beyond visual line of sight (BVLOS) approval.

Wing, arguably the most successful retail and restaurant drone delivery provider based on sheer volume, is now also exploring medical delivery in the U.K. and Ireland with partner Apian. Meanwhile, Germany’s Wingcopter and the U.S.’ Spright signed a deal to launch medical deliveries across the continental U.S.

Prime Air’s Progress

The success (or lack thereof) of Prime Air prescription drone delivery and its services abroad may depend on the e-commerce giant’s ability to quickly onboard customers. Wing, for example, also vets potential delivery addresses to ensure there is room for a drone to land, but it doesn’t require customers to initiate that process. It also does not need QR Codes or other infrastructure to be stationed at customers’ homes.

Another hurdle to overcome will be scale. According to CBS News, the company’s operation in Lockeford includes just eight drones, less than half the amount Wing deploys for its newly launched Dallas service. Prime Air’s drones are much bigger than the Alphabet subsidiary’s, which could make it more challenging to maintain a larger fleet.

One factor working in Amazon’s favor is its massive network of delivery infrastructure in the U.S. and worldwide. By integrating Prime Air drones into that latticework of facilities and positioning the aircraft closer to customers, the firm could unlock more demand and agility for its services

Like Wing, Zipline, and other large drone delivery players, Prime Air is backed by a war chest of funding, with the added benefit of being one of Amazon founder Jeff Bezos’ pet projects. The early returns are discouraging, but Prime Air likely won’t be grounded any time soon.

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The post Amazon Adds Texas Prescription Drone Delivery, Announces International Expansion appeared first on FLYING Magazine.

Hello, and welcome to the Future of FLYING newsletter, our weekly look at the biggest stories in emerging aviation technology. From low-altitude drones to high-flying rockets at the edge of the atmosphere, we’ll take you on a tour of the modern flying world to help you make sense of it all.

Now for this week’s top story:

Hamas Used Drone Swarms to Overwhelm Israeli Defenses

What happened? After more than two years of fighting in Russia and Ukraine, the world has seen what drones are capable of on the battlefield. Naturally, it raises alarm bells when the technology ends up in the wrong hands, as was the case on Saturday when Hamas launched a terror attack on Israeli civilians, killing hundreds. Casualties have since risen to the thousands.

What Hamas is working with: In short, the terrorist group deployed a swarm of drones in conjunction with land and sea attacks to catch Israel’s defenses off guard. Drone technology from China’s DJI—and reportedly some developed with the help of Iran—was used to hit strategic targets (such as the country’s central base for counter-drone operations) and civilians.

Some of the technology—including powered hang gliders that were used to transport militants over Israel’s billion-dollar border wall—raised eyebrows for current and former intelligence officials, who claim the attacks would not have been possible without Iran’s support. Hezbollah and the Houthis, two other terrorist groups and Iran proxies, could also enter the conflict.

How Israel could respond: In addition to its border wall, Israel deploys counter-drone systems such as the Iron Dome, which is designed to shoot down projectiles over large, populated areas. But these systems were overwhelmed by thousands of Hamas drones, rendering them ineffective. The aerial distraction also enabled attacks on the ground and by sea.

However, with Hamas’ capabilities now known, some experts believe Israel could defend future assaults more effectively. Support from the U.S. may also move the needle. American officials have no plans to put boots on the ground, but the government will send ships, counter-drone technology, and munitions to assist the Israeli Defense Forces.

Quick quote: “Directly comparing the drones of each side is a bit like comparing rifles on each side. The U.S. M-16 was far superior to the AK-47, yet that did not yield a U.S. victory in the Vietnam War, for example […] What matters here is the accessibility of the technology (even in more primitive forms), and how well it is used,” professor Audrey Kurth Cronin, director of Carnegie Mellon University’s Institute for Security and Technology, told FLYING.

My take: Above all, Hamas’ surprise attack on Israeli civilians validates what we’ve seen in Russia and Ukraine: In the wrong hands, drones can be a force for evil—and an effective one at that.

There are no easy answers here. The drones deployed by Hamas were small, cheap, plentiful, and likely designed or delivered by Iran. The fact that rudimentary technology could be used to such effect (and obtained rather easily from a widely sanctioned country) sets a dangerous precedent. Already, Israel has retaliated against thousands of civilian deaths by deploying its own swarms of drones, which have now killed more than 1,000 Palestinian civilians.

Though Hamas incited the growing conflict, regular people in both Israel and Palestine—through no fault of their own—are now threatened by sudden, deadly drone strikes. And with global superpowers now stockpiling the tiny aircraft, casualties of war may be more severe than ever.

Deep dive: Deadly Siege Marks Hamas’ Most Effective Use of Combat Drone Swarm

In Other News…

Wing Shows Us How It’s Delivered

What happened? If you follow me on X, formerly Twitter (@jack_daleo), you’ve seen me post about Wing and Walmart’s Dallas drone delivery service, which I got the chance to see in action last week at UP.Summit. But for the uninitiated, I posted a deep dive of the operation on FLYING Digital this week—here are the highlights.

How It’s Delivered: One thing that stood out to me—and that a spokesperson made sure to emphasize—was Wing’s ability to fit into Walmart’s workflows. The whole operation is run from a fenced area in the parking lot of a Supercenter, about the size of a tennis court. All Walmart associates need to do is pack orders and walk them over to the Wing staffers.

As for the drone delivery personnel, they didn’t have much to do either. The Wing system takes orders, assigns drones, plots flight plans, performs health checks, and responds to contingencies almost entirely on its own. Soon, the Wing Delivery Network and AutoLoader, which CEO Adam Woodworth detailed at UP.Summit, will add more autonomy to the service.

Deep dive: How It’s Delivered: Wing Gives Us a Glimpse of a Future With Drone Delivery

Archer Nabs Financing for ‘World’s Largest’ eVTOL Production Plant

What happened? Before ferrying passengers to and from airports in Chicago and the New York City metro area in partnership with United, Archer Aviation will first need to produce its eVTOL in numbers. Earlier this year, the firm broke ground on a mass manufacturing facility in Covington, Georgia. Now, it’s secured the funding—$65 million from Synovus Bank—to complete it.

Cheap volume: Initially, Archer’s facility is expected to span 350,000 square feet and produce up to 650 aircraft per year. That’s more than any of its competitors are planning to put out. Eventually, the company said the site could grow to 900,000 square feet, churning out over 2,000 Midnight eVTOLs annually.

Interestingly, Archer claims it will be able to do this while keeping production costs lower than those of its competitors. That’s because the firm leverages outside aerospace companies to supply the majority of Midnight’s components. Archer will need an FAA production certificate, which will follow Midnight type certification, to begin using the facility to its full potential.

Deep Dive: Archer Secures $65 Million in Financing for ‘World’s Largest’ eVTOL Production Plant

And a Few More Headlines:

• UP.Summit 2023 in Dallas wrapped up last week, but check out our roundup of the biggest headlines.

• NASA postponed an International Space Station spacewalk after discovering a leak on the orbital complex.

• Personal eVTOL manufacturer Applied eVTOL Concepts will certify its Epiphany Transporter (what a name!) as a light sport aircraft.

• Airspace security provider Dedrone introduced a solution to enable BVLOS drone first responder operations.

• The NFL and other sports leagues are dealing with a new threat: unlicensed drones flying over stadiums.

Spotlight on…

Pivotal

Joby Aviation, Archer Aviation, Boeing’s Wisk Aero, and other eVTOL air taxi companies are still years away from commercial service. That’s also true for the personal eVTOL space…with the exception of Pivotal, formerly Opener Aero.

Pivotal so far is the only eVTOL manufacturer to actually sell and deliver its aircraft to paying customers in the U.S.—in other words, they own the vehicle outright. For now, a half dozen customers own BlackFly, Pivotal’s preproduction design. But the company last week unveiled Helix, a scalable production model it hopes will become the first personal eVTOL on the market.

I got to fly a BlackFly simulator at UP.Summit in Dallas—the aircraft featured a single seat with joystick controllers on either armrest. That’s it, as far as flight controls go. UP.Summit attendees were also treated to a BlackFly demonstration flight, where the aircraft showed off transitions between vertical flight, hover, and cruise. Helix is expected to include more robust hardware and an upgraded propulsion system that will extend the aircraft’s range of uses.

Deep Dive: Opener Rebrands to Pivotal and Unveils Helix, Its First Scalable Production Aircraft

On the Horizon…

The FAA’s authority was recently extended through December 31, but that doesn’t mean FAA reauthorization is in the rearview mirror. The pressure is still on lawmakers to pass the House reauthorization bill, which calls for measures such as a final BVLOS drone rule and funding for advanced air mobility (AAM)-related activities.

On the topic of AAM, California Governor Gavin Newson signed a bill authored by Senator Anna Caballero (D-Calif.) that would create an AAM and Aviation Electrification Committee for the state. Its job would be to assess current state and federal laws and identify potential changes to ensure safe operations in California. Wisk, Archer, and other manufacturers have facilities in the state; some, such as Joby, plan to fly there.

Meanwhile, India’s Ministry of Civil Aviation loosened its drone laws by removing the passport requirement for obtaining a remote pilot certificate. The move lowers the barrier to verification to encompass documents such as a photo ID or driver’s license, which should open the industry to more drone pilots.

Mark Your Calendars

Each week, I’ll be running through a list of upcoming industry events. The FAI World Drone Racing Championship wrapped up Monday in Seoul, South Korea, but here are a few conferences to keep an eye on:

• Intergeo 2023—Tuesday through Thursday in Berlin
• Dronitaly—Wednesday through Friday in Bologna, Italy
• World’s Unmanned Aerial Vehicle Conference—November 12-14 in Jerusalem
• ICAO Drone Enable—December 5-7 in Montreal
• 11th Annual eVTOL Symposium—February 6-8 in Silicon Valley, California 
• AUVSI Xponential 2024—April 22-25 in San Diego 

Tweet of the Week

Want to see your tweet here next week? Have comments or feedback? Share your thoughts on X, formerly Twitter, and tag me (@jack_daleo)! Or check out FLYING’s media accounts:

X: FLYING Magazine (@FlyingMagazine) / Twitter

Facebook: FLYING Magazine – Home (facebook.com)

Instagram: FLYING Magazine (@flyingmagazine) • Instagram photos and videos

I want to hear your questions, comments, concerns, and criticisms about everything in the modern flying space, whether they’re about a new drone you just bought or the future of space exploration. Reach out to jack@flying.media or tweet me @jack_daleo with your thoughts.

