Europe’s three drone trade associations –  Alliance for New Mobility Europe, Drone Alliance Europe and  Joint European Drone Associations (JEDA) – and the Global UTM Association (GUTMA) have jointly published a Joint Industry High-level Principles for U-space Level 1 document which seeks to amend the current European Union Aviation Safety Agency (EASA) “U-space light” proposals.

(see EASA/EC “U-space light” proposal hangs in the balance – Unmanned airspace).

According to a LInkedin post from JEDA:

“Despite a comprehensive drone regulatory framework, scalable beyond-visual-line-of-sight drone operations are still not a reality in Europe. We therefore strongly welcome the simplification efforts undertaken by EASA, developed together with industry over the past year, e.g. regarding cross-border operations and the extension of standard scenarios. A last-minute addition to this simplification package tackles one of the major challenges holding back the deployment of drone operations: the complexity of the U-space regulatory framework. The introduction of a staged approach, as proposed by EASA – a U-space Level 1 with a reduced set of services for less complex airspaces – is intriguing and could provide a stepping stone towards full U-space (Level 2) in areas where it is needed.”

According to the associations, the current proposals could not only undermine the objective of safely and predictably scaling BVLOS operations, “but could also have unintended negative consequences for operations that are already taking place and for ongoing efforts to establish U-space airspace.”

Some of the principles included in the paper are:

The designation of ‘U-space airspace level 1’ should remain optional for Member States rather than mandatory; accordingly, Article 15 of IR (EU) 2019/947 should use ‘may’ instead of ‘shall’.

‘U-space airspace level 1’ designation should be limited to airspace below the VFR minima and outside protected areas of aerodromes to reduce encounter rates and prevent interoperability issues with manned aviation, particularly with aircraft equipped with existing collision avoidance systems.

U-space airspace level 1’ when established in an area with a low number of manned and unmanned aircraft prevents scaling. With only the Flight Authorisation being removed which is solely acting as mitigation measure for UA-UA deconfliction, there is no reason for putting extra limitation of manned traffic density on Level 1 airspace. Adding a low population density makes the business viability for a USSP impossible.

To keep the ‘U-space airspace level 1’ framework simple and effective, the airspace risk assessment (ARA) should be standardised to allow for EU-wide harmonisation and focus strictly on defining the residual ARC as defined in the SORA methodology and valuing the U-space services as adequate mitigating actions.

A full list of principles can be found in the link below.

For more information

https://media.licdn.com/dms/document/media/v2/D4D1FAQEdKH54VHy-ug/feedshare-document-pdf-analyzed/B4DaBpB2vKIQAY-/

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The EUREKA SESAR3 Fast Track project whitepaper Innovative Air Mobility Challenges the Air Traffic Management Paradigm – A European Approach to Safe and Efficient Operation of Vertical Take-Off and Landing Capable Aircraft and Vertiports” has been published through Zenodo, CERN’s open-access repository for European research outcomes.

The post European researchers publish conclusions on developing new ATM procedures for vertiports first appeared on Unmanned airspace.

The Adria Defence news network reports that Lithuania will fast-track interceptor drones and short-range and passive radars as Vilnius builds a lower-cost defence layer against small aerial threats.

“The Lithuanian government has authorized the Defence Resources Agency to procure the equipment without applying the standard defence and security public procurement requirements, the Ministry of National Defence announced on September 2,” says the news outlet. “The procurement will include trial batches of interceptor drones from multiple manufacturers rather than immediately selecting a single system for large-scale deployment. Lithuania plans to compare the technologies under operational conditions and assess their effectiveness and compatibility with systems already used by the Lithuanian Armed Forces. “

Earlier this year Latvia handed over the SENTINEL radars to Lithuania on a non-reimbursable basis, as part of a wider initiative to bolster Baltic state’s air defence.

“The main role of the SENTINEL radars is to enable airborne target neutralisation with the NASAMS with air tracking and surveillance data,” according to the Lithuanian defence ministry. “The equipment will improve the effectiveness of Lithuania’s response and help protect the population.”

For more information

https://www.adriadefense.com/lithuania-fast-tracks-drone-interceptors-and-new-radars/

https://kam.lt/en/lithuania-will-obtain-more-radars-for-the-nasams-system/

(Image: Lithuanian defence ministry)

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Shengying Technology has introduced the H-07 high-speed AI-enabled interceptor drone, a new-generation counter-UAS (C-UAS) platform designed to redefine short-range, terminal-stage aerial interception.

“The H-07 integrates AI-assisted target recognition, tracking and terminal guidance into a high-speed interceptor platform,” said the company in a press release. “Based on a YOLO tracking algorithm, the system is designed to support rapid target acquisition and continuous tracking during the terminal engagement phase, helping operators respond to dynamic aerial threats within a limited reaction window.”

According to Shengying Technology, the H-07 interceptor drone has officially entered mass production.

Key parameter include a maximum speed of 320 km/h, a cruising speed of 100 – 200 km/h, a battery life of ≤10 mins, flight range 15km, a maximum flight altitude of 2000 m and a payload capacity of 300g payload.

For more information

https://www.hbsyzn.com/

The Unmanned Airspace Counter-UAS Directory is a vital industry resource, used by government procurement agencies around with world. It provides the reader with a one-stop comprehensive guide to C-UAS systems and capabilities, along with manufacturing companies, their contract wins and partnerships. It is the world’s only comprehensive, updated guide to C-UAS systems under development or in production around the world and the latest edition includes 654 company entries, more than 1,000 systems descriptions, with 78 new entries and 56 updated entries, covering the entire C-UAS sector from detection and electronic countermeasures to directed energy, intercept drones and integrated systems. For more information about the publication please contact the editor at philip@unmannedairspace.info

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Why a properly authorised and digitally coordinated flight may still be exposed to an aircraft that never appears on the operator’s screen writes Manuel Ignacio Pérez Pan

There is a reassuring moment during the preparation of a beyond visual line of sight (BVLOS) flight when everything appears to be in place. The operational volume has been defined, the airspace has been reviewed, the required authorisations have been obtained and the relevant notifications have been issued. The planned flight may be visible within a UAS traffic management (UTM)/ U-space or flight-management environment, alongside the cooperative traffic information available to the operator.

It is easy, at that point, to feel that the airspace conflict has been managed.

Operationally, however, what has been achieved is more specific. The probability of an encounter has been reduced through planning, coordination and the exchange of available information. That is valuable, but it is not the same as having the means to detect and resolve every conflict that may still develop after take-off.

This distinction sits at the centre of the air-risk model contained in the European Union Aviation Safety Agency (EASA) EASA Easy Access Rules for Unmanned Aircraft Systems. Strategic mitigations act before the flight by reducing encounter rates or limiting the period during which the UAS is exposed to other traffic. Tactical mitigations are applied after take-off to address the residual collision risk that remains.

The terminology must be handled carefully. EASA explicitly warns that the SORA concept of “tactical mitigation” should not be confused with the formal provision of tactical separation services described in ICAO’s air traffic management framework. The title of this article is therefore not intended to suggest that every BVLOS operation requires an air traffic separation service. It draws attention to a more fundamental point: pre-flight deconfliction cannot, on its own, resolve an airborne conflict in real time.

