Fashion Institute of Technology Fall Drone Courses

Thinking about adding a drone to your business or starting a new career flying one? This November, FIT can teach you how to master drone flight and prepare for the FAA’s Remote Pilot Knowledge Test.

Business and hobby pilots can now learn how to fly their drones safely and legally, understand new job opportunities and business models and prepare for the 6-hour certification test that’s required to pursue commercial opportunities. Classes are held at the Brooklyn Army Terminal in Sunset Park.

Register Today!

Two courses are being offered this fall by FIT:

Drones! Learn to Fly on November 3 & 10, 2018,10:00 am-5:00 pm

This 15-hour hands-on Intro course takes place on two Saturdays and teaches business and hobby pilots to fly drones safely and legally. The course fee includes a drone with a camera, a computer flight simulator, and a workbook all yours to keep. Topics covered include flying multi-rotor and fixed-wing drones, indoor flight training, diverse flight systems, maintenance, registration and certification requirements, safety, insurance, industry applications, featured systems (DJI, Yuneec, etc.), emerging technologies, and the latest FAA policies. This course costs $995.

Remote Pilot Knowledge Test Prep on November 17, 2018, 10:00 am-5:00 pm

To legally operate a drone for any business purpose, FAA regulations now require remote pilot certification. The 6-hour Remote Pilot Knowledge Test Prep Saturday course prepares pilots interested in pursuing commercial opportunities to successfully pass the comprehensive knowledge test required for FAA certification. This course costs $495.


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UMS SKELDAR and Airflite announce exclusive MRO partnership to service Australasia market for rotary UAV

UMS SKELDAR joins forces with Australia’s Airflite for range of maintenance and repair support services to its flagship unmanned helicopter SKELDAR V-200 and rotary UAV variants

DATE 4th September 2018, UK: UMS SKELDAR, the world-class provider of rotary Unmanned Aerial Vehicle (UAV) solutions and avionics software, has agreed a Memorandum of Understanding (MoU) with Airflite Pty Ltd to provide exclusive Maintenance, Repair and Overhaul (MRO) and technical support services for the rotary unmanned UAV portfolio including the NATO-compliant flagship VTOL (Vertical Take-Off and Landing) SKELDAR V-200 and its variants. The agreement was announced at LAND FORCES 2018 in Adelaide (4-6 September 2018), Australia.

According to the agreement Airflite, with operations across Australia, will become a technical support partner of UMS SKELDAR, the joint venture between Saab and UMS AERO GROUP. Airflite will provide support staff and maintenance and engineering services for the rotary V-200 UAV and its variants. UMS SKELDAR says the agreement provides another building block for Australia to become the regional base for Pacific Rim support operations as the global UAV company develops its operational footprint with military and civilian customers across the region.

Airflite’s operations include facilities at four airports and two airforce bases covering Western Australia, New South Wales and Victoria providing access to MRO services across the continent for land and sea-based customers.

Axel Cavalli-Bjorkman, CEO of UMS SKELDAR explains: “This is a significant milestone in the development of our global operational support network. Our twin focus of land and sea rotary capabilities, together with state-of-the-art engineering and avionics, demands the very best technical support. We are confident that Airflite, with their impressive customer portfolio, will play an important part in our expansion of services and capabilities in Australia, New Zealand and the wider region.”

Homer Constantinides, Managing Director of Airflite added: “We are pleased to make this joint announcement. This agreement not only confirms our position as the number one choice for MRO in Australasia but signals the commitment to Australia by such a prestigious UAV innovator. We look forward to a fruitful partnership.”

UMS SKELDAR has already signaled its interest in Australian contracts including services for the Royal Australian Navy (RAN) next stage UAV tender. The line-up of partners in Australia includes: Perth-based Orbital Corporation (providing heavy fuel licensed technology for the engines specially developed by Hirth Engines), Sentient Vision Systems of Melbourne in addition to Saab Australia (Adelaide, Canberra, Melbourne, Rockingham W.A.)

For more information on UMS SKELDAR, including its world-leading platforms, click on

Stepping stones to an integrated airspace – Altitude Angel

As drone use continues to grow, operators will demand greater access to the airspace, often without full consideration – or full knowledge – of the potential implications to other airspace users. We are seeing new entrants developing business models that require access to the airspace without a full understanding of the rules (or perhaps a belief they can get them changed to suit their individual needs), and that’s before – as a society – we start to think about incorporating Beyond Visual Line-of-Sight drone operations regularly and routinely in our skies.

