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Northrop Grumman Provides Updates on Polar SATCOM Programs

Northrop Grumman said on Nov. 7 that it has finished thermal vacuum tests on the Arctic Satellite Broadband Mission (ASBM)–two satellites for broadband communications over the North Pole for the U.S. Space Force and the state-owned Space Norway AS.

Each satellite has the Enhanced Polar System-Recapitalization (EPS-R) payload for the U.S. Space Force, a Ka-band payload for Viasat and an X-band payload for the Norwegian Ministry of Defense. The Ka-band payload was originally under Inmarsat, but Viasat bought the latter in May.

“ASBM-1 has completed vibration testing with ASBM-2 to follow,” Northrop Grumman said on Nov. 7.

Space Force plans to launch the EPS-R payloads next year on ASBM–launches that Space Force has said will save the service more than $900 million and field advanced polar satellite communications three years ahead of a traditional acquisition program. (Defense Daily, Aug. 7).

In December 2021, SSC said that it expected a dual EPS-R launch early this year.

“Delivery of the [ASBM] satellites is delayed due to a number of factors, including supply chain disruption from COVID, design complexities changing our GEOStar platform to perform in a HEO (Highly Elliptical Orbit), and the complexities of integrating three separate customer payloads,” Northrop Grumman said in July.

In March, Space Force’s Space Systems Command (SSC) said that Northrop Grumman had delivered the control and planning segment (CAPS) for EPS and EPS-R.

The new CAPS ground segment provides the software baseline for EPS and EPS-R. SSC has said that CAPS “is an innovative approach streamlining mission operations while reducing long-term costs of software and hardware sustainment for the ground segment” and that EPS-R “will extend the polar capability provided by EPS until the fielding of the next-generation Protected Tactical SATCOM (PTS) system expected to launch in the early 2030s.”

On Nov. 7, Northrop Grumman said that CAPS “is supporting compatibility testing with the payload and space vehicle segments and interfacing with the Satellite Operations Center (SOC) in Norway.”

“CAPS has completed formal acceptance and turnover and is ready for system activation,” the company said.

This story initially appeared in affiliate publication Defense Daily.

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Rotor Technologies seeks autonomous rotorcraft commercial service with uncrewed-only approach

Rotor Technologies believes its exclusive focus on uncrewed-only missions will allow its autonomous rotorcraft to enter commercial operations while previous attempts by other autonomous helicopter developers failed.

Hector Xu, Rotor founder and CEO, told Avionics on Nov. 10 that all of the company’s test flights have been performed without a human safety pilot. Previous attempts at bringing autonomous rotorcraft to commercial service, such as the Kaman Aerospace/Lockheed Martin K-Max uncrewed aircraft system (UAS), retained a safety pilot.

Xu believes this limited the ability of other autonomous rotorcraft developers to improve the safety of their systems in autonomous flight. Marketing material for the K-Max UAS describes it as optionally-crewed, with a single-seat cockpit enabling piloted operation for maximum flexibility and lower risk to the platform.

Rotor announced on Nov. 7 that it completed an uncrewed flight test campaign of a full-scale civilian helicopter. The program, performed from August to October, was flown with two Rotor R220Y autonomous helicopters. The R220Y is an experimental platform based on the Robinson R22 two-seat rotorcraft, with the seats, pilot controls and instrument panel removed and all functions automated by Rotor’s technology.

Xu said Rotor removed the seats, pilot controls and instrument panel from the R220Y as part of its uncrewed-first approach. Rotor is marketing the R550X, the aircraft it wants to sell commercially, as performing missions such as firefighting, crop dusting, construction, humanitarian aid and remote cargo delivery. The R550X is an uncrewed utility helicopter based on the Robinson R44 Raven II four-seat rotorcraft that has a payload capacity of 1,212 lbs (550 kg) and more than three hours of endurance.