In practical BVLOS operations, especially those conducted at very low level or along extended infrastructure corridors, the difference is far from academic. A flight may be correctly authorised and strategically coordinated while remaining exposed to an aircraft that is absent from the information available to the remote crew.

The strategic layer may have worked exactly as intended. The tactical problem can still remain.

What strategic deconfliction can achieve

Strategic deconfliction is an essential part of scalable BVLOS operations. Without the exchange of flight intent and a reliable method of identifying incompatible planned operations, it would be difficult to accommodate increasing numbers of UAS within the same low-level airspace.

Depending on the regulatory environment and the services available, the strategic layer may include flight authorisation, airspace constraints, geographical or temporal restrictions, shared flight intent, dynamic restriction information and coordination with air traffic or U-space services.

The FAA describes UTM as a collaborative ecosystem for managing low-altitude UAS operations. It can support planning, authorisation, surveillance and conflict-management functions, particularly for BVLOS operations. The FAA also describes UTM as separate from, but complementary to, air traffic services.

The distinction is even clearer in the ICAO UTM guidance. ICAO envisages civil aviation authorities and air navigation service providers making airspace constraints and flight-intent information available to UAS operators, directly or through UTM service providers. Within that concept, the UAS operator remains responsible for managing the operation safely inside those constraints without necessarily receiving positive air traffic control services from the ANSP.

This does not reduce the value of UTM. It defines where responsibility lies and prevents a digital coordination service from being credited with a level of separation assurance it may not have been designed or approved to provide.

Under the current European SORA framework, strategic mitigations can include restrictions on time, route, altitude or geographical area. They may also use common airspace structures and rules, including U-space, where the applicable conditions are met. Their purpose is to reduce the probability of an encounter or the time of exposure before the aircraft becomes airborne.

Probability reduction is not the same as conflict resolution.

A flight authorisation confirms that an intended flight satisfies the applicable conditions within a particular system and airspace. A notification makes information available to other users through the relevant channel. Flight-intent exchange can identify conflicts between operations participating in that exchange. None of these facts, by itself, establishes that every aircraft capable of entering the operational volume will be detected and managed tactically.

This is not a design failure. It is a boundary between functions.

U-space can narrow the gap, but only within defined conditions

The European U-space framework shows how the strategic and tactical layers can begin to interact more closely. Under the Easy Access Rules for U-space, activation of a UAS flight authorisation can depend on whether the planned flight conflicts with higher-priority UAS operations, e-conspicuous manned aircraft or detected non-cooperative traffic.

The same regulatory material provides for a U-space service provider to alert the operator and, where appropriate, update or withdraw an active flight authorisation when new airspace restrictions or traffic information create a conflict. That information may come from air traffic services or, where available, a non-cooperative drone-detection system.

This is more than static pre-flight planning. Nevertheless, its effectiveness still depends on the traffic information available, the service coverage, the participation requirements, the means of detection and the action expected from the operator. EASA’s guidance also makes clear that ending an active flight remains an operator action; it is not expected to be performed automatically by the U-space service provider.

The important question is therefore not whether U-space or UTM can support tactical functions. In some implementations, they clearly can. The question is exactly which function is being provided, against which traffic, with what performance, and who remains responsible for acting on the information.

Without those answers, the word “deconflicted” may be carrying more operational meaning than the underlying service can support.

The aircraft outside the digital picture

The most difficult aircraft for a BVLOS crew to manage is not always the closest one. It is the one that has not yet entered the crew’s operational picture.

The term “non-cooperative” also needs to be used carefully. It should not automatically be interpreted as “illegal”, “hostile” or “irresponsible”. In a surveillance context, it may simply refer to an aircraft that is not providing usable information to the systems supporting the UAS operation. The aircraft may be operating lawfully but without compatible electronic conspicuity. It may be visible to one surveillance source and absent from another. There may also be unknown or unauthorised traffic, but that is only one part of the problem.

The FAA makes the limitation particularly clear in its Aeronautical Information Publication guidance on ADS-B traffic awareness. Pilots are advised that, in some airspace, not every aircraft will be equipped with ADS-B Out or a transponder, and those aircraft will not be visible on an ADS-B In display.

Although that guidance is written for piloted aviation, the underlying limitation is directly relevant to remote operations: a cooperative traffic picture is only as complete as the participating aircraft, surveillance infrastructure and data chain supporting it.

A traffic display should therefore be interpreted as a representation of available surveillance data, not as proof that no other aircraft is present. Each displayed track originates from a source with its own coverage, update rate, latency, integrity and failure modes. A clear screen may indicate clear airspace, but it may also reflect the boundary of what the system can currently see.

That difference needs to be understood by crews, instructors, safety managers and those designing operational procedures. Otherwise, a tool intended to improve situational awareness can unintentionally create an assumption of completeness.

Traffic awareness is not automatically DAA

The appearance of an aircraft symbol on a display does not, by itself, constitute a complete detect-and-avoid capability.

The FAA’s description of the ADS-B Traffic Advisory System provides a useful comparison. ATAS combines ADS-B tracking data with conflict-prediction algorithms and can alert a pilot to potential traffic. However, the FAA expressly distinguishes this capability from TCAS II: ATAS does not issue resolution advisories or provide manoeuvring guidance.

This illustrates the difference between knowing that traffic exists and having a validated system for resolving the conflict.

For BVLOS operations assessed under SORA, tactical mitigation is treated as a complete feedback loop. The current EASA material identifies five functions: detect, decide, command, execute and feedback. Together, they describe the path from initial traffic detection to confirmation that the response has had the intended effect.

Every element matters.

A sensor must first detect the aircraft with adequate range and continuity. The information must then be interpreted to determine whether the track represents a relevant conflict. A decision must be made, either by the remote pilot, automation or a defined combination of both. The avoidance command must reach the UAS through the C2 link. The aircraft must have sufficient performance, navigation integrity, energy and manoeuvring space to execute it. Finally, the system needs feedback confirming whether the conflict has been resolved.

A weakness anywhere in that chain can undermine the tactical mitigation.

Detection range, considered in isolation, is therefore an incomplete performance measure. Operational effectiveness can also be affected by track accuracy, update rate, latency, false or nuisance alerts, interface design, decision thresholds, communication delays and the flight performance of the UAS.

The standards community similarly treats DAA as a system rather than a single sensor or display. EUROCAE ED-271A establishes system-level performance standards for DAA against conflicting traffic for RPAS operating under IFR in airspace Classes A to G. Its scope is not identical to every low-level BVLOS operation, but its system-level approach reinforces an important principle: DAA performance depends on the combined behaviour of multiple components and functions.

NASA’s DAIDALUS reference implementation, developed in connection with RTCA DO-365, provides another concrete example. Its core functions include detection logic, alerting logic and manoeuvre-guidance logic, including guidance for recovering well clear. Again, the distinction is visible: surveillance information is an input to conflict management, not the entire solution.

The human remains part of the architecture

Even a technically capable system can leave important operational questions unanswered.

If the remote pilot is expected to make the final decision, the interface must present the information early and clearly enough to support that decision while the crew is carrying out the rest of the mission. The pilot may already be monitoring aircraft status, navigation performance, C2 quality, payload activity, weather, energy reserves and operational boundaries.

The issue is not simply workload in the general sense. It is whether the human role has been explicitly designed.