From the evidence we have today we can foresee that as drones continue to evolve they will further challenge the aviation systems and before long they will need to be accommodated into all classes of airspace. Until this point we can’t consider them as fully integrated with all other airspace users.

This post is not about providing a definition of Unmanned Traffic Management (UTM), or a detailed critique of what should and should not be part of a national UTM system. We will, however, position some of the core capabilities in our GuardianUTM Airspace Management Operating System (or GuardianUTM O/S for short) in enabling a flourishing drone services economy to emerge, with rich, robust and trusted data and the ability to provide the critical integration with ATM networks in a trustworthy and consistently reliable way.

We do not believe that it is necessary for all classes of drones to be tracked in every location in a country, all of the time. Flipping this around, only drone operations conducted by certain classes of drone in certain locations are likely to require management in some way. This is broadly analogous to how traditional manned aviation traffic is managed today, with controlled and uncontrolled airspace, and a well-known set of rules governing entry and navigation through each.

By carefully selecting areas in which drone traffic is to be managed more actively, or where there are additional requirements placed on drones/drone operators in certain areas, a country can more rapidly embrace the positive aspects of drones while pragmatically handling risks associated with negative use.

To cater for a regulatory environment that sets up certain areas and classes of drone operations as regulated and therefore requiring some kind of UTM, it is necessary to enable data and communication exchange between the existing ATM service providers, and the emerging unmanned traffic service providers.

It is largely impractical to assume that a commercial entity should control the access to the airspace at a low level, or “airspace for drones”. In practice, a country will want to protect the sovereign security of its airspace and not divulge certain surveillance aspects to 3rd parties, but more pragmatically, commercial entities will compete and in a competitive scenario, one can imagine preferential access or the most efficient route from A -> B being awarded to the drone being managed by the company managing the airspace, not the company requesting transit through it.

In this new environment, therefore, it stands to reason that innovative ANSPs – the current Airspace Navigation Service Providers – would become channels for the outward distribution of important safety data to drones and drone pilots and are – at least until new regulated entities are envisaged – the likely single national provider of tactical and strategic de-confliction.

This model will enable an industry of emerging UTM service providers to simply integrate with the national UTM service to acquire all the basic data and regulatory information required, to “programmatically” request access to the airspace and a manner that is guaranteed to be fair and efficient, and a manner which can provide them with information relevant to the navigation process.

Aren’t ANSPs monopolies?

While many argue an ANSP is naturally ‘monopolistic’, it can be argued that a centralised entity of some description would be needed to ensure safe, equitable and efficient access to and navigation through the airspace. Whatever entity this is, it performs a vital unbiased and trusted role in airspace security and ensures safe movement whilst respecting necessary priorities.

As ANSPs are currently the manned air traffic orchestrators, it seems logical for them to continue to use this expertise to provide similar separation services to drones. The alternative requires a national authority to yield real-time aircraft surveillance information to potentially hundreds of third parties to provide the level of safety required for drones to avoid each other as well as manned aircraft. If this is palatable, then technical solutions do exist that can provide this, but more often than not, Altitude Angel hears from aviation authorities and ANSPs that are concerned about yielding this data for good reason.

There are many countries and some ANSPs that see UTM as solely ‘drone management’. We have a slightly different approach; the ‘U’ in UTM standing for ‘unified’ – as in, Unified Traffic Management. We believe that UTM and ATM cannot be considered as wholly independent of each other anymore; a siloed approach when the airspace is a single common resource. We can only maintain safety by having a common view; a ‘unified’ approach.

Some ANSPs are now championing open access to the skies by drones

It was only a few years ago ANSPs and NAAs (“National Aviation Authorities”) were struggling to understand how they could manage the challenges and in some cases, the ‘threats’ posed by drones. At that stage here in the UK, the CAA believed the most appropriate solution was to educate these new entrants to aviation: certainly, this is an important factor, but not all means of education were – or still are – equal.

A few years ago, there were a few companies building safety apps to distribute essential educational information about where it is safe – or not – to fly one’s drone. But the information was largely unreliable. Data for aviation works well for manned aviation, but it doesn’t tend to work very well for drone operations.