The post In Israel and Gaza, Drones Change the Calculus of War appeared first on FLYING Magazine.

In football, there are many routes a receiver can run. There’s the “slant,” where the player runs a few steps forward before cutting across the field. An “out” or “comeback” calls for a cut toward the sideline.

Then there’s the “go” route, typically a straight sprint down the field—coaches sometimes refer to this as a “fly.” But it appears some drone pilots have misinterpreted the terminology as a cue.

Increasingly, as players run fly routes on the field, drones are flying routes through the air during the game, sparking concern from the NFL, NCAA, and even some members of Congress. Incursions involving rogue drones have grown so frequent that Cathy Lanier, NFL chief of security, spoke out about the issue this week.

“They enter that restricted airspace, they are violating the law,” Lanier, who also served as chief of police for Washington, D.C., from 2007 to 2016, said in an interview with NBC News. “All we’re asking for is the ability to take control of that drone and move it out of our airspace.”

Incursions on the Rise

According to Lanier, there were about 2,500 drone incursions over NFL stadiums during the 2022 season, nearly double the 1,300 or so incidents the season prior.

The latest episode occurred during a college football game between Ohio State University and the University of Maryland this past weekend. When officials spotted a drone over Ohio Stadium in Columbus, they quickly suspended play and pulled players from the field. Police later tracked down the pilot, who was arrested and faces multiple criminal charges, including unsafe operation of an aircraft in a careless or reckless manner.

The incident is one in a string of drone-related disruptions that security officials and U.S. lawmakers worry could pose a potential safety threat to fans.

One occasion in 2017 saw a pilot fly a drone over Levi’s Stadium in Santa Clara, California, during an NFL game between the San Francisco 49ers and Seattle Seahawks. He then drove an hour to fly the small aircraft over Oakland-Alameda County Coliseum—where the then-Oakland Raiders were facing the Denver Broncos—using it to drop leaflets over both crowds. The pilot was later arrested and charged by federal prosecutors.

Three more high-profile incursions took place last year. On September 25, 2022, a drone disrupted a college football showdown between the University of Washington and Stanford University. The following day, an unlicensed drone flew over Seattle’s Lumen Field, halting play between the Seahawks and the Atlanta Falcons.

And this month, a man was sentenced for flying a drone over Paul Brown Stadium (now Paycor Stadium), home to the Cincinnati Bengals, during a January 2022 playoff game between the Bengals and Raiders. The incident prompted the NFL to change its policy—since then, officials have stopped games and cleared the field whenever they catch a whiff of unlicensed drone activity.

According to Lanier, Super Bowl LIII between the New England Patriots and Los Angeles Rams in 2019 was a particularly close call. An FBI team spotted a drone moments before six Air Force F-16s were set to perform a flyover of Mercedes-Benz Stadium in Atlanta, and there was no time to shoot it down. Luckily, the agency managed to tell the F-16 pilots to fly at higher altitude.

So far, drone-related incursions have yet to result in physical injury: The nearest miss was a 2017 incident during an MLB game between the Arizona Diamondbacks and San Diego Padres, where a drone crashed into the stands just inches away from a spectator. Still, the potential for more violent encounters has security officials and lawmakers on edge.

“We’re concerned about somebody who would use [drones] in a nefarious way and drop a grenade that would do considerable damage and possibly kill individuals,” Senator Gary Peters (D-Mich.), chair of the Senate Committee on Homeland Security and Governmental Affairs, told NBC News.

But local law enforcement and stadium staff—for the NFL and other leagues—have little to no ability to prevent incursions or handle the drones themselves.

What Are the Rules For Drones Over Stadiums?

Rulemaking by the FAA, NFL, NCAA, and other leagues already limits drone flights in or around stadiums during events. But the rules are difficult to enforce, and stadium staff and local law enforcement have little recourse when the buzzing aircraft enter their airspace.

During events, the FAA prohibits drones that fly at or below 3,000 feet above ground level within 3 nm of any stadium that seats 30,000 or more—including one hour before and after games. The regulations specifically cover MLB, NFL, NCAA, and NASCAR competitions, among others.

In essence, the FAA created a temporary flight restriction for stadiums. Violations can incur civil penalties of around $37,000 or even criminal prosecution, and the agency promotes the use of signage and slogans (such as “It’s game day, put your drone away”) to discourage unruly pilots. It even put out an advisory urging fans not to fly drones during Super Bowl LVII between the Kansas City Chiefs and Philadelphia Eagles on February 12 at State Farm Stadium in Glendale, Arizona.

But like most FAA policies, there are a few exceptions to the rules.

The NFL was actually the first major U.S. sports organization to fly drones over stadiums and fields with FAA permission in 2015. However, it can only deploy a handful of approved models and must fly during daytime under strict supervision. Most importantly, the aircraft cannot be flown during games.

The league mainly uses the technology for marketing purposes, though a few teams have flown drones to film practices. The NCAA, meanwhile, updated its drone rules for the 2023 season to clarify that the aircraft are not permitted over the field or sidelines when players are present.

The only entities cleared to fly drones during games are broadcasters. Fox Sports, for example, deployed them to cover the 2023 MLB All-Star Game between innings and outs. The network also uses drones to cover United States Football League games while players are on the field. And CBS Sports flew them indoors to add a fresh angle to this year’s Final Four men’s college basketball games.

Stadiums have plenty of guards and metal detectors to prevent incidents on the ground, but they lack security measures to prevent incursions in the air outside of these special cases. Some, though, have attempted to curb the trend. 

The Maryland Stadium Authority, which oversees venues used by the NFL’s Baltimore Ravens and MLB’s Baltimore Orioles, partnered with drone incursion specialist Aerial Armor to ramp up security. But while it was able to locate the operators behind a few incidents, it could not prevent them, underscoring the issues Lanier, Peters, and others have with the current rules.

For one, drones are still allowed to be flown in and around stadiums one hour before games, giving tailgaters an opportunity to disrupt the airspace. FAA regulations also exclude stadiums that seat less than 30,000 fans, which means some venues, including many minor league baseball stadiums, remain susceptible to rogue aircraft.

The bigger issue, though, is that only the FBI and Department of Homeland Security (DHS) have authority to jam or bring down unlicensed drones, granted via the Safeguarding America’s Skies Act of 2018. However, security officials told NBC News the agencies only send counter-drone teams to major events such as the NFL’s Super Bowl or MLB’s World Series. By and large, regular-season games are untouched.

Since the law took effect, Lanier said only 77 of about 121,000 requests for FBI or DHS counter-drone support to stadiums and other venues have been approved. Making matters worse, the agencies’ authority is set to expire next month along with the current congressional spending bill.

To remedy this, Peters introduced legislation in the Senate that would extend drone jamming and takedown authority to state and local law enforcement. Both it and a House companion bill have garnered bipartisan support and the backing of the NFL, MLB, NCAA, and NASCAR. However, some worry the bill is too intrusive, granting law enforcement too much authority and discretion to shoot down what could be nonthreatening drones.

Regardless of what happens with the legislation, drone use is on the rise, which could increase the number of incursions. As of 2022, there were 860,000 registered drones in the U.S., a number the FAA predicted could surpass 2.6 million by 2025. At the same time, pilots are reporting more unauthorized drone sightings than ever before.

Officials also worry about drone incursions at airports, which have occasionally led to mass flight delays or cancellations. And increasingly, pilots are using them to smuggle contraband or weapons into prisons or across the U.S. southern border.

The FAA’s Remote ID rule—for which the deadline to comply was recently extended six months—could help stadiums and local law enforcement keep a more watchful eye on the airspace. But until they have the authority to down drones, future incursions will be tough to prevent.

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The post NFL, Congress Wary of Rising Drone Incursions During Games appeared first on FLYING Magazine.

In the early hours of Saturday morning, Hamas, a U.S.-recognized terrorist group based in Palestine, launched an attack on Israel via the ground, sea, and air, firing thousands of drones on Israeli civilians, infrastructure, and defense assets.

In response, Israel swiftly declared a state of war and fired back, sending its own barrage of drones toward the Gaza Strip. As of Tuesday, the Israeli Defense Force (IDF) and Hamas had each sustained major casualties. But the victims were mostly civilians—more than 1,000 Israelis and 900 Palestinians had been killed as of Tuesday evening. Around 150 Israelis are being held hostage by Hamas gunmen.

A few years ago, those horrific figures may not have been as staggering. But with the emergence of technologies like drones, warring foes are now capable of inflicting staggering damage to precisely targeted locations.

The early days of the conflict have raised many questions. How did Hamas—a small terrorist cell with limited resources—manage to launch an assault on one of the wealthiest nations in the world? What do Israel’s air defense capabilities look like? And how could the tide of battle shift with the introduction of drones from foreign actors?

These are complex questions, but we did our best to provide answers.

What Are Hamas’ Drone Capabilities?

Hamas so far has deployed a variety of drones to varying degrees of success. But the terrorist group likely received outside help from Iran and others.

“The IDF naturally has far more sophisticated drones and surveillance than Hamas does,” Professor Audrey Kurth Cronin, director of Carnegie Mellon’s Institute for Security and Technology, told FLYING. “But this shocking, horrible attack demonstrated that we must look more broadly in the war between Hamas and Israel.”

DroneSec, a drone adversary intelligence firm that provides counter-drone technology to governments and militaries worldwide, analyzed publicly available photo and video of the Saturday morning attacks, which Hamas refers to as “Operation Al-Aqsa Storm/Flood.”

In a report viewed by FLYING, DroneSec cited a video showing the camera view of a Hamas drone dropping munitions on an Israeli Merkava-4 tank. Later in the video, a different view appears to depict icons used by China’s DJI, the largest drone manufacturer in the world. DroneSec said the aircraft was “likely” a DJI quadcopter, which is also being deployed by Russia against Ukraine.