Who acknowledges the traffic alert? Who decides that manoeuvring is necessary? Are the criteria defined in advance, or is the crew expected to improvise? Does the system provide guidance, or only traffic information? What happens if the pilot waits for visual confirmation that can never be obtained in BVLOS conditions? Can the UAS perform the commanded manoeuvre without leaving its authorised or safe operational volume?

Research conducted by the FAA into minimum information requirements for UAS DAA traffic displays examined pilots responding to unexpected traffic encounters during a simulated firefighting mission. The study considered display information, suggested manoeuvres, alert location and the loss of an aural alert. It is a reminder that DAA performance cannot be separated from the conditions under which a remote pilot receives, understands and acts on information.

More data on the screen does not automatically create better situational awareness. It can improve the decision only if its meaning, limitations and required response are understood.

Avoiding false defence in depth

UTM and DAA should not be treated as competing approaches. Strategic deconfliction can prevent many conflicts from developing and reduce the number of encounters passed to the tactical layer. DAA and other tactical mitigations can then address the residual risk that planning was unable to remove.

The safety case becomes fragile when the same underlying capability is credited several times.

A single cooperative traffic feed might support planning, airspace awareness and tactical decision-making. If that feed is interrupted, degraded or incomplete, several barriers may disappear simultaneously. On paper, the operation may appear to have strategic deconfliction, real-time monitoring and tactical traffic awareness. In practice, all three claims may depend on the same source.

EASA’s SORA guidance specifically cautions operators and competent authorities to ensure that air-risk mitigations are not counted twice. That warning is particularly relevant where several services are displayed through one interface or depend on a common network, surveillance provider or data-processing chain.

True defence in depth requires more than naming several functions. It requires understanding their dependencies, independence and failure modes.

The questions an operator should be able to answer

Before a BVLOS flight, it is not enough to ask whether traffic information is available. The operator should know what that information represents.

Which aircraft are expected to be visible? Which legitimate users may not appear? Does surveillance coverage extend across the complete operational volume or only part of it? What are the update rate, latency and integrity assumptions? How is an emerging conflict identified? Does the system provide raw traffic, an alert or manoeuvring guidance? Who has authority to command the response? How long will the aircraft take to execute it? What happens if the C2 link or primary traffic feed is degraded? How will the crew verify that the conflict has been resolved?

The answers will vary according to the operation.

A short BVLOS flight inside validated ground-based surveillance coverage is different from a long linear inspection that relies principally on cooperative information. A predictable repetitive operation is different from an emergency-response mission in which routes, priorities and surrounding traffic can change rapidly. Terrain, aircraft performance, airspace structure, surveillance coverage, communications and crew workload all influence whether a proposed tactical mitigation is credible.

One question, however, should always remain visible:

What happens if the conflicting aircraft is not on the screen?

If the answer is limited to the fact that the flight was authorised, notified or strategically deconflicted, the residual airborne collision risk has not yet been fully addressed.

Closing the gap

Strategic deconfliction will be fundamental to the growth of BVLOS operations. It can organise demand, identify incompatible flight intentions, reduce encounter probability and create a shared operating picture among connected participants.

Its value should not lead the industry to assign it a function it has not been designed or approved to perform.

The remaining gap must be addressed through a proportionate combination of airspace structure, operational restrictions, coordination, cooperative surveillance, independent detection where required, clear decision logic, reliable command paths, executable avoidance manoeuvres and feedback confirming that the response has worked.

It also requires precision in the language used by operators, service providers and regulators. Authorised, notified, visible, monitored, deconflicted, separated and DAA-capable are not interchangeable terms. Each represents a different function and a different safety claim.

The future of UTM will depend not only on connecting more aircraft to a common digital environment, but also on understanding the operational significance of those that remain outside it.

Strategic deconfliction can reduce the likelihood of an encounter. It cannot, by itself, resolve the encounter that still occurs.

That is where tactical conflict mitigation has to take over.

(Image: AI-generated Shutterstock image)

Manuel Ignacio Pérez Pan is a UAS operations and unmanned aviation safety professional with more than 4,000 flight hours and operational experience across Europe and Latin America. His work covers BVLOS operations, critical infrastructure inspection, flight testing, system validation, operational risk management and professional UAS training. His postgraduate research in Aeronautical Sciences focused on the implementation of an unmanned traffic management system. He is the founder of BVLOS Safety Academy.

References

1. European Union Aviation Safety Agency. Easy Access Rules for Unmanned Aircraft Systems, Revision from June 2026.
2. European Union Aviation Safety Agency. Easy Access Rules for U-space.
3. Federal Aviation Administration. Unmanned Aircraft System Traffic Management.
4. Federal Aviation Administration. UTM Concept of Operations, Version 2.0.
5. International Civil Aviation Organization. UTM Guidance: A Common Framework with Core Boundaries for Global Harmonization.
6. Federal Aviation Administration. Aeronautical Information Publication, ENR 1.1: ADS-B limitations and traffic awareness.
7. Federal Aviation Administration. ADS-B Traffic Advisory System.
8. EUROCAE. ED-271A: Minimum Aviation System Performance Standards for Detect and Avoid Traffic for RPAS in Airspace Classes A–G under IFR.
9. National Aeronautics and Space Administration. Detect and Avoid Alerting Logic for Unmanned Systems — DAIDALUS.
10. Federal Aviation Administration. Minimum Information Requirements for a UAS Detect-and-Avoid Traffic Display under Full-Mission Conditions.
11. International Civil Aviation Organization. Global Air Traffic Management Operational Concept, Doc 9854.

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Spending on counter-UAS systems (C-UAS) by governments around the world between January and September 2026 has reached over USD53 billion in publicly announced contracts, with levels of spending likely to increase over the last three months of the year, according to the September 2026 edition of the Unmanned Airspace Counter-UAS Directory, published today.

“The drone war in Ukraine has not just led to a major overhaul of defence budget priorities worldwide it has also radically changed the way in which new defence systems are purchased,” said Philip Butterworth-Hayes, editor of the Directory.

Support to Ukraine’s C-UAS industry accounts for the largest segment of this expenditure. In July the European Commission and Ukraine signed a new defence industrial partnership and the Commission disbursed a further EUR 1 billion to support Ukraine’s drone capabilities under the EUR90 billion Ukraine Support Loan. In parallel the Commission released a further EUR3.9 billion as the first payment under the first tranche of around EUR6 billion dedicated to drone procurement – including interceptor drones. Meanwhile partner countries within the Prioritised Ukraine Requirements List (PURL) programme – a NATO initiative launched in July 2025 enabling allies to fund the purchase of US-made weapons and ammunition for Ukraine – in February 2026 announced one of the largest support budgets for Ukraine, totalling USD38 billion for 2026, with USD2 billion allocated to air defence. Germany said it will fund an anti-drone shield over Ukrainian cities, as well as drone assault units, as part of its USD13 billion budget for assistance to Ukraine. Norway and the UK are contributing approximately USD700 million each to air defence, with other countries, such as Turkiye, also providing dedicated air defence assistance.

Urgent operational requirements among Arab Gulf states have also led to significant purchases of C-UAS systems. Ukrainian successes in bringing down Russian-adapted Shahed drones has meant that Ukraine will have a long-term industrial air defence presence among these states as they partner to pursue counter-drone capabilities, military training and industrial partnerships including research and production.