From day one, we purpose-built our own aeronautical data processing platform with drones in mind, meaning all of our apps had the most relevant, accurate and up-to-date information available. But, it had to go beyond that. In the future, when we rely increasingly on the data for automated navigation, the system would need to have strict quality and data governance controls built-in. Data lineage would need to be audited. Updates authoritative. Without good, reliable and timely data, the apps built upon them could never be considered ‘trustworthy’; this is why we differentiated ourselves by becoming so intensely focused on quality, accuracy and ultimately: safety.

Even today, the quality and relevance of our data sets us apart from all other UTM service providers.

The UK’s most used drone safety app, from NATS, powered by Altitude Angel

Joining forces with NATS and supported by the CAA, we developed and launched the free safety app ‘Drone Assist from NATS, powered by Altitude Angel’ to improve awareness and education of drone operators. Because it connects to GuardianUTM , the app has access to the richest and most accurate safety data available. By ensuring the data was based around UK rules and regulations, drone operators were finally able to easily identify ground and airspace hazards to help them to stay within the rules. Just twelve months after its launch, the Drone Assist app had over 55,000 registered users and 15 million interactions, making it the most widely used airspace app in the UK. We are working with ANSPs in other countries to provide similar solutions.

Safety is two-way, but most apps are one-way

For us, this was only the first step and we quickly looked at how we could share our drone information with other airspace users and, importantly, airspace managers, helping to improve situational awareness and bringing the industry a step closer to being able to unlock the potential in drones by helping to address one of the risks: visibility.

The incorporation of a voluntary ‘Fly Now’ report enabled drone pilots to ‘announce’ where they were flying by simply pressing a button in the app, which “locks on” to the user’s position via the GPS in their phone and establishes a cylinder with radius 500m around them. We quickly had over 12,000 flight reports generated via this feature, but we wanted to take it a step further and offer commercial and more serious drone pilots additional and advanced planning options.

The next development was to focus on two key tasks: firstly, allowing drone operators to plan and notify their flights in advance of the operation (the initial version only supported ‘fly here, right now’) and secondly, to enable airports and other airspace managers to establish areas of interest where they could receive information on those reported drone flights. The aim was to open up a communication channel between airspace managers and drone pilots.

Helping to deal with the surge in drone flight requests near airports: looking at the future of ATM/UTM integration via GuardianUTM O/S and electronic flight strip systems

A few months ago, we wrote a blog post called ‘Drone operations on the rise at UK airports‘. The rapid adoption of drones by professionals and the increased use of a flight planning system – if not handled correctly – could potentially overwhelm airports, require significant personnel to manage and thus have a reasonably noticeable impact on day-to-day operations. This is especially so when permissions are required in order to fly a drone in a particular volume of airspace.

Pre-empting this issue, we began working with Frequentis (a strategic partner) who manufacturer smartStrips®, an Electronic Flight Strips solution deployed in many of the world’s busiest airports. When paired with smartStrips®, Altitude Angel automatically converts a drone flight plan/fly now request into an electronic flight strip for routing to flight-strips.

The controller, via the electronic flight-strip (similar to those used to keep track of manned aviation), can now interact and manage drone activity through the electronic flight-strip system – which is a crucial step in UTM/ATM integration, because it doesn’t require any new hardware to be deployed in the airport environment.

Powered by our GuardianUTM O/S, the system carefully monitors incoming flight reports and evaluates them according to a set of rules configured by the airport to choose which can be automatically approved, which must be rejected, or which require the attention of multiple stakeholders before a decision can be issued. The system has been designed to inform the controller of drone activity relevant to their task.

Bridging the gap between UTM and ATM systems, Altitude Angel utilises the System Wide Information Management (SWIM) concept to facilitate the significant data processing, quality controls and protection against cybersecurity concerns. However, sharing data between UTM and ATM is not the only objective: GuardianUTM O/S also exposes configuration options to permit data exchange between UTM systems. There are many authorities and companies wanting information on the activities taking place in the airspace around them, whether it’s a private infrastructure company (such as a rail operator or power line company), a local authority (such as a council) or an airport; data needs to be shared.

What does the future look like?