DroneSec also analyzed videos that showed drones hitting an ambulance, a communications tower, the Israeli border fence and its defenses (such as a machine gun turret), and IDF soldiers. But the strikes also targeted defenseless villages, killing hundreds of Israeli civilians.

Hamas reportedly used 35 Zouavi suicide drones in the invasion, and the Israeli government reported more than 2,200 incoming rockets on Saturday morning alone. That’s nearly quadruple the previous single-day record of 670 in 2021.

The terrorist group’s Zouavi drones fly long distances before exploding on impact and resemble toy airplanes…as well as drones produced by Iran and Russia, a group of current and former Western and Middle Eastern intelligence officials told the Washington Post. 

The models contain Farsi terms in their blueprints and are almost identical to those used by the Houthis, an Iran-backed terrorist group in Yemen, said Michael Eisenstadt, director of the Washington Institute’s Military and Security Studies Program.

Professor Michael J. Armstrong, associate professor of operations research at Brock University in Ontario, agreed that the fixed-wing suicide drones resembled those produced by Iran. But Armstrong told FLYING there do not appear to be enough of these models to pose “more than a nuisance” for Israel.

Hamas also sent some militants across the border on powered hang gliders, whose lightweight construction may have helped them avoid radar detection. Once in Israel, fighters attacked the Re’im military base, which housed a high concentration of drone and surveillance operators. The base was overtaken and later regained. But the attack neutralized many of Israel’s counter-drone capabilities Saturday morning.

Officials told the Washington Post that Saturday’s attack “bore hallmarks of Iranian support,” and Iran was likely heavily involved in training Hamas hang gliders. They also accused Iran of providing military training, logistics support, and tens of millions of dollars for weapons.

Officials noted Saturday’s attack was more complex than any previous Hamas air operation. They suspected it would be impossible without considerable outside help, adding that the group may have been planning the invasion as early as mid-2022 with Iran’s support.

Iranian officials denied responsibility but celebrated the attacks in statements shared to the media. On Monday, an unnamed senior defense official said the Department of Defense has “no specifics” to corroborate the report.

Per a 2020 U.S. State Department report, Iran sends about $100 million per year to Palestinian terrorist groups, including Hamas. The group’s leader said in an interview last year that it had received $70 million but did not specify over what timespan.

Several officials told the Post that Iran provided “technical help” to manufacture over 4,000 rockets and drones for Hamas, many of which were deployed Saturday. They said at least some militants had received training in advanced military tactics, including at camps in neighboring Lebanon, where another Iran-backed terrorist cell, Hezbollah, is based. 

Hezbollah on Sunday fired missiles and shells at an Israeli military post along the Lebanese border, a potential warning shot to deter outside involvement from the U.S. and other Israeli allies.

The Houthis may also get involved in the conflict: A spokesperson for the group on Monday told Newsweek it plans to support Hamas. The Houthis are believed to have access to a “vast arsenal of drones and missiles,” including Iranian-made loitering munitions that have been used by Russia to decimate Ukraine, Newsweek reported.

How is Israel Countering Hamas Drones?

The IDF made headlines in 2021 when it completed construction on a $1 billion barrier along the Israel-Gaza border, and security technology was Israel’s top-funded sector last year. However, the country’s physical borders and counter-drone systems were overwhelmed by hordes of enemy drones.

In addition to the barrier, Israel prevents attacks using the Iron Dome, a short-range, anti-artillery system developed by Israeli firm Rafael Advanced Defense Systems. Each Iron Dome is designed to defend a 60-square-mile populated area, firing interceptors at projectiles that pose a threat. There are 10 spread throughout the country.

The IDF claimed the system successfully intercepted 97 percent of the targets it engaged during a summer 2022 confrontation in which the Palestinian Islamic Jihad fired rockets into Israel. The country’s military also relies on the Iron Beam, a high-energy laser interception system also developed by Rafael.

But both Iron Dome and Iron Beam have one vulnerability: drone swarms. The systems are susceptible to vast numbers of aircraft and were likely overwhelmed by the onslaught of Hamas drones, but only because the terrorist cell’s offensive was multifaceted.

According to Cronin, Israel would “easily” have won a “drone-on-drone contest.” But Hamas’ combination of attacks from the air, land, and sea was too much for its defenses to handle. She said the terrorist cell also optimized its use of drone technology to get the most out of scarce, less advanced resources, comparing it to Russia’s use of small, cheap DJI drones.

“Directly comparing the drones of each side is a bit like comparing rifles on each side,” Cronin said. “The U.S. M-16 was far superior to the AK-47, yet that did not yield a U.S. victory in the Vietnam War, for example. The role of IEDs in Iraq and Afghanistan is another case. What matters here is the accessibility of the technology (even in more primitive forms), and how well it is used.”

Armstrong said it is “ironic” Israel was caught off-guard by Hamas drones, which are smaller and less sophisticated than those deployed by the IDF. On previous occasions, the military sighted and shot down simple recon drones, but “this the first one where Hamas has made effective combat use of them,” he said.

However, with Hamas’ capabilities now known, Armstrong suggested the tides of battle could shift.

“Now that the initial surprise attack is over, I think drones will be more useful for Israel than for Hamas,” he said. “Israel can use theirs for spotting targets for real-time strikes, to leverage its huge firepower advantage. Conversely, with the surprise gone, any casualties Hamas might inflict using explosives dropped by drones will be minor compared to those from its rockets.”

What Support Can the U.S. Provide?

Outside of a statement from U.S. Defense Secretary Lloyd Austin announcing the movement of U.S. forces, the Department of Defense has largely been tight-lipped about what its support for Israel may look like.

According to Austin, the Navy aircraft carrier USS Gerald R. Ford and Ticonderoga-class guided missile cruiser USS Normandy (CG 60) will move into the Eastern Mediterranean to conduct air and maritime operations in the region. Four Arleigh-Burke-class guided missile destroyers will also be deployed. The Air Force, meanwhile, augmented its F-35, F-15, F-16, and A-10 fighter aircraft squadrons in the region.

Though the U.S. is also supporting Ukrainian forces in Eastern Europe and working to deter a military buildup in China, Austin did not seem to have concern that U.S. forces might be spread thin.

“The U.S. maintains ready forces globally to further reinforce this deterrence posture if required,” Austin said. “In addition, the U.S. government will be rapidly providing the IDF with additional equipment and resources, including munitions. The first security assistance will begin moving today and arriving in the coming days.”

In a background briefing, an unnamed senior defense official could offer few details on the DOD’s strategy moving forward, but echoed the Defense Secretary’s comments.

“At this point in time, we have the resources, authorities, and funding to continue our support to Israel within, of course, the Memorandum of Understanding for security assistance,” the official told members of the media.

“We are able to continue our support both to Ukraine, Israel, and maintain our own global readiness,” they added.

The official pointed to a memorandum of understanding between the U.S. and Israel, signed in 2018, as the basis for U.S. shipments of vehicles, equipment, and munitions. Under that agreement, the U.S. in 2023 allocated $25 million toward “US-Israeli anti-drone cooperation,” per a Congressional Research Study delivered to U.S. lawmakers earlier this year.

The report also highlighted a recent defense spending bill, which modified the agreement to include “directed energy capabilities.” It raised the cap on U.S. annual contributions from $25 million to $40 million—suggesting greater U.S. support moving forward—and extended the program’s authorization through 2026.

The change would appear to echo the senior defense official’s pledge to provide “the highest level of security assistance and missile defense funding to Israel ever in the history of our bilateral relationship.”

The fear, however, is that other groups with Iranian drone technology—which has proven effective in both Israel and Ukraine—will enter the fray in support of Hamas. The official said the DOD is monitoring the Middle East for any actors that might escalate tensions, mentioning Hezbollah, the Houthis, and Iraq by name. The U.S.’s watchful eye on these groups suggests it could adjust its support as the conflict evolves, but Pentagon spokesman John Kirby on Monday said the U.S. does not plan to put boots on the ground.

In short, Israel’s air defenses were unprepared for a barrage of small, cheap drones, and the involvement of Iran and other terrorist groups was likely underestimated. But with Hamas’ and its supporters’ capabilities now out in the open, the IDF, with the support of the U.S. and its allies, has a path to gain the upper hand.

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The post Deadly Siege Marks Hamas’ Effective Use of Combat Drone Swarm  appeared first on FLYING Magazine.

The suburbs of Dallas are buzzing.

About 210,000 now live in Frisco, to the northwest of the fast-growing Dallas-Fort Worth metroplex. But that’s not the buzzing I’m referring to. Because accompanying that influx of residents are the first flights of a new technology: drones.

I spent last week in Dallas covering UP.Summit, an annual, invite-only gathering of some of the biggest movers and shakers in the transportation world. Among the attendees were senior U.S. defense officials, state and federal lawmakers, former presidents and prime ministers, and executives from some of the top firms in the industry.

Adam Woodworth, CEO of Wing, fell into the latter group. At UP.Summit, Woodworth detailed the next phase of the company, which is owned by Google parent Alphabet. A large part of that road map relies on Dallas, where Wing last month launched drone delivery out of a Walmart Supercenter in Frisco. It plans to add a second store in the coming months.

A Wing spokesperson gave me an inside look at the company’s newest operation, complete with a simulated delivery to show how its drones take off, navigate, deliver, and return to the Supercenter—all on their own. Read on to see exactly how Wing delivers, hear Woodworth’s vision for drone delivery, and get an outlook on the service as it starts to hit the U.S. market.

The Setup

After listening to Woodworth speak, I hopped in an Uber and headed to Frisco, where I met a Wing spokesperson in front of the Walmart Supercenter at 8555 Preston Road. I didn’t see the operation at first. But upon closer inspection, I came across a small, fenced in area in the parking lot. It took up just two rows of parking spaces and was about the size of a tennis court.

The spokesperson emphasized Wing’s ability to fit into Walmart’s framework seamlessly. After all, the largest retailer in the world needs the parking space for customers, and its associates don’t necessarily have the bandwidth to run a drone delivery operation. 

So, Wing keeps things compact and asset-light. Its store-to-door model, first launched in Australia’s Gold Coast region with grocer Coles, allows it to set up operations in the nooks and crannies of brick-and-mortar stores: in parking lots, on roofs, or in unused space nearby. Meanwhile, all Walmart workers need to do is bring orders to the fenced-in service area.