The war in Ukraine and the Gulf has generated a huge upsurge in bolstering national air defences against drone attacks.

In March 2026 the US Army awarded Anduril Industries a firm-fixed-price contract with a cumulative total of USD20 billion of for the ten-year supply of C-UAS systems, including the proprietary, open-architecture, AI-enabled Lattice suite, integrated hardware, data, computer infrastructure, and technical support services. The second largest publicly recorded C-UAS contract was Poland’s SAN CUAS Programme, worth USD4.2 billion, which awarded to a consortium of Kongsberg Defence & Aerospace and Polska Grupa Zbrojeniowa (PGZ) to provide a “drone wall shield” on the country’s eastern border. In July 2026 Belgium and the Netherlands announce a joint EUR3.1-billion purchase of layered air defence systems, including ammunition, at NATO’s annual summit in Ankara. NATO Allies at the event announce that over 40 billion USD will be invested in counter-drone capabilities over the next five years.

Around the world military drone and C-UAS marketplaces have been launched, to incentivize small and medium sized enterprises in developing new capabilities and ensuring these capabilities reach the front-line in months, rather than years.  In July Ukraine’s defence ministry announced the Ukrainian Brave1 procurement programme and NATO have opened applications for their first joint innovation programme, UNITE – Brave NATO, with funding of up to EUR250,000 or EUR500,000 per partner will be available for joint projects. The European Commission has also launched the EU-Ukraine Drone Alliance. “The Alliance will help the EU and Ukraine work more closely on developing and using drones and systems to stop hostile drones,” said the Commission. “It is part of wider EU efforts to strengthen Europe’s defence in this fast-changing area. The Alliance brings together companies, start-ups, researchers, armed forces and other users from EU countries and Ukraine. Its main goal is to help improve the security of both the EU and Ukraine by supporting a strong drone industry, encouraging the development of new drone and counter-drone technologies, and helping build Europe’s overall capacity in this area.” The first meeting of the Alliance is due to take place in September 2026 In the USA, the US Joint Interagency Task Force 401 (JIATF-401), is developing its counter-unmanned aerial system (C-UAS) marketplace to improve how military organisations, domestic law enforcement agencies and international allies and partners identify, evaluate and acquire validated counter-drone technologies.

C-UAS military innovations

Since the Russian invasion of Ukraine in 2022, drone warfare has evolved through six stages as both Ukraine and Russia have sought to develop a decisive technical edge. In the past, one side has occasionally been able to field an innovative technology which gives them an edge for a few months before it is mitigated. But in July this year this trend has been halted. Ukraine’s adoption of AI and autonomous warfare systems has given the country a strategic advantage which Russia will find hard to counter, especially when allied to the huge production volumes of interceptors which are now being built in Europe.

In August, Ukraine’s Ministry of Defence says more than 70 systems using artificial intelligence and computer vision are now being used by its defence forces, including technologies for detecting and identifying aerial targets. More than 200 Ukrainian companies are producing AI-enabled drones, while the government’s Brave1 Market currently lists 46 AI solutions, including target recognition and optical stabilisation technologies. AI-enabled systems are being developed to maintain awareness of aerial threats in environments affected by electronic warfare – so even though Russia has evolved its Geran attack drones to fly faster, further and higher than ever before, the rapid introduction of autonomy for integrated detection, classification and mitigation has allowed Ukraine to respond to these evolving threats.

According to Ukraine’s president Volodymyr Zelenskyy speaking in April 2026: “For the first time in the history of this war, an enemy position was taken exclusively by unmanned platforms – ground systems and drones. The occupiers surrendered, and the operation was carried out without infantry and without losses on our side.”

Cheap, reliable and effective interceptor drones are now the first line of defence against Gerans. In the first three months of 2026, over 30 new types of C-UAS interceptors were launched, with increasing performance capabilities. The Unmanned Airspace C-UAS Directory September 2026 edition now lists 100 interceptor manufacturers and their products. The range and capabilities of new types of interceptors have evolved at an unprecedented rate. At the 2026 Farnborough Air Show Destinus, headquartered in the Netherlands, exhibited its Vorexon, a concept-stage Mach 2 ground-based interceptor while X-Bow Systems launched its Buckler, an interceptor designed to defeat Group 3 drones at supersonic speeds. The system is priced under USD100,000.

C-UAS civil innovations

During the 2026 FIFA World Cup across the 11 US host cities, authorities seized over 700 unauthorised drones operating in restricted airspace.  For owners of civil infrastructure, the rogue drone issue is slightly different from the challenge facing military colleagues. Detection is less of a challenge (most rogue drones can be detected via their RF signals) but stopping a drone from flying over a stadium or an airport is institutionally and technically challenging, especially when budgets are limited. In July the US Department of Homeland Security and Department of Justice published an interim final rule which has allowed local authorities to conduct training and certification of counter-UAS system operations at a more local level. The World Cup brought together the Federal Aviation Administration, Federal Bureau of Investigation (FBI), Department of Homeland Security (DHS) and local law enforcement, with agencies coordinating their different capabilities and authorities. In Dallas, for example, the FBI and local police worked side by side throughout a joint operations centre throughout the tournament. In Dallas, local police were typically the first to detect unauthorised drones, using a fleet of nine police drones to monitor the airspace. Once Dallas Police identified an unauthorised UAS, its drones could help the FBI locate the operator. Federal and local partners then assessed the circumstances and potential threat before deciding how to respond. The Federal Air Marshal Service assisted with drone seizures because that authority was not available to local police. More than 90 drones were seized in Dallas during the tournament, and at least one operator faced a criminal complaint.

New RF detectors linked to AI enabled databases of drone characteristics have given civil security agencies the capability to track every unauthorised drone flight in the vicinity, log the drone types and serial numbers and even identify the operator’s position, providing forensic evidence for prosecutions. But most countries have not yet been able to provide a seamless C-UAS solution where the organisation which detects the rogue drone can pass this information on to another agency with the authority, competence, training and technical capabilities to shoot down or capture drones.

A July 2026 report from C-UAS technology supplier DroneShield into the deployment of C-UAS systems at critical infrastructure sites around the world concluded that: “some 70 percent of survey respondents identified detection capability gaps as a barrier to effective C-UAS operations…Furthermore, 60 percent of respondents also indicated that they lack the legal authority to take direct mitigation action against unauthorised drones, even when the threat to safety is clear and immediate.”

The technology developed for the battlefields of Ukraine is now starting to be transferred to police and security environments. In March 2026 Ukraine began field testing a compact laser-based air defence system called Sunray to provide an even more affordable C-UAS capability. Directed energy C-UAS, especially when linked to AI-based detection, identification and tracking systems, will be a key future technology and in August 2026 a US Joint Task Force unit, operating under US Northern Command in support of US Customs and Border Protection (CBP), shot down three cartel-linked drones using directed energy systems.