We envisage that there will be many UTM Service Providers in the coming years, but it’s likely a nation will have only one backbone UTM to ensure fairness and deliver a single air-situation picture. GuardianUTM O/S provides national authorities with the choices about which entities it chooses to run different aspects of the overall UTM service, for example – registration vs. traffic separation, routing and navigation vs. weather.

Managing a UTM eco-system where a number of UTM/U-Space services exist, within one area or country is complex. There is a need to ensure appropriate data sharing, ensuring everyone/system has a common view of the airspace.

Similarly, there is a need to prioritise different operations, e.g. urgent medical over routine parcel delivery, thus some priority resolution is necessary.

Finally, safe and efficient utilisation of the airspace requires a high degree of predictability of both manned and unmanned aircraft. We believe a central service which provides the essential national safety assurance and real-time decision making that UTM systems can rely on is necessary. Separation, if left up to the hundreds of smaller companies who really only care about their primary operation – not building global traffic avoidance systems – can simply connect into the foundation layer, whereas larger companies can feel confident that they can de-conflict their own fleets with the assurance the national airspace picture will be digitally available to them.

GuardianUTM O/S provides a country with a mechanism to define or update rules or regulations and enforce temporary restrictions in a manner that can be used by all UTM service providers, preventing any possibility that dependent UTMs are out-of-date.

This foundation system is then enabled to carry-out critical functions such as flight approvals, access to airspace, traffic separation services and registration, enabling a rich drone ecosystem to flourish.

We envisage a time where multiple service providers – in ATM and in the UTM space – work alongside each other, but we must get the foundations right, and that’s what we’re here to ensure.

Drew Camdem (Le Drib) named President of Rotor Riot, LLC

Rotor Riot, LLC CEO, Chad Kapper has appointed Andrew (Drew) Camden as President of Rotor Riot, LLC effective immediately. Drew’s responsibilities will include all daily operations of Rotor Riot, LLC including product development, marketing, and worldwide distribution of Rotor Riot’s high performance multi-rotor components and accessories.

Drew attracted Rotor Riot’s attention in 2017 through his FPV (First Person View) Freestyle Videos on YouTube™. In 2016, Drew had moved from a standing start to a large world wide YouTube™ following in the new FPV Freestyle format of FPV multirotors. Drew quickly grew his number of followers through his online persona (Le Drib) with an artistic combination of his popular flying style and educational content.

Drew joined Rotor Riot in 2017 and quickly impacted the growth in Rotor Riot’s product development, online sales and reputation across the FPV community. Drew’s appointment is a milestone in Rotor Riot’s growth, both as a provider of tailored high performance multirotor products, and as a leader in expanding awareness of the multirotor hobby around the world.

Prior to his work at Rotor Riot, Drew moved swiftly up General Motors’ engineering organization and achieved the level of System Engineer at General Motors in Detroit, Michigan. Drew graduated from Tulane in 2013 with a BS in Engineering Physics.

“I’m humbled to be appointed to the President’s position of Rotor Riot” – says Drew. “I left a successful engineering career to pursue my passion for FPV freestyle. Working with Rotor Riot has given me to the chance to have a job that I love. I want to make sure the company can give other ambitious pilots that same opportunity by creating new jobs in this emerging industry. We have the best team of talented pilots who push each day to create educational and entertaining content that is inspiring the next generation of pilots to enter the hobby.”

“Goldman Sachs predicts a $100 billion market opportunity for drones by 2020. After seeing Drew proactively seize a leadership position within Rotor Riot, we had numerous conversations about the future of the company and how it will contribute to the growth of the industry. I’m excited and confident in Drew’s ability to lead, not only Rotor Riot, but the entire FPV Freestyle community to a bright future.” – Chad Kapper, CEO of Rotor Riot, LLC.

More information about Rotor Riot, LLC may be found at or by contacting David Messina at [email protected]

Rotor Riot, LLC, develops and distributes high-performance multirotor components and delivers educational and entertainment video content in order to grow the worldwide FPV community.

Five Reasons To Choose A Long-Endurance Fixed-Wing VTOL UAV

alti uas

When selecting a UAV (Unmanned Aerial Vehicle) to complete the mission of your project you’re going to need to take into consideration a number of factors. The first and most likely one of the most important factors to consider is how long will you need the drone to be in the air. No doubt there are other factors to take into consideration like payload capacity, VTOL (vertical take-off and land) capabilities and many others.