I arrived at the Frisco Supercenter just minutes before operations began at 10:30 a.m. CDT. A handful of employees were present. But they had little to do as 18 Wing drones charged on launch pads, performing routine maintenance checks on their own.

Even as orders started to come in, staffers—about five of whom were present at any given time—mostly just sat back and watched the drones do their thing. 

An automated flight planning and uncrewed traffic management (UTM) system charted the path of each suitcase-sized aircraft, accounting for factors such as weather, time of day, and the presence of other objects in the airspace. The system also flags issues as they arise and responds to them as needed (such as by grounding a drone assessed to be unfit for operations, for example.)

Ground support operators were on-site, as is the case at other Wing locations. Their job is simple: When a drone encounters an issue, it tells them exactly what the problem is and where it’s located, and the staffer makes what is usually an easy fix. For more complex repairs, drones are set aside to be shipped to a dedicated facility. But there were no hiccups when I was present.

While there was also a pilot at the Frisco site, he was only there for me. The flights I witnessed were actually overseen from a Remote Operations Center in another Dallas suburb, Coppell, about an hour’s drive away.

That facility and another near Wing’s Palo Alto, California, headquarters control the company’s operations nationwide, including its service in Christiansburg, Virginia. Pilots at these centers are akin to air traffic controllers, watching dots on a screen.

All of that automation and remote oversight left Walmart associates with a simple task: Bring orders out to the drones. From there, a Wing order loader attached the payload to the drone’s tether, using a tablet to match it to the right aircraft.

Soon, staffers will have even less to do. Wing recently introduced the AutoLoader, a new piece of tech that will allow workers to leave containers out for the drones to pick up themselves. The company demonstrated the concept at UP.Summit, likening it to curbside pickup.

How It’s Delivered

The Wing spokesperson simulated a delivery so that I—and now you—could see the whole process in action.

The order (a water bottle) was sent to the order loader, who waited for the drone to rise and release its tether before attaching a small, Walmart-branded container. Then, the aircraft ascended and zipped off to its destination, a nearby staging area.

Initially, the buzzing was pretty loud. But it quickly faded into the background as the drone reached cruising altitude, making it difficult to hear unless you were listening for it.

In the air, it cruised at 65 mph (56 knots) at roughly 200 feet, beyond the visual line of sight (BVLOS) of the ground crew. Because flights are preplanned, the drone accounted for how conditions such as wind would affect its battery. Still, onboard sensors kept an eye out for any unexpected changes, and the spokesperson said the drone could continue flying in moderate rain or even snow.

As we walked to the staging area, a countdown timer on the Wing app gave us an ETA. The spokesperson assured me this was exact, since the entire route was planned in advance. Sure enough, like clockwork, the drone emerged on the horizon on schedule, descending to about 25 feet before lowering the order to the ground with its tether. If pulled, the tether and payload would release and the aircraft would return to the parking lot.

A countdown on the Wing app estimated the delivery time down to the second. [Jack Daleo/FLYING]

Finally, water bottle in hand, I walked with the spokesperson back to the staging area, where the drone returned to the landing pad just six minutes after the order was initially placed. That’s far less time than a delivery driver would need to complete the trip. While the service is still relatively small, Wing envisions those same benefits for retailers nationwide.

Wing Is Not Winging It

Some drone delivery companies have struggled to garner customers due to overly ambitious plans, premature launches, or some combination of the two. Wing, with its deliberate approach, is not one of them.

In the 30 or so minutes I spent at the Frisco Supercenter, I saw at least 10 organic orders come in from customers. Residents within 6 miles of the store can pick from over 1,000 items (the most popular being rotisserie chicken), including fragile items like eggs, since the container locks into place in the air to prevent swaying. Frozen foods such as ice cream are also on the menu, even in Texas, because delivery times can be as fast as three minutes.

The store—combined with another, unnamed Supercenter that will begin service later this year—is expected to serve about 60,000 households. And customers have been clamoring for Wing to add even more coverage in the region, according to the spokesperson.

But Dallas is just the tip of the iceberg. Wing so far has completed more than 350,000 deliveries, with the vast majority happening outside the U.S.

The company got its start in Canberra, Australia, in 2019, expanding to the suburb of Logan and adding service in Helsinki later that year. To date, Logan is the company’s largest service—on some days, it handles over 1,000 deliveries, or one every 25 seconds. Partnerships with restaurants such as KFC have given its Australia business a boost.

Recently, Wing expanded operations in Queensland with property development group Mirvac and on-demand delivery provider DoorDash, which has an integration with the company’s service. Instead of using the Wing app, Queensland customers simply place their orders on DoorDash and select the drone delivery option.

In the U.S., operations are less substantial. Wing began serving Christiansburg, Virginia, in 2019, where one couple has received more than 1,200 deliveries. Outside Christiansburg and Dallas, it’s largely been limited to testing and demonstrations: A delivery of Coors beer and peanuts to Coors Field in Denver, the drop-off of a ceremonial tee-off golf ball for the Sports Illustrated Invitational, and some testing near its Palo Alto headquarters and Hillwood’s AllianceTexas.

Wing is also partnered with Walgreens to expand store-to-door service in the U.S. and is working with Hillwood to prepare a special delivery facility at Frisco Station, a mixed-use development not far from the Supercenter.

Speaking at UP.Summit, Woodworth was bullish on Wing’s domestic prospects. He emphasized a few tricks the company has up its sleeve, such as the Wing Delivery Network philosophy it revealed last year. The decentralized, automated system will share resources across each of the company’s service areas based on spikes and lulls in demand. That way, Wing can send capacity wherever it’s needed, allowing it to service larger, more populated areas.

Woodworth also highlighted Wing’s Aircraft Library team, which develops new drone configurations based on components the company already uses. The idea is to help meet the unique payload, range, or other requirements of its customers. Then there’s the AutoLoader, which figures to make matters significantly easier for store associates.

Combined with a small ground footprint, high levels of automation, and APIs (like the one for DoorDash) to integrate drone delivery directly into customers’ sales channels, Wing’s new tools should push it toward offering a service that’s fast, cheap, and good—not just two of the three—as Woodworth put it.

Walmart will certainly hope that’s the case. The retailer is looking to jumpstart its drone delivery business, which it said has completed just 10,000 deliveries over the past two years. That’s despite operating a total of 36 hubs across seven states in partnership with DroneUp, Flytrex, and Zipline, the industry leader in terms of sheer volume with 700,000 deliveries and counting.

According to McKinsey, Zipline and Wing are not the only key players in the space. It said more than 10 drone operators made at least 5,000 commercial deliveries in 2022, delivering nearly 875,000 packages (an 80 percent increase over 2021). And with 500,000 deliveries completed through the end of June, the company forecasts over 1 million by year’s end.

The majority of these are healthcare deliveries centered in Africa and the Asia-Pacific region, largely owing to Zipline’s dominance. But per data from McKinsey, North American market share is on the rise this year, while the European market is fading.

The North American market would get a lift from more clarity on BVLOS operations. An FAA committee began developing regulations in 2021, but there is still no final rule in sight. That could change with the passage of the House FAA reauthorization bill, which calls on the agency to produce a BVLOS Notice of Proposed Rulemaking within four months of its effective date.

As things stand, Wing operates BVLOS under a Part 135 certificate, becoming the first drone delivery firm to obtain one in 2019. But the process is often expensive and lengthy, with Zipline, Amazon, UPS Flight Forward, and Flytrex partner Causey Aviation Unmanned holding the only other approvals. 

The cheaper, shorter alternative is a waiver to section 91.113(b), which the FAA awards intermittently. Recently, Zipline, UPS and a few other firms successfully took this route. 

But a final BVLOS rule would allow Wing and others to scale, expanding current service areas and adding new ones in places spread out, hard to reach, or obstructed by obstacles (such as tall buildings). It could also reduce costs by allowing drone firms to assign a single pilot to multiple aircraft, as Wing does, and offer customers a simpler path to sustainable operations as executives focus increasingly on ESG initiatives.

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The post How It’s Delivered: Wing Gives Us a Glimpse of a Future with Drone Delivery appeared first on FLYING Magazine.

Hello, and welcome to the Future of FLYING newsletter…with a twist! This week, I’m on-site in Dallas covering the UP.Summit, an annual, invite-only gathering of 300 of the transportation industry’s most dynamic, groundbreaking, and futuristic technology companies.

Among them are many of the same aircraft you’ve seen me highlight in this column each week, from drones, to electric vertical takeoff and landing (eVTOL) designs, to spacecraft that have been to the International Space Station and back.

Among the attendees are former presidents and prime ministers, current state legislators and members of Congress, representatives from the Department of Defense, and CEOs and executives of some of the most disruptive companies in the industry, from Google’s Wing (and partner Walmart) to Volocopter to SpaceX.

Below you’ll find a roundup of the biggest announcements made during the three-day event, including from cutting-edge companies such as Joby Aviation, Archer Aviation, Sikorsky, Zipline, UP.Labs…and the list goes on and on. Without further ado, here’s what has come out of the event as Day 2 comes to a close:

Jetson Aero got seed funding…from the Black Eyed Peas’ will.i.am in a move that would come as quite a surprise if you haven’t followed the artist’s evolution over the years. The longtime frontman has invested in many a tech company over the years—and even launched and acquired a few of his own.

Now, will.i.am will attempt to make history by training to fly Jetson’s Jetson One, the firm’s single-seat personal eVTOL aircraft. The artist and entrepreneur would be one of the first on the planet to fly such a vehicle. Read more here.

Joby Aviation put pilots in the cockpit for the first time, advancing to crewed flight testing of its preproduction prototype eVTOL air taxi. Among those considered major eVTOL air taxi players (Archer Aviation, Lilium, Wisk Aero, and Volocopter to name a few), only Volocopter reached that milestone before Joby.

The next step for the manufacturer is “for credit” flight testing with the FAA, using a full-scale production prototype. The hope is for that to take place next year in time for a 2025 commercial launch with Delta Air Lines, beginning with air taxi routes in New York and Los Angeles. For a deeper dive, check out FLYING’s story from earlier this week. Meanwhile…

Archer got the ball rolling with the Air Force after the department paid out $1 million to the eVTOL firm, the first installment of what is expected to be many as part of its freshly signed contracts with AFWERX Agility Prime, worth up to $142 million. The payout was exchanged for a mobile flight simulator, which is now on its way to the Air Force.