The Unmanned Airspace Counter-UAS Directory is a vital industry resource, used by government procurement agencies around with world. It provides the reader with a one-stop comprehensive guide to C-UAS systems and capabilities, along with manufacturing companies, their contract wins and partnerships. It is the world’s only comprehensive, updated guide to C-UAS systems under development or in production around the world and the latest edition includes 654 company entries, more than 1,000 systems descriptions, with 78 new entries and 56 updated entries, covering the entire C-UAS sector from detection and electronic countermeasures to directed energy, intercept drones and integrated systems. For more information about the publication please contact the editor at philip@unmannedairspace.info

(Image: Shutterstock)

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Airservices Australia in a Linkedin post has requested feedback on a proposed pricing model for access to the air navigation service provider’s Flight Information Management System (FIMS).  Consultation closes on 11:59PM, Sunday 27 September 2026 (AEST).

Airservices Australia is asking for feedback from UAS Service Suppliers (USSs), commercial drone operators, recreational drone users, industry associations, technology providers and “other stakeholders with an interest in the future management of drone operations.”

“The FIMS is a new digital platform that will support the safe and efficient integration of drones into Australian airspace,” says Airservices Australia. “USSs use FIMS to deliver services and information to drone operators through their own applications and platforms. Through these applications, drone operators can access airspace information and, where permitted, obtain operational approvals more efficiently. Airservices will provide FIMS services directly to approved USSs. Drone operators will access the FIMS services through their chosen approved USS rather than directly through Airservices.

The proposed pricing model includes:

Component	Proposed introductory price
Annual access fee	AUD10,000 per year
Per flight authorisation (within 3nm of a civil controlled aerodrome)	AUD15 per-flight authorisation for the first two years, increasing to AUD20 thereafter for operations within three nautical miles of a civil controlled aerodrome
Additional FIMS services will be rolled out over time and may attract a fee for USSs to access

 

“The proposal does not introduce fees from Airservices for recreational drone and model aircraft operations but applies to approved USSs that connect directly to FIMS and is focused on supporting commercial and higher-complexity drone operations,” says the company.” USS providers will determine their own costs to access their products and services. Airservices does not administer or determine how USSs set prices for their own products and services. Commercial drone operators will access FIMS services through their chosen approved USS. The USSs will determine how any FIMS-related costs are reflected in their pricing models.

“The introduction of FIMS is expected to reduce reliance on manual processes and support more efficient access to airspace information and faster airspace approvals.

Eligible operators may continue to submit applications for airspace authorisations through CASA’s manual application process. During the Automated Airspace Authorisation (AAA) trial, eligible operators can also obtain authorisations through a participating Drone Safety App at the existing 10 participating airports.

“Airservices will separately publish information outlining the technical requirements and assessment criteria for becoming a USS. New onboarding opportunities will commence with a priority onboarding round for existing Drone Safety Applications (DSAs) that wish to become USS, with further progressive onboarding as part of our commitment to expanding access to FIMS. Any person or entity, including a drone operator, may choose to become a USS and connect to FIMS, provided they can meet the applicable technical, operational and assurance requirements.”

For more information

https://engage.airservicesaustralia.com/fims-pricing-consultation

(Image:Shutterstock)

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By Patrick Maple

Beyond visual line of sight (BVLOS) drone operations have shifted from waiver-dependent exception to a defined regulatory pathway faster than most of the industry expected eighteen months ago. In the United States, the Federal Aviation Administration (FAA)’s Part 108 rule, the most substantial overhaul of unmanned aircraft regulation since Part 107 itself, is set for final publication in March 2026, following a public comment period that closed in October 2025 and drew more than 3,000 responses from industry stakeholders. Where Part 107 constrained BVLOS to case-by-case waivers, Part 108 replaces that model with defined operational approvals covering entire routes or areas. For commercial operators running agricultural drone mapping and infrastructure inspection programs, the shift from individual waivers to routine approvals changes both mission planning and the economics behind large-scale aerial data collection.

Where the regulatory shift is landing first

Linear infrastructure inspection, including pipelines, power lines, and rail corridors, is emerging as the sector best positioned for scaled infrastructure inspection drone programs under the new framework. The reasoning is structural rather than technological: infrastructure corridors follow predictable, mapped paths, which simplifies the airspace coordination that regulators require before approving extended-range operations. American Tower Corporation has already been running BVLOS drone inspections across cell tower networks in remote areas, replacing physical climbs with aerial data collection, an example of the operational logic regulators are now trying to formalize at scale.

Agriculture is following a similar trajectory outside the US. In Australia, the Civil Aviation Safety Authority’s TMI 2025-03 framework has enabled dock-based BVLOS operations across mining and agricultural sites, with agriculture positioned as the next major beneficiary of the shift. The distinction matters operationally: mining BVLOS approvals typically cover a single, well-defined lease boundary, while agricultural operations often span multiple properties across a region, so the ability to secure one broad-area approval instead of parcel-by-parcel authorization is what actually unlocks scale for operators serving that sector.

Why multispectral missions specifically benefit from extended range

Multispectral drone survey work and NDVI-based crop monitoring have always been constrained less by sensor capability than by coverage rate under visual-line-of-sight limits. A pilot repositioning periodically to keep a drone within sight caps how much ground a single mission can realistically cover, regardless of how efficient the sensor payload is. BVLOS removes that constraint directly, opening the door to multispectral imaging agriculture that covers significantly larger contiguous acreage in a single pass than fragmented VLOS missions ever could

This has a specific implication for drone data consistency, one that matters more to analysts than to the flight itself. Multispectral time-series comparison, tracking vegetation stress or crop health across a growing season, depends on capturing large areas under comparable conditions in a single pass. Splitting a large field into multiple VLOS missions across different times of day introduces lighting and reflectance inconsistencies that complicate that comparison. A single BVLOS pass covering the same ground reduces that variability at the data level, not just the operational level.

What operators are still working through

None of this removes the operational complexity BVLOS still carries. Detect-and-avoid systems remain a prerequisite rather than an optional add-on under every framework moving toward routine approval, whether FAA, EASA, or CASA. The UK Civil Aviation Authority’s own roadmap toward routine BVLOS by 2027 explicitly builds in an intermediate phase of Temporary Reserved Area sandboxes specifically to test detect-and-avoid integration before wider rollout, an acknowledgment that airspace integration, not sensor payload, remains the harder engineering problem.

Reliable connectivity across extended range is the other constraint operators are actively solving for rather than one already resolved. Cellular-based command and control links are increasingly displacing traditional radio-frequency control for exactly this reason: BVLOS missions covering large agricultural or infrastructure corridors need a control link that doesn’t degrade with distance the way line-of-sight RF does.

The economics behind the shift

The market-level numbers underpinning this regulatory push are substantial by most industry estimates. BVLOS-enabled drone services are projected to grow from roughly USD15.36 billion in 2025 to USD25.32 billion by 2030, driven largely by exactly the sectors discussed here: agriculture, infrastructure inspection, and logistics. That growth curve assumes regulatory clearance keeps pace with demand, which is precisely what Part 108, the UK’s phased BVLOS roadmap, and Australia’s TMI 2025-03 framework are each attempting to deliver on different timelines.

What ties these regulatory tracks together operationally is a shared premise: BVLOS doesn’t just extend range; it changes the unit economics of aerial data collection. A mission that previously required multiple VLOS flights, multiple site visits, and multiple data reconciliation steps collapses into a single pass. For multispectral and NDVI-based monitoring specifically, where data consistency across a large area directly affects analytical accuracy, that consolidation is the more consequential change, not simply that drones can now fly farther, but that the data they collect while doing so becomes more internally consistent.