The company wants its R550X to enter commercial service in 2024. Rotor spokesman Nicholas Coates said on Nov. 10 that the R550X will have an initial experimental airworthiness certificate from the US Federal Aviation Administration (FAA). Some commercial operations, he said, will rely on other FAA waivers such as the Section 44807 exemption process.

The two R220Ys logged more than 20 hours of flight time and over 80 hours of engine run-time during the flight campaign. The flights demonstrated Rotor’s flight control systems, autonomous hover and velocity modes and vision-based perception systems, according to a company statement. Although no human pilot was onboard during the test flights, the R220Y requires a pilot to remotely control the vehicle when the autonomy system is not engaged.

Rotor is not the first company to perform autonomous helicopter demonstrations. In addition to the K-Max UAS, the Boeing Maverick vertical takeoff and landing (VTOL) UAS had an extensive uncrewed flight test campaign of a full-scale modified civilian helicopter with more than 1,000 hours of flight time between 1999-2007. The Sikorsky S-70 Optionally Piloted Vehicle (OPV) Black Hawk rotorcraft has also flown autonomously.

However, an expert said while performing uncrewed rotorcraft demonstrations is easy, entering uncrewed helicopters into commercial operations is very difficult. Dan Patt, a senior fellow with the Hudson Institute’s Center for Defense Concepts and Technology who worked on the Sikorsky OPV Black Hawk and the Boeing Maverick VTOL UAS, told Avionics on Nov. 10 that this challenge is often called the “robotics paradox”. This refers to the gap between the controlled environment of a demonstration and the unpredictable nature of the real world, which is filled with statistically improbable events that are difficult to prepare for and predict.

Technological advancements since 1999, when Patt worked on a team that autonomously flew an R22, have made it vastly easier to create impressive demonstrations. In a setting as simple as a garage, one can build an uncrewed aircraft and ground robotics using open-source software and commercial hardware. But Patt said scaling these innovations to operate reliably in every possible real-world scenario is exponentially more difficult.

This is similar to the difference between showcasing a concept car made from clay and producing a vehicle that is safe, reliable and meets all regulatory standards for public roads. Patt said in aviation, these challenges are compounded by stringent regulatory requirements for commercial operations that have not yet been proven, thus making the transition from controlled demonstrations to commercial operations a complex and rigorous process.

AAR greenhouse gas emissions up 3% in FY 2023

AAR’s greenhouse gas emissions increased 3% in fiscal year 2023, which ended on May 31, but decreased 6% from fiscal year 2021 and 18% from FY 2020, according to the company’s 2023 environmental, social and governance (ESG) report released on Nov. 8.

AAR is an independent provider of aviation parts and repair services. The company said in its report that it began upgrading the exhaust system at its landing gear overhaul facility in Miami with new exhaust fans and mesh pads in FY 2023.

AAR expects these upgrades to reduce heavy metal, or chromium, and carbon in its emissions. The company is also working with a third party to track emission levels at this facility.

The company’s total energy consumption increased less than 1% in FY 2023 and decreased 9% from FY 2021 and 15% from FY 2020. AAR’s component repair facility in New York re-enrolled its local power company’s program to reduce energy consumption by implementing an energy reduction plan during high-demand days. The company estimates its rate of energy consumption was reduced each month from October 2022 through the end of FY 2023 without impacting its production or delivery.

AAR in March replaced older steel panel cladding with new siding on the exterior of its component repair facility in Amsterdam. In addition to being safer and more heat and fire-resistant, the company expects the new siding to reduce this facility’s gas usage.

AAR in FY 2023 continued to evaluate the installation of solar panels at its Miami landing gear overhaul facility to contribute to the building’s energy needs. The company also plans to install an upgraded wastewater processing system at this facility, expecting it to be capable of processing significantly more wastewater per day. It expects this to lead to a higher water recovery rate and a reduction in hazardous sludge.

The company installed drag reduction kits on five commercial aircraft in FY 2023, helping its industry test sustainable aircraft equipment. AAR said these kits have the potential to reduce both fuel consumption and cargo emissions.