The Air Force will train pilots to fly Archer’s Midnight eVTOL using the sim, familiarizing them with the aircraft and providing the company with valuable feedback on the pilot experience. And at an unspecified date, the company is expected to deliver up to six Midnight models to an as yet unnamed air force base. Here’s a deeper dive on that news.

Boeing’s Wisk Aero launched a flight test campaign in Los Angeles, bringing its Gen 5 autonomous air taxi, also known as Cora, to the City of Angels. CEO Brian Yutko said the company is the first eVTOL manufacturer to fly at a commercial airport in Los Angeles. He added that Wisk expects to fly its newer Gen 6 prototype for the first time in 2024.

“We’re flying at a dense urban airport with real-world autonomous operations at work, for the third time within this past year,” Yutko told FLYING at UP.Summit. “This is a step forward not only for our aircraft testing program, but for developing organizational skill at operating autonomous aircraft in complex environments.”

Sikorsky and startup Rain are automating firefighting in a collaboration that saw Rain equip a Sikorsky optionally piloted Black Hawk with its Wildfire Mission Autonomy System, taking the pilot out of the equation. The system automates just about every step of the process, from identification to dispatching to precision targeting of the blazes. Sikorsky’s Matrix autonomy suite beamed commands to the uncrewed Black Hawk.

The partnership hopes to improve response times and lower costs for firefighting companies, which are contending with an unprecedented number of blazes. More on that here.

UP.Labs and Alaska Airlines launched an incubator, with hopes of fostering six startups over the next three years. UP.Labs, a branch of UP.Partners (the host of UP.Summit), will launch the partnership with the airline in 2024.

The project will be called the Airline Venture Lab, and it’ll explore ways to address the greatest areas of friction in aviation, for both Alaska Airlines and the industry at large. Potential use cases include operational efficiency, guest experience, and the business of travel.

Reliable Robotics and the Air Force made a trio of positive findings after completing a large aircraft automation study. The partners found that the airframe they examined (which wasn’t named) could handle system upgrades without impacting remote pilot abilities. 

They also discovered that large, remotely piloted military aircraft can match the efficiency and flexibility of commercial aircraft, without the need to build a new airframe. Finally, Reliable found that its Remotely Operated Aircraft System (ROAS) could achieve the same levels of reliability required by the FAA while flying on larger airframes.

Beta Technologies opened its first electric-aircraft assembly plant in Vermont, which the company said will one day churn out 300 aircraft per year. The facility will build both the company’s eVTOL and its eCTOL (conventional takeoff and landing), which was revealed earlier this year.

The site spans 188,500 square feet and is located on a 40-acre plot of land at Burlington International Airport (KBTV), which will allow it to double in size in the future. FLYING’s Jonathan Welsh has the scoop.

Wing Drone Delivery is now serving customers in the Dallas area through a partnership with Walmart, announced in August. The agreement unites the largest retailer in the world and one of the largest corporations on the planet (Wing parent Alphabet) to deliver a variety of food and convenience items in minutes, straight to customers’ doorsteps, front yards, and more.

I’ll have more on this news Friday when I take a trip to the Dallas suburb of Frisco, where a Walmart Supercenter has been equipped to make Wing drone deliveries.

Personal eVTOL manufacturer Opener rebranded to Pivotal and launched Helix, its first scalable production aircraft. I got the chance to see the firm’s preproduction design, BlackFly, in action during a showcase Thursday morning. The aircraft showed off transitions between three phases of flight: vertical lift, forward cruise, and thrust-borne hover.

Helix will carry over many of the features of BlackFly, but it’s expected to have a more robust propulsion system, greater comfort, and possibly a higher payload capacity. A handful of customers are already flying the eVTOL, making it one of the earliest entries on the market.

Oh, and here’s the company’s BlackFly in action:

Still with me? Here are a few more quick hitters:

Elroy Air now Has 1,000 orders in its backlog for the Chaparral, its heavy-duty cargo delivery drone.

Regent raised $60 Million and partnered with Japan Airlines to develop a system for operations in the country with its all-electric seaglider.

Zipline partnered with Mendocino Farms to deliver sandwiches, salads, and more using its P2 drone delivery system.

And finally, Verge Aero unveiled the X7 Drone, an upgraded design which the company will use to perform drone light shows.

Bonus! Here are a few more photos from my first two days in Dallas:

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The post Flying Cars, Rocket Ships, Self-Piloting Drones and More Abound at UP.Summit 2023 appeared first on FLYING Magazine.

Hello, and welcome to the Future of FLYING newsletter, our weekly look at the biggest stories in emerging aviation technology. From low-altitude drones to high-flying rockets at the edge of the atmosphere, we’ll take you on a tour of the modern flying world to help you make sense of it all.

Now for this week’s top story:

Blue Origin Appoints Amazon’s Dave Limp as New CEO

What happened? As rivals SpaceX and Virgin Galactic dominate the commercial spaceflight sector, Jeff Bezos’ Blue Origin has been grounded. Its pace of progress has slowed from a run to a walk to a limp. But perhaps the best way to correct a limp is with a Limp—Dave Limp, senior vice president of Amazon devices and services, to be specific.

Tumultuous tenure: Bezos hired Limp as CEO in part because of his “sense of urgency,” which hints at the billionaire businessman’s aims. Under current chief executive Bob Smith, Blue Origin completed the highly publicized maiden voyage of its New Shepard spaceship, ferrying Bezos and Star Trek icon William Shatner to the edge of the atmosphere.

Since then, the company has stalled. It made a few more commercial flights before a September 2022 crash prompted the FAA to bring down the hammer, grounding New Shepard indefinitely. Smith has also missed out on lucrative NASA and DOD contracts, struggled to launch the New Glenn super-heavy rocket, and faced accusations of a toxic workplace.

Changing of the guard: Bezos is probably hoping Limp is the catalyst Blue Origin needs to right the ship, both figuratively and literally. At Amazon, he was involved with Project Kuiper, a planned competitor to SpaceX’s Starlink satellites, and led ambitious projects such as Alexa, Echo, and FireTV. He also held executive positions with a pair of now-defunct technology firms.

Limp is not an aerospace expert by any means. But Bezos clearly trusts his ability to turn ideas into reality (it’s an open secret that Alexa and Echo were pet projects of his), and do it quickly. He’s certainly an upgrade over Smith, at least according to current employees, one of whom gave the less-than-glowing assessment, “Anything is better than Bob.”

Quick quote: “I’ve worked closely with [Limp] for many years. He is the right leader at the right time for Blue. Dave is a proven innovator with a customer-first mindset and extensive experience leading and scaling large, complex organizations. Dave has an outstanding sense of urgency, brings energy to everything, and helps teams move very fast,” Bezos wrote in a note to Blue Origin employees obtained by CNBC.

My take: When this news came across my radar, one thing in particular caught my attention: Bezos’ repeated emphasis on speed.

Reading too deeply into the public comments of a CEO is a dangerous game, but it’s easy to see why Bezos might prioritize quickness. Since New Shepard was grounded, SpaceX has launched thousands of satellites and ferried astronauts to and from the International Space Station with NASA. Virgin Galactic has now completed space tourism trips in back-to-back-to-back months. United Launch Alliance has made a handful of launches, too.

All of these competitors have leapfrogged Blue Origin—at least for now. Limp’s likely prerogative as new boss will be getting one of the company’s programs (New Shepard, New Glenn, the Blue Moon lander, or the Orbital Reef space station) into orbit quickly. New Shepard, for which the FAA just closed its mishap investigation, seems to be a likely candidate.

Deep dive: Can Blue Origin Course Correct With Amazon’s Dave Limp at the Helm?

In Other News…

Boosters Delivered to Kennedy Space Center for Artemis II Mission

What happened? About one year from now, NASA will send four astronauts around the moon and back. Before then, though, it needs to build the spacecraft that will carry them. That process appears set to begin soon, after contractor Northrop Grumman delivered 10 booster motor segments to Kennedy Space Station

Back to the moon: Artemis III, tentatively planned for 2025, would mark humanity’s return to the moon for the first time since Apollo 17 more than half a century ago. Before that, Artemis II will serve as a litmus test—if it succeeds, the agency will move to the next step. The mission will be flown with the Space Launch System (SLS) super-heavy lift rocket and the Orion spacecraft.

Northrop provided segments for the SLS’s twin solid rocket boosters, which will generate 8.8 million pounds of thrust and help Orion reach 24,500 mph on its way to the moon. Now, the parts are being evaluated and are expected to be stacked in February. NASA also added four RS-25 engines to the rocket’s core stage last week. But concerns the project will fall behind schedule persist.

Deep dive: Booster Delivery Marks NASA Artemis II Moon Mission Milestone

VI&E Solutions, Ace VTOL Look to Add 700 Vertiports in Oceania

What happened? As more electric vertical takeoff and landing (eVTOL) aircraft designs hit the market, they’ll need a place to land. Enter Volatus Infrastructure and Energy Solutions (VI&E): The vertiport company partnered with eVTOL manufacturer Ace VTOL to build a network of 700 vertiports in Australia, New Zealand, and other countries in the region.

Global dominance? The vertiport industry will rely on the development of another industry, eVTOL aircraft, for scale. But when those wacky-looking aircraft finally hit the skies, VI&E is in position to capitalize. The company is planning four U.S. vertiport projects for 2024 and will look to add more through partnerships with regional aviation real estate developers.

Of greater consequence, perhaps, are the company’s plans beyond the U.S. It has agreements with eVTOL manufacturers, infrastructure developers, and regulatory authorities in Japan, South Korea, Singapore, and more. Already, that gives it a global footprint, with which the likes of Ferrovial Vertiports, Groupe ADP, and other rivals will need to compete.

Deep Dive: VI&E Solutions, Ace VTOL Plan to Add 700 Vertiports in Oceania Region

And a Few More Headlines:

• NATO is set to adopt the U.K. Ministry of Defense’s SAPIENT protocol as a standard for counter-uncrewed aerial systems (C-UAS).