Patrick Maple is Chief Editor at DroneAsAService.com, covering BVLOS drone operations, multispectral mapping, and aerial data applications for infrastructure, agriculture, and industrial inspection. 

The post What US commercial BVLOS multispectral missions reveal about drone scalability first appeared on Unmanned airspace.

Finland’s Patria and Ukrainian drone manufacturer Center of Unmanned Technologies LLC have signed a Letter of Intent (LoI) on 23 August, 2026. As part of the collaboration, Patria plans to initiate drone production in Finland, which would support the development of Europe’s defence capabilities and Patria’s aim to be a pioneer in defence technologies and an innovative product developer, says a Patria press release.

“The collaboration brings together General Cherry’s extensive expertise in small drones and Patria’s unmanned technologies and broad experience in defence industry, enabling the joint development of unmanned solutions for Western European defence needs,” said the press release.

“Unmanned defence systems are central to the future of defence, which is why we have invested in development of unmanned systems for years as part of our operations. The partnership with General Cherry further reinforces Patria’s expertise in unmanned defence systems and drone development,” said Mikko Leino, Executive Vice President of Patria’s Defence and Weapon Systems business area.

For more information

www.patriagroup.com

www.gencherry.com/en

(Image: Patria)

The post Finland’s Patria and Ukraine’s General Cherry, C-UAS interceptor developer, sign cooperation agreement first appeared on Unmanned airspace.

Observation Without Limits (OWL), a US-based manufacturer of 2D and 3D radars for ground and low-altitude airspace surveillance applications, has announced the launch of its GA7360LR Extended Mid-Range 360-Degree Radar System to support the full range of airspace situational awareness and ground surveillance applications, says the company in a press release.

The GA7360LR extends detection ranges, improves accuracy and consistency of target tracking, and enhances the accuracy and reliability of target classification in a single 360-degree radar, according to Adam Robinett, OWL CEO. Multiple radar panels are not required, which means less costly mounting, power, and network infrastructure is required. “The result is equivalent or better airspace surveillance performance than comparable radars for about half the cost,” said Robinett.

GA7360LR system enables automatic detection, tracking, and target classification at a range of 7.5 km and 360-degree horizontal field of view (FOV). GA7360LR offers a 45-degree vertical or elevation FOV. System applications include drone situational awareness, counter-UAS systems (with and without electronic and kinetic countermeasures), drone as first responder (DFR) systems, bird detection systems, and a host of beyond-visual-line-of-sight (BVLOS) and detect-and-avoid (DAA) use cases. Users include critical infrastructure owner/operators and federal, state, and local government organizations charged with safety and security missions within low-altitude airspace, said the company.

For more information

www.owlknows.com

(Image: OWL)

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Ukraine’s defence ministry has announced that the country’s Alexa Spatium, the first Ukrainian jet-powered drone interceptor, has been added to the arsenal of the Defence Forces of Ukraine. The ministry did not reveal the manufacturer. The high-speed, jet-powered unmanned aircraft was developed by Ukrainian engineers specifically to destroy small aerial, ground, and surface targets in real-world combat conditions.

The interceptor is designed primarily to engage russian kamikaze UAVs: Geran-3; Geran-4; Geran-5; Shahed-131. The system can also engage reconnaissance UAVs, rotary-wing aircraft, and other targets.

“During testing, the interceptor demonstrated that it met the tactical and technical specifications stated by the manufacturer. The unmanned aircraft features: a powerful turbojet engine; a high operational ceiling; a substantial combat radius; a broad operating altitude range, from low to medium altitudes; flexible employment options — using pre-programmed coordinates or direct guidance; multiple warhead options — high-explosive fragmentation, shaped-charge, and thermobaric; high in-flight maneuverability; fully remote pre-launch preparation and launch; a wide speed range, combining a high maximum speed with a low minimum speed for fuel conservation; effective TV and infrared search and targeting systems. In addition, Alexa Spatium is equipped with reliable control and video transmission systems.”

Since the beginning of 2026, the Ministry of Defence has codified and authorized 413 UASs for use by the Defence Forces of Ukraine, nearly all of them Ukrainian-made.

For more information

https://mod.gov.ua/en/news/defence-forces-arsenal-expands-with-the-addition-of-ukraines-first-jet-powered-drone-interceptor-alexa-spatium

(Image: Defence Ministry, Ukraine)

The 2026 Unmanned Airspace Global Counter-UAS Systems Directory is now available. The guide is the world’s only comprehensive, continually updated directory of global C-UAS companies and systems. It itemises over 1,000 C-UAS products and services with performance details, company sales and partnerships arrangements. It is updated every month and broken down into niche sub-sectors (net-capture, missiles, intercept drones, detectors etc) to give C-UAS procurement and industry personnel a unique perspective of global C-UAS technical capabilities and market positions. It is available in word, PDF and excel formats and Unmanned Airspace readers are eligible for a range of discounts. For more information about the Directory please contact the editor Philip Butterworth-Hayes at philip@unmannedairspace.info.

The post “Ukraine adds jet-powered interceptor to its range of C-UAS systems” first appeared on Unmanned airspace.

A new public-private partnership has been launched in Michigan’s Eastern Upper Peninsula to advance drone-based mobility solutions and airspace management. The year-long initiative has now concluded with demonstrations of commercial activities that showcase their learnings.

Our sister publication Global Airspace Radar speaks with Chris Olson, President of the Chippewa County Economic Development Corporation and Brent Klavon, Chief Strategy Office, ANRA Technologies about these learnings. Brent served as the overall project manager of the team of companies who participated in the programme.

For more information

Drone operations in complex Michigan airspace

The post Michigan’s East Upper Peninsular drone and UTM initiative – Global Airspace Radar first appeared on Unmanned airspace.

By Philip Butterworth-Hayes

The Swedish Transport Agency (STA) has approved the establishment of a temporary D-area and associated geographical UAS zone in Norrköping, allowing the Swedish Police Authority to conduct beyond visual line of sight (BVLOS) operations with automated “drone-in-a-box” systems within controlled airspace (Norrköping CTR) – a first-of-its-kind solution in Sweden, and potentially a model that could be applied at other control zones where there is a demonstrated need for BVLOS operations before U-space becomes available, according to the agency.

“The decision enables police UAS operations up to 120 m AGL and is intended to support, among other things, situational awareness, crime prevention and incident management,” said Christoffer Massinger, State focal point & U-space specialist at the Swedish Transport Agency. “What makes the case particularly interesting is the way the airspace has been designed. The D-area was developed through local coordination with the airport stakeholders, ATS and other relevant airspace users, with the aim of designing a volume that enables the operation while minimizing its impact on other aviation. Meanwhile, a geographical UAS-zone that correlates with the D-area has been designed to limit/restrict access to other UAS-operations above 79 meter AGL, to give the Police authority an exclusive right of way between 80 and 120 meters AGL. The D-area does not exclude manned aviation; instead, specific conditions and coordination procedures are used to balance the rights and responsibilities of different airspace users and to enable coexistence. ATS will be able to perform their duties while the Police is operating in the area.”

The STA published a number of conditions to be applied to police drone activities within the new zone (see Conditions for establishing a D-area).