AAR in FY 2023 became the first independent third-party maintenance, repair and overhaul (MRO) organization to implement a corporate safety management system (SMS) as it expanded the SMS from a site-specific model to a company-wide model. The SMS provides a platform to all employees to proactively identify and report hazards, perform risk analyses, implement mitigation measures and share best practices.

The company reported a 23% increase in reports through the SMS in FY 2023, including 338 reports by employees. 75% of these reports were proactive reports of potential safety concerns as opposed to reactive reports of incidents.

AAR said its SMS program met all US Federal Aviation Administration (FAA) requirements, including a single accountable executive and common database for all required data to receive acceptance for all six AAR repair station facilities. Formal SMS development consists of voluntary SMS implementation by operators and other aviation service providers using FAA-stated standards.

A request for comment was left with AAR prior to publication.

Nationwide Canadian Study Shows Overwhelming Support For eVTOLs

Growing support for the launch of air taxi services could help boost remote communities in Canada with more people considering moving to remote areas, if access conditions improve according to new research (please see the attached press release).

Government data shows that roughly one in nine Canadians are classed as living in remote areas, which accounts for 74.6% of the Canadian landmass.

A nationwide study by Horizon Aircraft, a Canadian-based innovative leader in hybrid electric vertical take-off and landing (eVTOL) aerial vehicles, shows the launch of air taxi services could play a vital role in revitalizing rural communities. The research, which included the views of people living in remote communities, found two out of three (66%) of Canadians would welcome the use of air taxis to address negative issues associated with living in remote communities, such as poor access to transport, isolation, and unreliable supplies of critical goods and medical supplies.

Canadians generally are very receptive to the idea of air taxis or eVTOLs, according to the study. No less than 60% of respondents said they would be happy to travel in a regulatory agency-approved air taxi and nearly half (48%) would be happy to use them as soon as they are commercially operational, the study found. Around 48% would be happy to fly in eVTOLs in other countries outside Canada.

The research by Horizon shows that the introduction of air taxis or eVTOLs could increase interest in Canada to moving to more remote areas – 45% may consider moving if eVTOLs were more readily available to enable travel and ensure a strong supply chain.

Regulators and eVTOL manufacturers and operators will need to focus on safety and pilot training if air taxis are to be seen as a viable mode of transport and attract customers. Around 70% of those questioned said safety issues are very important, while 67% stressed the need for well-trained pilots. Around 56% said cost would be very important while just 28% said comfort was very important to them.

Shield AI Raises Another $200 Million In Funding To Scale V-BAT Autonomous Piloting Software

Shield AI on Tuesday said it has raised another $200 million in venture capital for scaling and deploying the company’s new autonomous piloting software aboard the company’s V-BAT unmanned aircraft system (UAS) to enable the drones to fly in teams.

The new Series F funding will also accelerate the integration of the artificial intelligence-based Hivemind autonomous piloting software with third-party uncrewed platforms, Shield AI said.

In June, the company said it has worked with Kratos Defense & Security Solutions to integrate Hivemind into Kratos’ XQ-58 Valkyrie stealthy drone to team crewed and uncrewed jets (Defense Daily, June 15). Hivemind has maneuvered an F-16 in air combat scenarios.

Flight testing of Hivemind in fighters continues, the company said, adding that it “has more autonomous maneuver flight hours of fighter jets than any company in the world.”

Shield AI has not disclosed the aircraft it is targeting for Hivemind installation, “but I will say that we are looking to integrate our AI pilot on all aircraft OEMs in the group 5 space and other select aerial platforms,” Brandon Tseng, co-founder and president of Shield AI, told Defense Daily in an email response to questions.

Shield AI VBAT unmanned aerial systems aboard a ship at sea. Shield AI photo

Group 5 UAS weigh more than 1,320 pounds and operate above 18,000 feet. V-BAT is a group 3 drone, weighing 125 pounds.