We take a look at five reasons why you should be choosing a long-enudrance, fixed-wing UAV for your operation.

Multi-rotor drones are a lot slower than fixed-wing drones, which travel at a high speed, so getting a job done quickly isn’t usually an option, especially if you need to cover a large area of land. Whether the drone is being used for construction, maintenance, agriculture or public safety, having the drone in the air for longer periods of time saves a lot of time as opposed to bringing it down every half an hour. Fixed-wing drones can fly up to 10x longer than multi-rotor drones. Most of these drones can easily fly a 250-1000+ acre plot in a single flight. When it comes to land surveying, a whole survey can usually be completed in just one flight, saving an incredible amount of time.

Selecting a fixed-wing VTOL (vertical take-off and landing) aircraft is going to save you both time and money, Setting up catapult equipment is a timely exercise, and the cost of this additional equipment along with the heavy duty landing gear are both factors to be considered.

The ALTI Transition, a fixed-wing VTOL aircraft, offers an endurance of up to 12 hours in the air, with a fixed-wing set up to allow for greater flying time. Its’ bigger brother, the ALTI Reach, offers an impressive 24+ hours endurance.

Long-endurance drones can fly at a higher altitude than other drones. Gathering scientific data for surveys and agriculture is easier because of the vast land expanses and geography that can be covered. Collecting data over a large area of land is more efficient than using a multi-rotor drone that can’t cover as much land in one flight. Most endurance drones can be controlled up to 400 miles.

Long-endurance fixed-wing drones can carry more weight than multi-rotor drones. If a drone is being used to carry small parcels, endurance is extremely important. Multi-rotor drones are less powerful than fixed-wing drones, which means that they aren’t able to carry heavy or large loads. Most endurance drones can be up in the air for up to 3 consecutive days, although achieving this type of endurance is rare.

A VTOL fixed-wing UAV does not require additional landing gear, therefore is capable of taking a larger payload capacity. Along with a safe landing and undamaged payload.

The ALTI Transition, a fixed-wing VTOL UAV, has a maximum safe payload of up to 1.5kg. For long endurance flights of 8+ hours, a payload of under 1kg is ideal. The fuel tank capacity is 3L, which equates to just over 2kg of fuel. Lower fuel can be used if a larger payload is required, but this will obviously result in shorter flight times.

When it comes to weather conditions, fixed-wing UAVs are able to handle far more than multi-rotors. Severe wind drains multi-rotor batteries quickly and owners often need to have a back-up battery to finish a job. A multi-rotor battery lasts approximately 15-20 minutes, while fixed-wing batteries can exceed 45 minutes, meaning they can cover many kilometres once in the air.

The ALTI Transition, a fixed-wing VTOL UAV, fully fuelled with no payload can achieve endurance up to 12 hours, in real world conditions at sea level.

Maintenance is also something to think about when comparing fixed-wing and multi-rotor UAVs. Fixed-wing drones have a much simpler structure and is less complicated to maintain and repair. Multi-rotor drones have a more complex mechanical and electronic structure, which means that repairs will take longer and cost a lot more.

A standard fixed-wing drone, which requires a catapult to launch, will continue to take on damage to the aircraft and payload with the impact of each landing. The cost of maintenance per flight is significant. When compared to a fixed-wing VTOL UAV like the ALTI Transition whereby maintenance is relatively low due to smooth take-off and landing.

Prestigious $20,000 prize awarded to futuristic ‘Drone Ambulance’

A prestigious $20,000 prize has been won by the designer of a futuristic ‘drone ambulance’. Vincenzo Navanteri, 34, from Italy was awarded the Prince Alvaro de Orleans-Borbon Grant, worth $20,000, at the 2nd FAI International Drones Conference and Expo held in Lausanne on 1 September 2018.

He won the grant to help him and his team develop their idea of a self-piloting drone ambulance that could carry a single person for up to 150km at 110km/h.

Collecting the award Navanteri, said: “It is a pleasure to receive this grant, and to use it for development. As a company it is what we need. And, more than my own business, it will support the general development of this type of technology.”

The award was given to Navanteri for his idea for a drone ambulance for emergency rescue. Navanteri, an engineer, developed the idea of an autonomous “aero ambulance” that could quickly and easily evacuate a single person.