According to agency’s decision statement: “The Swedish Transport Agency considers that the Swedish Police Authority has demonstrated a concrete and urgent operational need to conduct BVLOS operations. The temporary D-area and the geographical UAS zone are, according to the Swedish Transport Agency’s assessment, necessary and proportionate measures to enable safe coexistence between manned and unmanned aviation. The restrictions are limited in time and geographically and do not go beyond what is required to achieve a sufficiently high level of flight safety while ensuring continued access to the airspace for other airspace users under orderly conditions.”

“From our perspective, D-areas are therefore an important step on the way towards U-space: we need practical solutions today, rather than waiting for the full U-space framework to be operational,” said Christoffer Massinger. “The decision explicitly recognizes that temporary airspace segregation can be necessary to enable safe BVLOS operations, while also emphasizing proportionality and continued access for other airspace users.”

Conditions for establishing a D-area 1. If the Swedish Armed Forces have a need to temporarily establish a restricted area that overlaps parts of the danger area, the activities of the Swedish Armed Forces shall have priority. The activities of the Swedish Police Authority within the danger area may then continue outside the lateral and vertical boundaries of the restricted area. If the boundaries of the restricted area overlap the entire temporary danger area, the danger area shall be deactivated and the activity may not be conducted. AMC Sweden is responsible for contact between the Swedish Armed Forces and the Swedish Police Authority. 2. The Swedish Police Authority shall ensure the ability to communicate the status of the activity in the danger area in an appropriate manner, through: a. Contact telephone. One or more telephone numbers for the responsible coordinator shall be available to airspace users. These numbers shall be continuously staffed while the danger area is activated. b. Monitoring on VHF 120.355 & 132.955. The ability to listen to nearby activities, and where necessary communicate the status of its own activity in the area, may be fulfilled through the use of aviation radio outside Norrköping ATS opening hours. Use of aviation radio may only take place after a transmission permit has been obtained from the Swedish Post and Telecom Agency (PTS), and authorised personnel hold a certificate of competence to transmit on aviation radio. 3. The Swedish Police Authority shall ensure that the following characteristics and capabilities are available, function reliably, and are used by the remote pilot flying in the danger area within the scope of its own activity: a. ADS-B IN receiver. b. Correct altitude data and altitude references. c. Geofencing technology ensuring that all flights take place within the boundaries of the danger area with associated vertical and lateral buffers. d. Continuous monitoring of its flights in its own systems and, in the event that other aviation is present within the area, taking measures to minimise conflict between aircraft. 4. The Swedish Police Authority shall ensure that the activity within the danger area can be immediately terminated when required to maintain flight safety, or when instructed to do so by air traffic control. Conditions for geographical UAS zone 5. The Swedish Police Authority shall ensure the capability to administer and manage the underlying geographical UAS zone ESU267 Norrköping City. Administration and management means the capability to grant/deny permission when an operator other than the Swedish Police Authority wishes to conduct UAS operations within the restricting geographical UAS zone at heights above 79 metres AGL, in cooperation with Norrköping ATS during its opening hours. 6. For UAS flight above 79 metres AGL within the geographical UAS zone ESU267, permission from the Swedish Police Authority, as well as Norrköping ATS during Norrköping ATS opening hours, is always required in accordance with the conditions for the applicable geographical UAS zone

For more information

LFV – Drönarkartan (RPAS, UAS, UAV)

(Image: Norrköping – Shutterstock)

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The US Army, through Portfolio Acquisition Executive Fires’ Program Manager for Advanced Counter-Unmanned Aircraft System Effects (PM ACE), has awarded ThinKom Solutions Inc a prototype project to deliver and evaluate mobile high-power microwave counter-unmanned aerial system capability.

The agreement has a ceiling of USD49 million, with initial funding for one of four prototypes requested by PM ACE. Initial funding will also include field testing in 2027 under this project.

“Under the agreement, ThinKom will provide its Alecto high-power microwave effector, integrated with government-designated sensors, fire-control capabilities and a mobile platform,” said the company in a press release. “The prototype effort will support Army evaluation of non-kinetic, directed energy technologies intended to address emerging unmanned aerial system threats.”

“The rapid proliferation of unmanned aircraft systems is creating an urgent need for mobile and scalable counter-UAS capabilities,” said Dan Roman, ThinKom’s vice president for electronic warfare and high-power microwave programs. “Alecto, enabled by our patented VICTS antenna, is designed to give soldiers a high-capacity and low-cost per-engagement option that can fire while moving and protect against Group 1 and Group 2 drone threats. We are proud to support the Army’s rapid-prototyping efforts and its work to deliver effective capabilities to soldiers.”

The prototype will undergo government-led integration, testing and evaluation. Test results will inform future Army decisions regarding the capability, said the company. The agreement does not represent a production decision or commitment to procure a specific quantity of systems.

For more information

https://www.businesswire.com/news/home/20260819987272/en/ThinKom-Awarded-OTA-with-U.S.-Army-to-Deliver-Alecto-High-Power-Microwave-System-for-Maneuver-C-UAS

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Testing the most effective battlefield counter-UAS technology has been the key focus of Exercise Baltic Trust, which brought together approximately 650 participants from 24 countries earlier this month, combining military training, operational experimentation and cooperation with industry to explore how emerging capabilities can be integrated into a coherent fighting system.

The centrepiece for the exercise was LCI-X Crucible 3-26, the latest stage of NATO Allied Command Transformation’s progressive C-UAS experimentation campaign. “ Crucible 3-26 examines how multiple UAS and counter-UAS cells can operate as part of a distributed structure—sharing information, contributing to a common operational picture and coordinating responses as threats move across units and operational areas,” according to a NATO briefing document. “The objective is not simply to demonstrate new technology. It is to understand whether different capabilities can work together under realistic operational pressure.

Baltic Trust placed emerging technology in the hands of military operators and exposed it to a threat-informed environment shaped by contemporary warfare. Participants trialled different methods to bring down Shahed drones.

According to Vladyslav Klochkov, Major General, PhD and Commander of the 93rd Ukrainian Mechanized Brigade in an X post: “Participants tested how detection systems, command and control systems, and countermeasures against UAVs can exchange data, generate a shared operational picture, and ensure a coordinated response. Such exercises help evaluate technologies directly in the field, identify their limitations, and refine solutions in line with real operational needs.”

Lessons identified during Crucible 3-26 will inform the next stage of the LCI-X campaign, said NATO. “Future experimentation will extend connectivity across greater distances and increasingly complex operational structures, supporting the development of scalable counter-UAS capabilities. From individual systems to connected cells and from connected cells to a distributed multinational network, the direction is clear.”

For more information

https://jfcbs.nato.int/page5964943/2026/baltic-trust-2026-nato-allies-turn-innovation-into-operational-effect

https://www.nato.int/en/work-with-us/business-and-project-opportunities/events/2026/08/baltic-trust-batt26

(Image:NATO)

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KNETCO and Skyports Infrastructure (Skyports) have signed a Strategic Memorandum of Understanding (MoU) to work together on the development of advanced air mobility (AAM) infrastructure and support the growth of the emerging AAM ecosystem in Kuwait.

“Under the agreement, Skyports will become KNETCO’s partner in Kuwait for vertiport infrastructure development, joint market development, stakeholder engagement, and the exploration of future commercial opportunities,” said the companies in a press release.