Earlier in October, Shield AI said it had recently completed testing and demonstrations of its artificial intelligence piloting software for drone swarms to permit V-BAT to operate and execute missions autonomously in GPS and communications-denied environments (Defense Daily, Oct. 9). The new software will first be used by teams of four V-BATs with the goal of doubling the number of drones annually.

V-BAT Teams will be on the battlefield in 2024, the company said.

“Except for lethal decision-making, V-BAT Teams can complete missions from start to finish without the need for an operator or pilot,” Shield AI said.

Tseng told Defense Daily that in simple terms the new funding will enable his company to “Scale, fly, sell. To add clarity to the first two steps. We are using Series F funds to scale V-BAT production to meet the increased aircraft demand required by large B-BAT Teams. In parallel, we are continuing to mature our flight testing of V-BAT Teams and optimize autonomous behaviors through our fly-fix-fly process.”

V-BAT is a program of record and Shield AI has said the UAS are deployed in 14 time zones and operate around-the-clock. The drones take off and land vertically but fly horizontally.

Marine Corps Rotational Forces, both Southeast Asia and Darwin, experiment with V-BAT systems along with other drones, communication gear, and other systems frequently as part of their testing of distributed operations, Marine Corps Commandant Gen. Eric Smith said on a podcast with War on the Rocks that was published on October 25.

“So, they’re all doing those experimentations and they’re doing command and control,” Smith said. “How does that small command element sense [and] make sense of the battlefield—the COP, the common operating picture, and then pass that data in time that matters? Meaning seconds or milliseconds to the rest of the joint force and our partner force.”

The $200 million funding raise brings Shield AI’s valuation to $2.7 billion, the startup company said. U.S. Innovative Technology Fund led the funding round.

The infusion of funding comes as the Defense Department has said it wants to increase the use of low-cost, attritable unmanned systems significantly to help counter China’s military buildup in the Western Pacific region. The Replicator Initiative seeks to buy thousands of these systems starting as soon as 16 months from now.

“The increasing number of military conflicts we have seen over the last 18 months, unfortunately, paints a sobering view of our future defense technology needs and the important role AI will play,” Thomas Tull, technology investor and chairman of USIT, said in a statement. “Shield AI continues to be a pioneer in this sector, driving much-needed innovation by developing state-of-the-art AI pilots.”

USIT previously invested in Shield AI in a Series E funding round late last year.

The new Series F round included co-leader Riot Ventures, returning participants Disruptive, and Snowpoint, and contributions from new investors that include Cathie Wood’s ARK Invest.

A version of this story initially appeared in affiliate publication Defense Daily.

Joby is 84 percent done with Stage 3 FAA certification work

Joby Aviation’s electric vertical takeoff and landing aircraft is now 84 percent on its way to finishing Stage 3 of the Federal Aviation Administration’s certification requirements, the company’s chief executive announced Nov. 1.

The company checked off several milestones in the past three months that bring it ever closer to launching commercial passenger flights in 2025, Chief Executive JoeBen Bevirt told financial analysts during a Nov. 1 earnings call.

At least 84% of the company’s Stage 3 Certification Plans have been accepted by the FAA, including battery and high-voltage power distribution systems.

Four Joby pilots have flown the eVTOL so far. Joby photo

“This is a critically important milestone for us that builds on a long history of battery development and testing and brings us one important step closer to certification,” Bevirt said during the call. “We’re now proceeding at pace in our work on stage four.”

Joby is ramping up production at its pilot manufacturing facility in Merina, Calif., with one aircraft in final assembly and two more in production. It also has chosen Dayton, Ohio, as the site for the first scaled manufacturing facility, after receiving promises for $325 million in state and local incentives and benefits, Bevirt said.

“Dayton was the home of the Wright brothers and America’s first aircraft factory and today it maintains a deep talent pool for both commercial and defense aerospace,” he said. “It is also home to the Wright Patterson Air Force Base, which directs more than 40% of Air Force spending.”