Design highlights include:

  • Autonomous (self-piloting) in flight
  • 150km range
  • Maximum speed of 110km/h
  • Maximum altitude 1,000m
  • Carries up to 120kg
  • Destination set by GPS coordinates
  • 8 electric-driven propellers
  • Backup batteries
  • On-board cameras and communications system
  • Onboard oxygen supply and medical monitoring

Navanteri imagined a single-person drone that could carry an injured person out of harm’s way in all weathers. “The drone is intended mainly for rescue and first-aid missions,” he explained. For example, “urgent interventions in remote villages, or where access is temporarily difficult.”

The drone would be able to used by trained non-pilot staff, for example doctors or first-responders in an emergency situation. The power to drive the battery-driven propellers would come from two gas-driven micro-turbines, each with its own high-speed generator and independent gas storage.

Navanteri said: “This revolutionary blade-less and highly efficient micro-turbine technology is patented by us and is key to the long range of the drone.”

As well as the evacuation of people, the drone could be used to transport emergency equipment, medicines or even emergency foodstuffs. “Anywhere affected by any type of disaster – earthquakes, floods, even nuclear contamination zones.”

Navanteri said: “The core of our business is the turbine that creates the electricity to power the drone. So I am happy because it means people actually understand that our technology will help move drones forward, away from simple 20-minute battery life. I am very happy because it means people understand what we are doing.

He added: “I didn’t expect to win this award. I have never entered this type of competition – I was lucky and we won!”

Presenting the award with Raffaele Chiulli from ARISF, FAI President Frits Brink said: “We are extremely happy to present this award for such an innovative project. The potential for drones to do good is great, and ideas like this single-person drone ambulance show the potential. The technology underpinning this idea is real – a drone ambulance used in search and rescue is not simply a good idea, it is a realistic one too.”

The Prince Alvaro de Orleans-Borbon Grant is awarded each year is for people or institutions involved in the creation or promotion of technical developments and innovation in sport aviation.

The theme for the 2018 award was Drones for Humanity. Special consideration was given to projects that focused on remotely piloted aircraft, particularly those dedicate to humanitarian or search-and-rescue projects.

The $20,000 grant was presented to the winner at the 2018 FAI International Drones Conference and Expo, held at the EPFL Rolex Learning Centre in Lausanne, Switzerland on Saturday 1 September.

BEHA M1-AT firefighting drone

The ability to fly a fleet of autonomous drone BEHA M1-AT’s to a fire location, providing continuous low-level delivery with greater payload capability than helicopters for less operational cost and zero pilot risk, is an attractive proposition. Powered by a 2000 horsepower turboprop engine (yet to be finalised), the BEHA M1-AT offers nations and firefighting services, an aircraft that can fly autonomous fire retardant delivery, without risk to a manned crew in repeat cycles over an autonomous track.

To date, former WW2 era bombers and converted civilian jets have been used to deliver large-scale firefighting capability, but that scale increases costs and pilot risk. The 11-meter wingspan BEHA M1-AT with a 10-tonne payload capability offers the operator an opportunity to acquire a fleet of aircraft, for a fraction of the acquisition and operational costs of helicopters, flying in a rotation to combat the smaller fires and to prevent them becoming larger fires.

The aircraft’s unique ‘triple box-wing’ configuration allows extremely short take-off and landing capability whilst also allowing the aircraft to lift large payloads with hybrid flight capability if required. BEHA can operate from any surface, in confined spaces with the protection of the propeller in the rear duct, lessening the risk of Foreign Object Damage (FOD) during payload delivery runs. The all carbon composite airframe is lightweight and extremely strong, allowing for larger payloads to be carried, making it perfect for anti-fire operations.

We have always said that our new BEHA aircraft platform is focused more on multi-role functionality than specific focus in one class of flight (Urban Air Mobility) and this firefighting drone configuration really highlights that capability. Obviously the ability to carry retardant also opens the opportunity for refuelling in the military environment, possibly negating the need for resupply fuel tracks or even low-cost air to air refuelling option for the F35B from carriers without ‘cats n traps’. It is a genuinely exciting aircraft and we are now tweaking the design of the airframe to ensure the most volume can be achieved from the payload capability” Managing Director of Faradair® Neil Cloughley said.