• VoltAero made what it says is the first flight of an electric aircraft running on 100 percent sustainable fuel…made from wine waste.

• In another milestone flight, Beta Technologies’ electric conventional takeoff and landing (eCTOL) aircraft crossed the border from New York to Montreal.

• The FAA announced a $300 million allocation for net-zero goal projects, such as sustainable aviation fuels infrastructure.

• The agency also proposed a rule to limit debris from commercial space vehicles.

Spotlight on…

Horizon Aircraft

[Courtesy: Horizon Aircraft]

Air taxi manufacturers Joby Aviation, Archer Aviation, Lilium, and EHang share one core tenet: They will only build 100 percent electric aircraft. Horizon Aircraft raises an eyebrow in response.

Rather than go full-electric, the Canadian company built a hybrid eVTOL which relies on a gas-powered range extender that charges its batteries during flight. Like the firms above, Horizon plans to use it for regional air taxi routes, as well as for medical evacuation, critical supply delivery, and commercial cargo services.

The company’s aircraft may not achieve the same emissions reductions as its rivals. But the Cavorite X7, a newly announced model that will replace its flagship Cavorite X5 (pictured above), is expected to have a greater range, speed, and useful load than all of them. Plus, with seven seats, it projects as one of the highest occupancy eVTOL designs out there. Keep an eye on this one.

Deep Dive: Horizon Aircraft Announces Plans for 7-Seat Hybrid eVTOL Design

On the Horizon…

No one likes a government shutdown. But the one currently looming could be a real doozy for the FAA. That’s because Saturday marks the deadline for FAA reauthorization, and a funding bill has yet to pass both houses of Congress. In short, this could be a disaster.

Commercial and passenger airlines will still fly. But air traffic controllers, Transportation Security Administration personnel, and FAA staff will work without pay. What’s more, training for ATC learning the ropes will be put on hold, potentially exacerbating an existing shortage. Airport infrastructure investments, FAA rulemaking, and facility security inspections will all go on pause.

For our purposes, the shutdown would also prevent the passage of key incentives for the drone and advanced air mobility (AAM) industries, which are included in the House FAA reauthorization bill. These include provisions such as a timeline for a final beyond visual line of sight (BVLOS) drone law and permanent rules for AAM operations.

The Modernization of Special Airworthiness Certification (MOSAIC) proposal the FAA submitted in July is another piece of rulemaking that could be put on hold. Comments on that document will close October 23, less than a month from now (mark your calendars!). But the agency won’t be able to begin the process to address them through rulemaking until a shutdown ends.

Mark Your Calendars

Each week, I’ll be running through a list of upcoming industry events. DroneX 2023 wrapped up Wednesday in London, but here are a few conferences to keep an eye on:

• Airtaxi World Congress—October 2-5 in San Francisco
• UP.Summit—October 4-6 in Dallas 
• FAI World Drone Racing Championship—October 6-9 near Seoul, South Korea
• Intergeo 2023—October 10-12 in Berlin
• Dronitaly—October 11-13 in Bologna, Italy
• World’s Unmanned Aerial Vehicle Conference—November 12-14 in Jerusalem

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The post Can Dave Limp Correct Blue Origin’s Limping Pace? appeared first on FLYING Magazine.

NATO wants to open new lines of communication—but not between its member nations.

Rather, the organization is exploring a new way for counter-uncrewed aircraft systems (C-UAS) to talk to each other. Open-source intelligence company Janes reported NATO will adopt the U.K. Ministry of Defense’s (MOD) Sensing for Asset Protection with Integrated Electronic Networked Technology protocol, or SAPIENT, as a “C-UAS standard.”

Essentially, SAPIENT will lay out new guidelines for manufacturers of C-UAS sensors and other technology. The framework emphasizes plug-and-play components, artificial intelligence-based decision making, and a lower burden to acquisition and integration.

In 2024, NATO will begin a yearlong ratification process to adopt SAPIENT as a Standardization Agreement, Cristian Coman, chief scientist for the Joint Intelligence, Surveillance, and Reconnaissance (ISR) division of NATO’s Communications and Information (NCI) Agency, told Janes. It will require the approval of 14 member countries.

Prior to the announcement, the NCI Agency organized a 10-day series of C-UAS exercises in Vredepeel, Netherlands, for NATO’s C-UAS Technical Interoperability Exercise (TIE23), hosted by the organization’s C-UAS Joint Nucleus within the Dutch Ministry of Defense. 

The demonstrations ran from September 12 to 22 and looked at how SAPIENT interacted with some 70 C-UAS systems—including newfangled concepts such as jet-powered drones and net-tossing UAS.

What Is SAPIENT?

Written and sponsored by the U.K. Defense Science and Technology Laboratory (Dstl) and funded by the MOD, SAPIENT was designed as an open architecture that can integrate autonomous sensor information into a single picture. The MOD adopted it as the country’s C-UAS standard in 2019.

“In the SAPIENT system, the individual sensors are advanced, using [AI] to make detections and classifications locally, sending only the information, not the raw data, to the command and control [C2] system,” a summary on the U.K. government’s official website reads.

“They also make operating decisions autonomously, such as which direction to look or whether to zoom in, in order to fulfill higher-level objectives,” it continues. “These higher-level objectives are managed by a decision-making module which controls the overall system and makes some of the decisions normally made by the operators. This reduces the operator’s need to constantly monitor the output of the sensors.”

More specifically, SAPIENT calls for AI algorithms that reside both in the decision-making modules and the onboard sensors themselves. It encourages an architecture in which different sensors use a shared interface to talk to each other, which could reduce integration time and create a competitive market for suppliers.

The system also enables “multisensor fusion,” meaning several different nodes jointly handle tasks such as correlation, association, tracking, and decision-making. In addition to lowering the cognitive burden on operators, it’s expected to reduce the bandwidth requirements for network traffic and the cost of acquiring new tech.

The key export of the program so far has been the interface control document (ICD) standards that tell suppliers how to develop compliant components. But researchers have also developed variants of SAPIENT technologies to demonstrate the concept and weigh its benefits for users.

Most recently, SAPIENT was published by the British Standards Institute as BSI Flex 335, which provides U.K. manufacturers with the first iteration of requirements for producing interfaces between sensor edge, effector, and fusion nodes. BSI Flex, which develops guidelines for markets with rapidly evolving needs, accelerated the standard’s development.

BSI Flex 335 makes a few changes to the most recent version of the ICD, most notably a 60 percent reduction in the communications bandwidth needed to run SAPIENT. The living document is expected to be updated later this year.

SAPIENT was initially evaluated as the interoperability standard for NATO C-UAS systems at TIE21, where it made more than 70 connections between C-UAS sensor systems and C2 modules. The organization revisited it during TIE22, where it connected another 31 autonomous sensor nodes from a who’s who of vendors to 13 decision-making nodes.

The program’s standards, decision-making nodes, and sensors were also deployed in the Contested Urban Environment 2021 (CUE2021) exercise, a multinational experiment that tested it with over 60 technologies. AI technology in the decision-making nodes managed the sensors and provided the multisensor fusion the U.K. MOD covets.

In the future, the ministry will look to stack multiple SAPIENT systems in a hierarchy, which could improve scalability and open more real-life scenarios for deployment. The Dstl has also tasked a cross-industry working group—the SAPIENT Interface Management Panel, or SIMP—with creating a “configuration control framework” around the interface and its tools. The panel is open to all and operates on a nonfunded, voluntary basis.

The Implications of SAPIENT

Mario Behn, principal scientist of the NCI Agency’s Joint ISR, told Janes the purpose of the TIE23 trial was to enhance the interoperability of C-UAS technology through SAPIENT. The exercises involved more than 300 participants from 15 NATO-allied and three partner nations, the European Union, and 57 private sector companies. But could these systems one day show up in Ukraine?

Military, scientific, and industry specialists live-tested around 70 systems and technologies—including sensors, effectors, and jammers—designed to detect, identify, and neutralize enemy UAS. Among them were a “fishing net” interceptor drone from Germany’s Argus Interception, which tosses a small net over the enemy’s aircraft, and a jet-powered drone from DDTS (another German firm) that can fly up to 310 mph to intercept fast-moving UAS.

Britain’s MOD believes the ability for different C-UAS to talk to each other through SAPIENT could one day lead to technology that can take control of enemy drones like a parasite, guiding them to a new target or location.

Representatives from several private companies at TIE23 referenced how these systems could combat low-cost, self-detonating Iranian Shahed drones, which are being deployed in droves by Russia in its war on Ukraine. In theory, SAPIENT could allow Ukrainian forces to fire Shahed drones back at its aggressor.

No Ukrainian officials were present for the exercises. But Claudio Palestini, a NATO science officer, said the organization is having “ongoing discussions” with the country about C-UAS issues. Major General Hans Folmer, a senior NATO officer in the NCI Agency, added SAPIENT will bring “big benefits” to alliance members.

Ukraine is not a NATO member—at least, not yet. At present, it’s a partner country, meaning it works closely with the organization but is not a part of it. However, NATO leaders in July agreed to “expedite” its membership. 

There is no hard date for Ukraine to join NATO. If it does, the adoption of SAPIENT could change the calculus of the war in its favor. That will all depend, though, on current members’ acceptance of the proposed framework.

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The post NATO Set to Adopt British MOD Standard for Counter-Drone Technology appeared first on FLYING Magazine.

Hello, and welcome to the Future of FLYING newsletter, our weekly look at the biggest stories in emerging aviation technology. From low-altitude drones to high-flying rockets at the edge of the atmosphere, we’ll take you on a tour of the modern flying world to help you make sense of it all.

Now for this week’s top story:

Joby Picks Ohio Over California for First Manufacturing Plant

What happened? The city council of Marina, California, will be sorely disappointed. The town, home to Joby’s pilot production line, was passed over as the site of the company’s first full-scale manufacturing facility. The plant will eventually produce 500 air taxi units every year and is expected to create some 2,000 jobs. It could one day encompass 2 million square feet.

Scaling up: The Ohio site at the Dayton International Airport (KDAY) will be funded by a $500 million investment from Joby mixed with incentives from state and local groups. It could also qualify for the Department of Energy’s Title XVII loan guarantee program as a clean energy project. Toyota, Joby’s biggest backer, will advise the company on the road to mass production.