During the quarter ended Sept. 30, Joby delivered the first of a possible nine eVTOL aircraft to the Air Force at Edwards Air Force Base in California, under a $131 million AFWERKS Agility Prime contract. Bevirt said a second aircraft is on track for delivery to the Air Force in “early 2024.”

Joby’s flight test campaign in support of certification progressed to having pilots on board. During the quarter, four Joby pilots completed flights that included forward transitions to semi-thrust-borne flight.

“Four of our pilots assess the ease of conducting a number of maneuvers that pilots will be required to perform during normal operations, including holding a precise hover, tracking the runway centerline and decelerating to a vertical landing,” Bevirt said. “They also perform more complex maneuvers such as flying precise circles around the center point, something which was considerably simpler in our aircraft than in a helicopter. These tests provide important data and feedback to advance our program.”

Clarification: Joby has finished with 84 percent of its Stage 3 FAA certification work.

HeliJet Places Orders with BETA Technologies, Hopes to Become First eVTOL Air Carrier in Canada

Helicopter airline Helijet International has placed an order for two ALIA electric vertical takeoff and landing aircraft from BETA Technologies in hopes of becoming the first Canadian air carrier to provide both passenger and cargo services with eVTOLs.

Helijet President and Chief Executive Danny Sitnam and BETA Sales Director Skye Carapetyan made the announcement with British Columbia Premier David Eby at Helijet’s Victoria Harbour Heliport on Tuesday.

“We want to be in the forefront of this, we see the opportunities with electric and hydrogen-powered vehicles in the near future,” Sitnam said during the announcement. “As travelers increasingly look to destinations and transportation options that reflect their own commitments to environmental responsibility, we believe eVTOL service in the region will positively benefit local businesses our tourism sector.”

Helijet will integrate the BETA-designed aircraft into its existing network of helicopter services, to provide quieter, lower-cost, more sustainable air transportation for travelers in southwestern British Columbia and the Pacific Northwest, Sitnam said.

The electric aircraft’s vertical take-off and landing capability will enhance Helijet’s emergency response, air ambulance and organ transfer services in the Lower Mainland of British Columbia, and support rural and remote communities that do not have access to affordable and convenient air services, he said

“Our partnership with [BETA] is a reflection of our commitment to introducing and integrating zero-emission, vertical lift technologies and related ground-building infrastructure in the communities we serve,” Sitnam said. “That will include transforming our current heliport infrastructure to meet future urban mobility for deploying infrastructure and needs by any measure.”

ALIA is a five-passenger-plus-pilot configured eVTOL aircraft currently in advanced flight standards development towards commercial regulatory certification in 2026, BEAT said. BETA intends to certify ALIA for instrument flight rules (IFR) operations. It should be available for private and commercial service shortly thereafter, the company said.

Vermont-based BETA has conducted qualitative evaluation flights with the FAA, U.S. Air Force, and U.S. Army, completed multiple thousand-mile-plus missions across the U.S., using its own charging infrastructure and recently opened its 188,500-square-foot production and assembly facility, the first full-scale manufacturing facility for electric aircraft in the United States, the company said. Earlier this fall, the electric aerospace company also flew one of its prototype aircraft across the border into Montreal, marking the first time a battery-electric aircraft has landed in the city.

“We designed ALIA to be a reliable, efficient, and sustainable aircraft option that could carry out a variety of missions in all types of geographies, and we’re thrilled to be partnering with Helijet to bring this next-generation, net-zero technology to Canadian commuters and travelers,” said Kyle Clark, BETA’s founder and chief executive. “Between our growing engineering hub in Montreal, our first cross-border flight to the region earlier this year, and the support we’ve received from the government and regulators across Canada, we look forward to continuing to grow our presence in the country. To be able to do that in partnership with the foremost operator in British Columbia is very exciting.”

Helijet considered several eVTOL aircraft over the past two years and “shortlisted” three, though it did not say which ones. The company will continue to consider other shortlisted aircraft make and models for order aside from BETA.

