Bell Helicopter’s catchily named Autonomous Pod Transport 70 (aka APT 70) has managed a major milestone, performing its first autonomous flight during a test at its Forth Worth proving ground. The aircraft is a small vertical take-off and landing craft that users four rotors to provide lift and propulsion once it’s in the air, and it’s a prototype for what Bell hopes will eventually be a small autonomous commercial cargo craft.
APT 70 has a max speed of over 100 mph, and can carry 70 lbs on board, which is good for a fair range of potential applications, including package delivery and even things like humanitarian and rescue missions. Because of the way it flies, switching from vertical to horizontal orientation for its rotors, it can fly much faster than traditional rotor-based aircraft given similar size and power constraints.
Bell’s goal with APT 70 is to successfully simulate a commercial mission as part of the NASA Systems Integration and Operationalization demo set to take place sometime in the middle of next year. This demonstration aims show how the aircraft can be intreated with centralized command and control and obstacle avoidance technologies, a key step in readying autonomous aircraft for commercial service in the U.S.
In addition to its U.S. demonstration mission with NASA, Bell is working with Japanese logistics company Yamato, and hopes to have their first collaborative product in market for on-demand customer deliveries sometime in the middle of next year.
New gear from DJI will equip you with everything you need to become the best first-person drone racer that’s ever graced the Earth — you’ll be the Anakin Skywalker of FPV drone racers. The company is launching a new suite of products specifically to make the most of Digital First Person Viewing (FPV) when operating drones, with a wide range of compatibility.
The DJI Digital FPV Ecosystem includes a set of FPV goggles, a transmission unit that you attach to your drone of choice, a camera that also attaches to the transmitter unit and the drone body and an FPV controller. Together, they provide the “first low latency HD video transmission signal,” according to DJI, with total end-to-end latency of just 28 milliseconds, per the specs, and the ability to transmit 720p footage at 120fps with that low-lag transmission.
There are a few key ingredients here that are tuned specifically to the needs of drone racers: low latency is important because you want the video feed to be as real-time as possible when you’re racing high-speed drones around courses with tight turns and a field of airborne competitors you can potentially run into. And high-quality speed, with a high refresh rate for the video, is important for similar reasons — you need to “see” accurately from the perspective of the drone in order to race it effectively.
The system can also transmit at a distance of up to 2.5 miles, and there are eight channels of 5.8GHz wireless frequency supported by the Air Unit so you can fly as many as eight drones at the same time connected to a single system. Users can even change feeds on the fly when multiple units are in use, letting them take a look at the competition or just watch the race from an FPV perspective if they don’t actually have a drone in the running.
As for the camera, it offers a 150-degree field of view, and while the feed is optimized for action at 720p 120fps as mentioned, you can export video at either 1080p 60 or 720p 120 depending on your editing needs. The live video transmission also optimizes by first pixelating around the edges and keeping the center clear when it needs to increase broadcast efficiency under heavy load and in sub-optimal connection conditions, so that the important part of the action remains in focus for racers.
DJI will be selling these in two packages, including a “Fly More Combo” that retails for $929 and an “Experience Combo” that will be $819, with the main difference being that you get the remote controller in the mix with the “‘Fly More” version.
At Uber’s Elevate summit in Washington, DC earlier this month, researchers, industry leaders and engineers gathered to celebrate the approaching advent of on-demand air service. For Dr. Anita Sengupta, co-founder and Chief Product Office at Detroit’s Airspace Experience Technologies (abbreviated ASX), it was an event full of validation of her company’s specific approach to making electric vertical take-off and landing craft a working, commercially viable reality.
ASX’s eVTOL design is a tilt-wing design, which is distinct from the tilt-rotor design you might see on some of the splashier concept vehicles in the category. As you might’ve inferred from the name of each type of aircraft, with tilt-wing designs the entire wing of the aircraft can change orientation, while on tilt-rotor, just the rotor itself adjust independent of the wing structure.
The benefits of ASX’s tilt-wing choice, according to Sengupta, is speed to market and compatibility with existing regulatory and pilot licensing frameworks – and that’s why ASX could be providing cargo transport service relatively quickly for paying customers, with passenger travel to follow once regulators and the public get comfortable with the idea.
ASX founding team Jon Rimanelli and Dr. Anita Sengupta. Credit: ASX
“Depending upon the aircraft configuration you selected, like us, for example, we’re basically a fixed wing aircraft,” Sengupta explained. “So we would not be classified as a rotorcraft, we’d be classified as a fixed wing aircraft with multi-engine, just with obviously special certification features for the VTOL capability. And of course, special check out for the pilots, but the pilots also would be fixed wing aircraft, pilots, they wouldn’t be helicopter pilots.”
ASX’s vehicle design means that it can either take off vertically when space is tight, or do a more traditional short horizontal take off like the airplanes we use every day. That not only makes it easier to use for pilots with more conventional training and experience, but it also means it can slot into existing infrastructure relatively easily and make use of underused regional airports that already dot the U.S.
“Most people who don’t fly for fun don’t realize that there are general aviation airports all over the place, that are underutilized, because only people like me, who fly for fun [Sengupta is also a pilot], use them frequently,” she said. ” Like where we’re located at Detroit City Airport, on a given day, there could sometimes only be like three planes that go in and out of it. So this is infrastructure, which is already funded, paid for and operated by governments, but isn’t utilized. And you can use them in this new UAM [Urban Air Mobility] space, whether it’s for people or for cargo, it’s actually a really good thing, because the challenge of any new transportation system is the cost of infrastructure.”
ASX has also moved quickly to get aircraft up in the sky, which is better help in terms of its own path to commercialization. It’s built six scaled down demonstration and testing aircraft, including five one-fifth scale and one that’s one-third the size of the eventual production version. These testing aircraft can demonstrate all their modes of flight within easy view of the Detroit City Airport airspace control and monitoring.
“We believe, and when you’re really cash strapped your small company, getting a lot of work at the subscale just allows you to do a lot more iterating, prototyping, and learning, basically how to control the vehicle,” Sengupta told me. “From a software perspective, it’s only when you get to that point, when you’re comfortable with a configuration, that it’s really worth your while to go off and build the full scale one. So with this next round [of funding, ASX’s second after raising just over $1 million last year]we’re going to go off and build this out at scale.”
Ultimately, Sengupta and ASX want to help usher in an era of air travel that creates efficiencies by changing the economics of regional and electric flight, and its attracting interest from investors and industry partners alike, including global transportation service provider TPS Logistics, with which it just signed a new MOU to work together on sussing out the opportunities of the eVTOL logistics market.
“Right now you you see a lot of congestion in airports, within beings, you’re going to have congestion coming in, you’re going to have to build a different professional parking lots and runways and all kinds of huge expense, if you can use these general aviation airports as regional centers to do that travel, you can take it away from the commercial, so they actually solve a lot of other problems,” Sengupta said. “For routes of let’s say 300 miles, you probably would need to do a hybrid power solution first, just because the energy density better isn’t there yet. But that’s the whole nicer than having it be fully fueled. And then hopefully […] hydrogen fuel cells is obviously something where you can get the energy needed in each of those regional flights. So by kick-starting this electric aviation use case for the shorter range, urban flights, you kind of kickstart the industry to push it over to fully electric vehicles for regional travel.”