The facility won’t be fully operational until 2025. But it will be an invaluable piece of the puzzle for a company looking to get its air taxis buzzing over major U.S. cities such as New York and Los Angeles by 2025. Beyond that, the FAA is eyeing scaled electric vertical takeoff and landing (eVTOL) operations in time for the 2028 Olympic Games in Los Angeles.

A blow to Marina: Joby’s Marina facility just rolled out the company’s first eVTOL aircraft production model in June. But while the company reportedly has plans to continue expanding in California, the heartbeat of its manufacturing activities will be in Ohio. Detroit and North Carolina were also considered.

Ohio is considered the birthplace of aviation—the Wright brothers lived and worked there, and Dayton, the site of the facility, is also home to Wright-Patterson Air Force Base and the headquarters of the Air Force Research Lab (AFRL), which has been a key partner for Joby.

Quick quote: “We’re building the future of aviation right where it all started, in Dayton, Ohio,” said JoeBen Bevirt, founder and CEO of Joby. “The Wright brothers harnessed revolutionary technology of their time to open up the skies, and we intend to do the same—this time, bringing quiet and emissions-free flight that we hope will have an equally profound impact on our world.” 

My take: The Wright brothers would probably cower in fear if they saw Joby’s eVTOL in the skies. But their old stomping ground was likely an ideal choice for Joby.

The Air Force presence is huge. In June, Joby agreed to ship nine eVTOLs to Edwards Air Force Base in California, part of its three-year, $131 million contract with AFWERX, the department’s innovation arm. Don’t be shocked if Wright-Patterson is the next military installation to follow suit.

Outside that, Dayton International Airport gives the company tons of room to work with. The plant is initially slated to take up around 580,000 square feet, but the airfield is big enough for that to nearly quadruple in size as production scales up. Plus, the backing of state and local stakeholders such as JobsOhio doesn’t hurt. For this to work, the local community needs to be on board.

In all, it’s a positive step for Joby, which remains on track to be one of the earliest entrants into the advanced air mobility (AAM) space.

Deep dive: Joby Passes On California, Picks Ohio for First Scaled eVTOL Manufacturing Plant 

In Other News…

Beta Technologies Chargers Headed to the Air Force

What happened? Beta is the alpha when it comes to installing eVTOL chargers on air force bases. The company agreed to send its proprietary system to Eglin Air Force Base in Florida, marking the first time the Air Force has deployed the tech at a base. Notably, the chargers aren’t just for Beta aircraft, one of which is also being sent to Eglin—they’ll work on just about any electric vehicle.

You’ve heard of eVTOL…: …but how about eCTOL? That stands for electric conventional  takeoff and landing and is the description Beta applied to its recently launched CX300 electric airplane. Interestingly, that’s the model being sent to Eglin rather than the flagship Alia-250 eVTOL the company has been building for years.

It’s unclear whether that was Beta’s decision or the Air Force’s. But it’s notable that one or the other is interested in experimenting with the eCTOL variant over the original. That could simply be due to timing—the conventional takeoff design is expected to fly before its eVTOL counterpart.

Deep dive: Beta Technologies Will Deliver Electric Aircraft Chargers to Air Force Base

Zipline the Latest Drone Delivery Player to Receive BVLOS Approval

What happened? South San Francisco-based Zipline is the fourth in a string of drone delivery firms to receive FAA approval for operations beyond the visual line of sight (BVLOS) of the pilot. Phoenix Air Unmanned, UPS Flight Forward, and uAvionix are the other three—all four will serve to simplify the BVLOS grant process, according to the FAA.

The rich get richer: If you follow the industry, you know this is a big deal. But if you’re wondering what all the hubbub is about: Since U.S. drone operators are required to monitor the airspace along routes using visual observers, the ability to fly beyond their purview could double or even triple Zipline’s service area. In addition, it cuts costs to make the entire operation more efficient.

Zipline was arguably the undisputed top dog of drone delivery prior to this approval, having completed three-quarter of a million deliveries. Now, it can expand its operations and extend its dominance.

Deep Dive: Zipline Drone Delivery Secures Latest BVLOS Approval in Wave of FAA Exemptions

And a Few More Headlines:

• eVTOL manufacturer Lilium began assembly of the first of seven fuselages for the aircraft it will use to obtain type certification.

• Honeywell and the U.S. Department of Energy are developing hydrogen fuel storage for long-range drones.

• The FAA accepted Universal Hydrogen’s supplemental type certificate bid to convert ATR 72 regional airliners.

• Volatus Infrastructure and Energy Solutions launched a Series A investment campaign headed by Silicon Prairie.

• Japanese eVTOL maker SkyDrive received a preorder for up to 50 aircraft from a Korean aircraft leaser.

Spotlight on…

Land Rotor

I’m tying this feature to the news that Land Rotor is now partnered with eVTOL dealership (yes, like a car dealership) Aeroauto in an agreement worth up to $700 million. The company has a pretty neat looking personal aircraft that is designed to hover above city streets or soar over skyscrapers. However, I think its path to market is even more interesting.

Land Rotor is betting on a very unique idea: the Drone Ride. The concept is simple—at amusement parks around the world, the company will tether its eVTOL to the ground inside a building and allow thrill seeking guests to take it for a simulated test ride.

But the thinking behind it, in my opinion, is borderline genius. Not only does the Drone Ride help familiarize the general public with a novel (and in its view, potentially dangerous) aircraft type. It also allows Land Rotor to essentially crowdsource testing and development: Each ride will give the company data on performance and the health of the aircraft’s components. And because this is all being done in a controlled environment, it avoids the risk regulators seek to avoid with strict regulations around testing. However, that testing won’t count toward FAA certification.

I know, this sounds a little out there, but Land Rotor is very serious about the concept. The company is installing the first drone ride in Orlando, sandwiched between Universal Studios and SeaWorld. Eventually, it expects to have attractions installed worldwide before it begins selling to the commercial market.

Deep Dive: Aeroauto Agrees to Distribute Land Rotor eVTOL in Deal Worth Up to $700M

Mark Your Calendars

Each week, I’ll be running through a list of upcoming industry events. Here are a few conferences to keep an eye on:

• DroneX 2023—September 26-27 in London
• World Aviation Festival—September 26-28 in Lisbon, Portugal
• Airtaxi World Congress—October 2-5 in San Francisco
• UP.Summit—October 4-6 in Dallas 
• FAI World Drone Racing Championship—October 6-9 near Seoul, South Korea
• Intergeo 2023—October 10-12 in Berlin
• Dronitaly—October 11-13 in Bologna, Italy
• World’s Unmanned Aerial Vehicle Conference—November 12-14 in Jerusalem

Tweet of the Week

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I want to hear your questions, comments, concerns, and criticisms about everything in the modern flying space, whether they’re about a new drone you just bought or the future of space exploration. Reach out to jack@flying.media or tweet me @jack_daleo with your thoughts.

The post Joby Lands in Ohio appeared first on FLYING Magazine.

Drone delivery’s top dog just added a bark to its bite.

Zipline—whose 750,000 deliveries and 50 million autonomous miles flown to date arguably make it the industry’s undisputed titan—on Tuesday received FAA authorization to remove visual observers (VOs) from its beyond visual line of sight (BVLOS) operations. The firm, which has already taken a massive bite out of the global drone delivery market share, now adds a key operational approval that could make its service more scalable and affordable.

The approval, which follows similar BVLOS exemptions for UPS Flight Forward, uAvionix, and Phoenix Air Unmanned, extended Zipline’s Part 135 air carrier approval, obtained last year. It will allow the company to complete commercial package deliveries without VOs in Salt Lake City, and Bentonville, Arkansas. The new exemption will expire in September 2025.

The approved operations will make use of Zipline’s Sparrow drone, which releases packages using a parachute. Data from those activities will help inform FAA policy and rulemaking on a final BVLOS rule, which may still be more than a year away.

Almost all long-range drone delivery flights in the U.S. require VOs stationed on the ground to monitor the airspace along the route. Removing them could save Zipline money and open new routes, extending the firm’s dominance in the young industry. The company said it will fly without VOs in the U.S. later this year.

“Today we use 4,000 pound gas combustion vehicles driven by humans to do billions of deliveries across the country,” said Keller Rinaudo Cliffton, CEO and co-founder of Zipline. “It’s expensive, slow, and bad for the environment. This decision means that we can start to transition delivery to solutions that are 10 [times] as fast, less expensive, and zero emission. It means that Zipline hubs across the country can now go from serving a few thousand homes to serving hundreds of thousands of homes each year and millions of people, which will save time, money, and even lives.”

Zipline drones, or Zips, are equipped with a patented onboard acoustic detect-and-avoid (DAA) system that allows them to continuously monitor the airspace in real time. DAA relies on small, lightweight microphones to detect and avoid aircraft in all directions up to two miles away. Zips also use onboard ADS-B transponders to identify nearby aircraft, even in darkness or harsh weather.

Additionally, the drone’s safety system includes more than 500 preflight safety checks, strategic route design, and redundant flight-critical systems. Working with Zipline to rigorously test the Sparrow’s onboard systems and safety processes, the FAA deemed it safe to operate without VOs. It added that the exemption is “in the public interest.”

The agency in August told FLYING its recent BVLOS approvals will open the opportunity for more summary grants: essentially, streamlined approvals of “copycat” companies with similar infrastructure, aircraft, and technology to those who have already been approved.

It chose companies with four different use cases—medical delivery (Zipline), parcel delivery (Flight Forward), inspections (PAU), and flight systems development (uAvionix)—because each clears the path to exemptions for firms serving those industries. A medical drone delivery company, for instance, could look to Zipline’s approval as a checklist for its own operational requirements.

“We applaud the FAA for taking a major step to integrate autonomous drone delivery into the airspace,” said Okeoma Moronu, head of global aviation regulatory affairs for Zipline. “This will enable more commerce, new economic opportunities, and greater access for millions of Americans.”

Zipline’s authorization comes with 95 different conditions. Among them, Zipline must fly Sparrow below 400 feet; maintain a list of all components in the aircraft; submit a collision and avoidance plan for all operational locations; and require pilots in command to steer the drone well clear of manned aircraft and other drones, among other limitations. The requirements mirror those the FAA outlined for the other three recipients.