“We are proud to partner with BETA Technologies, who are leaders in the advanced air mobility space,” said Sitnam. “We are committed to introducing and integrating zero-emission, vertical lift technologies and related ground/building infrastructure in the communities we serve and look forward to transforming our current heliport infrastructure to meet future urban air mobility vertiport standards.”

Successful Trials Demonstrate Airbus Rotary Drone Operations Aboard French Warship

Airbus Helicopters VSR700 unmanned aerial system prepares to land on the French Navy frigate Provence. Airbus Helicopters photo

Airbus Helicopters and Naval Group, in collaboration with the French Armament General Directorate and the French Navy, have successfully tested the Naval Aerial Drone System, based on the VSR700 rotary wing unmanned aerial system, from a multi-mission frigate.

The weeklong trials took place on board the French Navy frigate Provence, in the Mediterranean Sea and concluded on Oct. 9. Airbus officials said the system, developed and built in France, should be operational by 2026.

“We are very happy with the success of these trials which mark a major step in the reinforcement of the French Navy’s future capabilities,” said Pierre-Eric Pommellet, chief executive of Naval Group. “We have passed a significant milestone in terms of the complexity of the integration of an unmanned aerial system (UAS) on board a heavily armed vessel, both physically and operationally.”

The vessel was adapted by Naval Group to operate the drone, which in French is known as the Système de Drone Aérien Marine, or SDAM. The sea trials were arranged to demonstrate the system’s performance from an operational warship and the SDAM’s capabilities for surveillance and intelligence missions, Airbus said in a statement

“We are proud to see that the SDAM and the VSR700 are maturing,” said Airbus Helicopters Chief Executive Bruno Even. “The system that we will offer will be able to operate from a frigate and be adapted to the naval missions it was designed for. Working alongside Naval Group and other local partners we are building a robust and sovereign solution. I look forward to further demonstrating the potential of our system and to collaborating with the French Navy in order to offer an initial operational capability by 2026.”

A contract to conduct a “derisking” study for the SDAM program was awarded to Airbus Helicopters and Naval Group by the French Armament General. The objective is to design, produce and test a rotary wing unmanned aerial system demonstrator for the French Navy.

The system works with the Airbus Helicopters VSR700 unmanned aerial system and the I4Drones mission system developed by Naval Group. Naval Group is also integrating the system onboard military vessels. The project also involves other French aircraft companies like Guimbal Helicopters and Diades, with hopes of creating a local naval UAS industry in France, Airbus said.

“These trials have also shown the relevance of the Naval Group I4Drones mission system and the fact that the SDAM demonstrator can seamlessly be integrated on a vessel and will work harmoniously with other existing systems,” Pommellet said. “In synergy with the ship’s combat system and the embarked helicopter, the drone will be another means to access complementary airspaces and will truly be a remote sensor that will expand the crew’s perception and treatment of threats in real-time.”

EBAA Taps EU Legislator, Businessman and Transport Advocate Holger Krahmer as Secretary General

The European Business Aviation Association (EBAA) has named European Union parliamentarian and businessman Holger Krahmer as its new Secretary General.

Krahmer, a German citizen, will take over the top spot at EBAA on Jan. 1.

Krahmer succeeds previous EBAA Secretary-General Athar Husain Khan, who passed away earlier this year.

Holger Krahmer. EBAA photo

His tenure in the European Parliament, from 2004 to 2014, saw him focus on the transport sector, driving the incorporation of airlines into the EU’s Emission Trading Scheme and the Single European Sky initiative.

Krahmer previously served as director of European Affairs for automotive manufacturer Opel/Groupe PSA. He also has served as the head group representative Office of Mercedes-Benz in Brussels. His professional roots are in the banking sector, where he worked for Commerzbank and Berliner Bank from 1990 to 2004.