He continues – “With our management teams past experience of the UAV sector, the ability to offer a pure UAV variant of BEHA has always been something we were keen to pursue and with the growing number of fires, possibly related to global warming, we saw a great opportunity to ensure that every nation can afford airborne firefighting capability. We would be delighted to open dialogue with firefighting departments and commercial air tanker providers throughout the world to see how the BEHA M1-AT can fit within their portfolio of operations”.

The BEHA is currently undergoing design optimisation at Swansea University and scale model flights have been conducted from a satellite office in Sweden. Talks are ongoing with UK Government investment groups and new partners to ensure this exciting UK aerospace start-up continues to grow.

To find out more about Faradair® visit

Aviation Subcommittee to Hold Hearing on the Integration of New Aircraft into the National Airspace System

Washington, D.C. – Next Thursday, the Transportation and Infrastructure Committee’s Aviation Subcommittee will hold a hearing to consider issues related to the integration of new aircraft types into the National Airspace System (NAS).

Recent technological advances have led to the emergence of new types and categories of aircraft that are expected to fundamentally transform aviation and the use of the airspace. These new technologies will affect transportation as well as other sectors of the economy. The subcommittee will receive testimony from government and industry stakeholders on how these technologies are being integrated into our airspace and what they mean for America’s future in aviation.

The hearing of the Aviation Subcommittee, chaired by U.S. Rep. Frank LoBiondo (R-NJ), is entitled, “Airspace Integration of New Aircraft.” The hearing is scheduled to begin at 10:00 a.m. on Thursday, September 6th, 2018, in 2167 Rayburn House Office Building.

Witnesses will include:

  • Shelley Yak, Director, FAA Technical Center
  • Jay Merkel, Deputy Vice President, Program Management, FAA Air Traffic Organization
  • Tom Prevot, Director of Engineering, Airspace Systems, UberElevate
  • JoeBen Bevirt, Founder and Chief Executive Officer, Joby Aviation
  • Mariah Scott, President, Skyward

DroneShield joins Information Warfare Research Project Consortium

DroneShield has today released an ASX announcement with regards to joining the Information Warfare Research Project (“IWRP”) consortium. The announcement is as follows:

  • DroneShield becomes a member of the Information Warfare Research Project (“IWRP”) consortium.
  • A faster path to contracting with the U.S. Government.

DroneShield Ltd (ASX:DRO) (“DroneShield” or the “Company”) is is pleased to announce that it has been accepted as a member of the Information Warfare Research Project consortium (“IWRP” or the “Consortium”), a consortium focused on advancing information warfare capabilities to enhance United States Navy and United States Marine Corps mission effectiveness.

DroneShield was approved to join IWRP as a demonstrated technology leader with competencies in Cyber Warfare and Battlespace Awareness – key focus areas for the consortium. As a member of IWRP, DroneShield will gain access to US Space and Naval Warfare (“SPAWAR”) Systems Command’s Other Transaction Authority (“OTA”) agreement previously awarded to the Consortium. The aggregate amount of this particular OTA across the Consortium is US$100 million over the next three year period, and the OTA will be used as a vehicle to advance information warfare technologies and innovation delivery to the U.S. fleet. The OTA enables the Consortium members to engage in a broad range of activities advancing such technologies and allows for the delivery of new technology faster and more efficiently than traditional U.S. federal acquisition requirements might permit.

In a release made last month by the United States Navy, Rear Adm. C.D. Becker, commander of SPAWAR Systems Command was quoted as stating, “The IWRP OTA will accelerate acquisition and bring non-traditional sources, research and development labs, and industry together to provide new, innovative information warfare solutions.” SPAWAR Systems Center Atlantic Deputy Executive Director, Bill Deligne, was also quoted remarking on the use of OTAs, stating, “This mechanism is faster and more attuned to getting something quickly that we want today, as opposed to traditional federal acquisition. […] While speed is a critical element, reaching beyond the traditional DoD industrial base, further into the commercial sector to capture new, innovative solutions, is also a key element of the IWRP.”

Oleg Vornik, Chief Executive Officer of DroneShied commented, “DroneShield is honoured to be accepted into the IWRP. A key advantage of participating in the IWRP is the ability to deliver DroneShield’s solutions to the U.S. military under the OTA faster and more efficiently than through the traditional U.S. federal acquisition process.”