Like the others, Zipline’s petition garnered widespread support from the industry. Groups in favor of the requested permissions included the North Carolina Department of Transportation, a longtime partner; Small UAV Coalition; General Aviation Manufacturers Association (GAMA); Commercial Drone Alliance (CDA); and Association for Uncrewed Vehicle Systems International (AUVSI), which on Tuesday put out a statement praising the FAA’s decision.

“Zipline has proven its ability to provide critical services to the public with the highest degree of safety,” said Michael Robbins, chief advocacy officer of AUVSI. “We commend the FAA for issuing this approval, which will address key needs in the health care and commercial delivery sectors. The approval demonstrates the forward momentum of the U.S. commercial drone industry. As BVLOS exemptions become commonplace, it will unlock time-sensitive delivery, support health systems’ reach to patients, and address equity gaps. Americans nationwide will benefit from this new future of healthcare logistics.”

The Air Line Pilots Association, International (ALPA) and National Agricultural Aviation Association (NAAA), however, had a few gripes. Specifically, they contended Zipline did not submit enough evidence that DAA would provide an equivalent level of safety to VOs. The FAA disagreed, arguing the system combined with the required conditions will be sufficient.

Zipline to date has flown more than 50 million commercial autonomous miles, completing three-quarter of a million deliveries without a major safety incident. In other countries, it has flown without VOs for years and learned plenty from those operations.

The company launched in Rwanda, where it faced lower regulatory barriers than in the U.S., in 2016. The country gave Zipline a proving ground for its technology, and it’s since launched operations in Ghana, Kenya, Nigeria, and the Ivory Coast.

Zipline began servicing the U.S. in 2020, delivering medical supplies and personal protective equipment to hospitals at the start of the COVID-19 pandemic. Since then, it’s been flying in Arkansas since 2021 and in North Carolina and Utah since 2022.

The company owns a Part 135 air carrier certificate that gives it a longer range than just about any drone delivery provider in the country—its Zips can travel up to 140 miles on a single round trip. Its first-generation Platform 1 system operates on three continents and makes a delivery every 70 seconds.

The game-changer, however, will be Platform 2 (P2), a new model announced in March that already has several U.S. customers, including OhioHealth, Michigan Medicine, Sweetgreen, and GNC.

P2 Zips will fly more than 300 feet above the ground. Upon arriving at the customer’s location, they will continue hovering at that altitude, lowering cargo to the ground with a delivery “droid” attached to a tether. The smaller droid can autonomously reorient and reposition itself in the air for precision deliveries to a front doorstep, patio table, or other tight space.

The system also includes infrastructure for businesses. Customers can add docking and charging nests to building exteriors and even install drone “drive-thru” windows, which allow store employees to load Zips on a sliding platform without having to leave the building.

The next-generation system is expected to enable hub-and-spoke deliveries within a 10-mile-service radius. But Zips could also be deployed in a network, traveling as far as 24 miles from dock to dock to enable greater scale. This is similar to the Delivery Network concept proposed by Alphabet drone delivery arm Wing, which calls for the aircraft to behave more like last-mile delivery vans, flying fluidly between locations.

Zipline said it is conducting high-volume flight tests of P2 this year. Its first customer deployment is expected next year.

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The post Zipline Drone Delivery Secures Latest BVLOS Approval in Wave of FAA Exemptions appeared first on FLYING Magazine.

The Flash doesn’t get his superspeed from hydrogen fuel, but the U.S. Department of Energy’s FLASH project promises to explore new avenues for the emerging fuel source.

FLASH—which stands for Fuel Additives for Solid Hydrogen Carriers in Electric Aviation—is the DOE’s latest hydrogen-related initiative. The project will see the department’s National Renewable Energy Laboratory (NREL) and aerospace and defense titan Honeywell collaborate on a prototype hydrogen fuel storage system for long-range drones.

But while most hydrogen fuel is stored as a gas or liquid, the partners are eyeing a mechanism to store solid hydrogen. The material could be quickly burned off to produce the element’s gaseous form, allowing uncrewed aerial vehicle (UAV) fuel cells to convert it to electric power.

The yearlong collaboration is expected to result in the development of a hydrogen fuel cartridge, which Honeywell could deploy on its application platforms. The company develops other solid-state cartridge systems for UAVs, but it’ll look to boost their performance through low-temperature, fast-release technology from FLASH.

Honeywell will provide technological expertise, fuel cartridge testing, supply chain support, and fuel cell prototyping and evaluation for the project. NREL in FLASH’s first phase “will provide technical expertise on FLASH formulations, fabrication, and characterization of the hydrogen fuel storage.”

The project’s ultimate goal is to mature new hydrogen carrier tech within the DOE Energy Materials Network’s Hydrogen Materials Advanced Research Consortium (HyMARC) project. HyMARC is focused specifically on providing clean, affordable hydrogen.

“This is a dream project for a national lab researcher,” said Steve Christensen, one of the NREL leads on the project proposal. “Honeywell has already built and tested devices that can use our materials, giving us the chance to drop our technology directly into their systems and move this promising drone fuel toward commercialization through collaborative research and development.”

Christensen added that the DOE hopes the technologies developed through FLASH “result in a market application.”

The initiative is funded by NREL, Honeywell, and the DOE’s Hydrogen and Fuel Cell Technologies Office through the Technology Commercialization Fund. The fund is strapped with $62 billion in allocations through the Bipartisan Infrastructure Law and supports a range of clean energy projects.

FLASH specifically is focused on developing a solid substance that could release hydrogen gas. NREL and Honeywell said the material has a high hydrogen capacity and can be operated at low temperatures. The idea is to provide a continuous supply of hydrogen that can be converted to electricity to enable low-noise, zero-emission, long-range flights.

“This class of materials is remarkably tunable and therefore highly versatile to industrial hydrogen delivery requirements,” said Noemi Leick, NREL’s principal investigator on the project.

The partners are looking to apply the tech on long-range and heavy payload UAVs in particular. These are mostly powered by internal combustion engines, which create more noise and emissions than electric propulsion. And when electric batteries are used, they can limit the drone’s range because they must be charged frequently.

Honeywell pointed out that hydrogen today is largely stored in bulky, compressed gas tanks, which are difficult to install on a compact drone. NREL added that the FLASH fuel storage system and a fuel cell could be bundled into a single, swappable cartridge—much like the electric battery cartridges many UAV operators are used to.

“Today’s long-range drones are typically powered by internal combustion engines,” said Katherine Hurst, NREL senior scientist and group manager. “While they provide the required range that battery-powered electric UAVs lack, these engines have issues with excessive noise, vibration, and emissions, including carbon emissions. This is an exciting opportunity to demonstrate the performance of hydrogen storage materials that we developed in our laboratory together with Honeywell to fuel a real-life flying vehicle.”

The partners pointed to atmospheric monitoring—which can be inhibited by the exhaust gases and rumbling engines of UAVs—as a potential new use case for FLASH technology. They also floated inspections of electric power lines, gas pipelines, solar panel farms, wind turbines, and other long-range applications as potential opportunities. In particular, long-range, beyond visual line of sight (BVLOS) missions could lower operating costs for service providers.

“Hydrogen can offer significant advantages for electric vertical take-off and landing [eVTOL] systems in terms of endurance and range,” said Dave Shilliday, vice president and general manager of urban air mobility and uncrewed aerial systems at Honeywell Aerospace. “Additionally, using hydrogen as a power source can also significantly expand the possibilities of UAVs beyond the limitations posed by battery-electric powertrains. Honeywell will work with NREL to develop the necessary hydrogen-related technology to contribute to the further growth of the industry.”

As things stand, the FLASH solution is projected to operate as a one-way fuel that must be recycled or refilled once spent. However, a project within NREL’s Laboratory Directed Research and Development program is exploring ways to recycle hydrogen fuel using electrochemical processes, which could one day allow UAVs to be powered by renewable energy.

If the project is deemed a success, FLASH “will be qualified for future technological development in optimization, scaling, and cost reduction,” NREL said. The laboratory also filed a nonprovisional patent application for FLASH tech, which laid the foundation to allow Honeywell Aerospace to continue developing it for commercial deployment.

It’s unclear whether Honeywell or NREL will explore hydrogen fuel storage systems for crewed electric aircraft as well. But it’s worth noting the former recently agreed to install flight control systems for electric aircraft maker Heart Aerospace and has partnerships with several manned eVTOL manufacturers—including Archer Aviation, Lilium, Vertical Aerospace, and Pipistrel—through its urban air mobility business.

NREL, meanwhile, just partnered with Joby Aviation to research the environmental impact of its air taxi, signaling potential interest in exploring hydrogen for crewed electric aircraft. The lab is also committed to researching hydrogen storage and fuel more generally, positioning it as a potential player as the aviation industry works to meet long-term sustainability goals.

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The post Honeywell, DOE Developing Hydrogen Fuel Storage for Long-Range Drones appeared first on FLYING Magazine.

The FAA has extended the deadline for the Remote ID requirement for drone pilots by six months, pushing it from September 16 to March 16, 2024.

What Is Remote ID?

According to the FAA, Remote ID “acts like a digital license plate and will help the FAA, law enforcement, and other federal agencies find the control station when a drone appears to be flying in an unsafe manner or where it is not allowed to fly.”

Remote ID allows the drone in flight to provide identification and location information that can be received by other parties through a broadcast signal.

• READ MORE: FAA’s Remote ID Rule Takes Effect in September—Is Your Drone Ready?

The FAA noted that this step was necessary as drones are becoming more prevalent in the National Airspace System. 

Compliance

To comply with the Remote ID rule, drone pilots can purchase a standard Remote ID-equipped drone from a manufacturer or purchase a Remote ID broadcast module that can be affixed to existing drones without Remote ID equipment.

The agency opted to extend the deadline for compliance when it became aware of the difficulty some drone operators were having locating a Remote ID broadcast module.

• READ MORE: You (Probably) Have What It Takes To Be a Drone Pilot

Drone operators that fail to comply by the March deadline could face fines or the suspension or revocation of their pilot certificate.

The post FAA Extends Drone Remote ID Compliance Deadline by 6 Months appeared first on FLYING Magazine.