“Being intimately familiar with the challenges of the European transportation sector and how the European institutions work,” Krahmer said. “I look forward to this exciting position and I am well aware of the huge tasks that lie ahead to ensure that Business Aviation will continue to thrive, connect regions and enable economic and societal development as well as serve as an incubator for innovations to the overall aviation industry.”

EBAA Chairman Juergen Wiese said Krahmer was the right person to lead European business aviation through current and future challenges.

“Given his diverse industry experience, notable tenure in Brussels as a legislator, and a commendable record in transport industry advocacy, we are optimistic about fortifying both EBAA and European Business Aviation under his guidance,” Wiese said in a statement.

The U.S. National Business Aviation Association (NBAA), applauded Krahmer’s elevation to the senior position at its European counterpart. NBAA President and Chief Executive Ed Bolen praised Krahmer’s experience in both government and transportation. The two associations have long collaborated on issues impacting the industry on both sides of the Atlantic, including those pertaining to safety, security, sustainability, workforce development and other concerns.

“Holger brings to the position a background in both government service and transportation-sector advocacy,” Bolen said in a statement. “His ability to leverage effective partnerships will serve the industry well, especially at a moment characterized by significant challenges and promising opportunities. We look forward to working with him and his team to advance our shared priorities in Europe and around the world.”

Toll Aviation and Shield AI Bring V-Bat Drone To Australia

Toll Aviation and Shield AI, have teamed up to bring the the V-BAT vertical takeoff and landing drone to Australia.

The Group 3 unmanned aerial system (UAS), is a tail-sitting, fixed-wing drone already in use with the U.S. Navy and was a contender for the U.S. Army’s Future Tactical UAS, or FTUAS.

It is useful for search & rescue, climate surveillance, biosecurity protection, and disaster management, including flood response and advanced autonomous fire detection.

“This Teaming Agreement heralds the next chapter in uncrewed system employment and deployment in Australia,” Toll Aviation General Manager Colin Gunn said. “It brings together two innovative and future-thinking organisations to deliver ground-breaking capability to Australian end users, supported by a growing swathe of Australian sovereign technologies. This is an entire step up, and forward, in technology across the civilian and Defense UAS sector.”

The V-Bat can carry multi-mission payloads to meet a broad array of civil and defense mission requirements and is designed with an open architecture network backbone that will accept emerging apps and payloads.

Training and operations will be conducted in Australia, by domestic aircrew, under an Australian ReOC training approval or equivalent military training program. That will enable clients to receive relevant CASA licensing and operational approvals within the 150kg VTOL systems, paving the way for domestic operations in approved civil and military airspace.

Toll Aviation will conduct flight demonstrations of the V-Bat in the first half of 2024 from several locations in Australia. In February, Toll and Shield AI will conduct a full V-BAT operator and maintainer type endorsement course at the ACE Training Centre in Sydney, with flight serials intended to be conducted in New South Wales and Queensland airspace.

The partnership will see Toll Aviation and Shield AI focus on future collaboration opportunities with Australian-based technology leaders, the companies said in a joint statement. Recently Shield AI and Australian company Sentient Vision, announced cooperation to jointly develop and integrate a ViDAR-enabled, wide-area search capability onto the V-BAT.

ViDAR is Sentient’s artificial intelligence (AI) system that uses an electro-optic infrared (EO/IR) sensor to detect and classify targets.

Hivemind, the AI and autonomy backbone of Shield AI, could provide advanced capability to approved operators in Australia in degraded environments, the company said.

“This team and this platform collectively deliver great potential for a shared service model, supporting multiple Government agencies, delivering value for money capability and improving national response and resilience capabilities,”Gunn added.

V-BAT beat out 13 competitors to win the Navy and SOCOM MTUAS Increment 2 Program of Record. Its unique design and controls allow it to take off & land in high winds, on crowded flight decks, aboard moving vessels with landing zones as small as 12’ x 12’.

The company has said the UAS are deployed in 14 time zones and operate around the clock. The aircraft take off and land vertically but fly horizontally like a fixed-wing aircraft.

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