The partnership brings together KNETCO’s experience in critical infrastructure and telecommunications with Skyports’ global expertise in infrastructure for Advanced Air Mobility.

According to Khaled Samy Hall, CEO of KNETCO: “People often look at advanced air mobility and see the aircraft. I see the infrastructure behind it. The vertiports, connectivity, digital platforms, operations, regulations, investors, and partnerships must all come together before a new mobility ecosystem can truly grow. This cannot happen without close collaboration with the relevant government stakeholders, and our role is to bring the right expertise, infrastructure capabilities, and global partners to the table. This agreement is our first practical step. Our ambition is not simply to build vertiports. It is to help create the infrastructure ecosystem that allows advanced air mobility to develop and grow.”

For more information

https://skyports.net/

The post KNETCO and Skyports to build advanced air mobility infrastructure in Kuwait first appeared on Unmanned airspace.

US President Donald Trump has announced the US government will impose a 100% tariff on drones from foreign companies “of a certain size or with certain capabilities that are particularly sensitive for national security purposes, docking stations of these drones, and certain critical components of these drones. This drone category includes drones with a maximum takeoff weight of more than 25 kilograms and drones with thermal imaging capabilities. “

A further 25% tariff will be imposed on smaller drones and a 15% tariff will go on drones and components from the European Union, Japan, Liechtenstein, Republic of Korea, Switzerland, and Taiwan. A 10% tariff will be imposed on drones from the United Kingdom, “provided that substantially all hardware, software, and technology originates from within these countries and the United States.”

“The Proclamation authorizes the Secretary of Commerce to establish an onshoring program for companies making new investments in manufacturing drones and drone components,” says the White House statement. “The tariffs will take effect 21 days after signing.  For components of drones that are not particularly sensitive, the tariffs will take effect 180 days after signing. For products and components that the Department of War has approved for an exemption from the Federal Communications Commission’s Covered List within 20 days of signing, the tariffs will take effect 180 days after signing.”

Drones used for both commercial and US military purposes rely on foreign sources for critical UAS components, which poses significant risks to US national security and creates cybersecurity vulnerabilities, said the statement. US drone production needs to be expanded rapidly to ensure U.S. national and economic security.

“In June 2025, President Trump signed an Executive Order unleashing American drone dominance to ensure continued American leadership in the development, commercialization, and export of drones by prioritizing U.S.-manufactured drones, promoting their export and taking action to ensure our technology remains secure from undue foreign influence and exploitation. In June 2025, President Trump signed an Executive Order to ensure American sovereignty over its skies and a safe and secure airspace to counter the then-escalating misuse of drones.”

For more information

https://www.whitehouse.gov/fact-sheets/2026/08/fact-sheet-president-donald-j-trump-bolsters-national-security-and-strengthens-u-s-supply-chains-by-imposing-tariffs-on-drones-and-their-parts-and-components/

(Image: Shutterstock)

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By Philip Butterworth-Hayes

In March this year UAS traffic management (UTM) company Skypuzzler announced that it had been granted a European Space Agency (ESA) SPARK Denmark Project contract to extend its collision-avoidance and traffic-control capabilities from the drone domain into the Space Traffic Management (STM) domain.

“The proliferation of launch capabilities, the increase in space debris, and the growing congestion of satellites in orbital regimes, namely Low Earth Orbit, have led to an emerging need for advanced collision avoidance capabilities to mitigate the risks posed by the growing number of satellites and space debris in orbit today,” said the company in a Linkedin post. “These events require real-time tracking, careful planning, and a holistic situational awareness to ensure mission continuation and life extension through efficient propellant use and well-considered responses to orbits at risk of encountering continued conjunction events.”

Industry-wide space-market forecasts estimate an average of 2,500 to 3,000 satellites will be launched globally each year over the next three years. But there are a huge range of challenges – technical, institutional, political – to elevating highly regulated low-level air traffic management systems to the space domain. The first steps, however, are now underway to developing more globally harmonised approaches.

In June this year the International Civil Aviation Organisation (ICAO) Task Force on Space Transport Operations (STO) held its inaugural meeting with the aim of promoting the safe integration of space transport operations and suborbital flights into the global airspace system. The task force is now developing the first international guidelines for air navigation service providers (ANSPs) and the stakeholders involved, with the aim of supporting the management of these new operations – an essential first step toward the coordinated integration of large-scale space transportation operations.

But what roles will ANSPs play?

At the moment many ANSPs are developing procedures to ensure launches and spacecraft re-entry operations can take place safely and with minimal disruption to commercial aviation activities. They are extending their use of space-based infrastructure such as ADS-B and GNSS surveillance and navigation while beginning work on developing systems and procedures for the safe integration of sub-orbital tourism flights and high-altitude platforms.

In the future ANSPs will be the essential bridge which links conventional aviation and new spaceflight activities.

Key to the development of an effective STM network will be the technologies requirement for navigation/situational awareness and communications, especially in the realms of detect-and-avoid for both spacecraft-spacecraft operations and avoiding space junk.

An April 2026 report from the United States Government Accountability Office (GAO) said emerging technologies could reduce the danger that more than 1 million pieces of debris pose to vital infrastructure in orbit, but legal ambiguities might stand in the way.

“There are more than 15,000 pieces of orbital debris currently tracked, with more than a million pieces that are too small to track but can still damage satellites and other spacecraft that provide important services,” the GAO said. “Technology is in development to actively remove, relocate, or repurpose large, non-tumbling debris. This could reduce the risk of a catastrophic cascade of collisions, but would not eliminate it because small or tumbling debris constitute the vast majority of dangerous debris.”

The watchdog’s report notes that financing the development and use of debris remediation technology is hampered by what has been described as a commons problem: no single operator has sufficient incentive to pay for remediation of debris they did not create, and the risks and expenses of which fall upon the entire industry. “As a result, there is a lack of a clear private market for debris remediation currently.”

Around the world a range of network space domain awareness systems, mainly for military operations, are under development. And a new generation of spacecraft-to-spacecraft communications systems are being built to provide network connectivity in event the most complex of operations.

For example, in August this year, Astrolight, a Lithuanian space and defence company, and ATMOS Space Cargo, a European company developing space return logistics, started work on developing in-flight optical communications links between a re-entry spacecraft and an orbiting satellite. The demonstration is planned for 2027. “During the mission, Astrolight’s ATLAS-X laser communication terminals are planned to fly onboard both ATMOS’ PHOENIX re-entry vehicle and the satellite used for the test to demonstrate a spacecraft-to-satellite optical link, enabling real-time transfer of system and mission data during in-orbit operations and re-entry at up to a 2.5 Gbps rate, “said Astrolight in a press release.

While we are still many years away from developing a globally aligned CNS/ATM space traffic management infrastructure the first institutional arrangements are being put in place for ANSPs to boldly extend their operations into new frontiers.

(Image: Shutterstock)

 

 

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On August 10, 2026 Astrolight, a Lithuanian space and defence company developing laser communication solutions across space, ground, and maritime domains, and ATMOS Space Cargo, a European company developing space return logistics, signed a memorandum of understanding to jointly demonstrate what the first in-flight optical communications link between a re-entry spacecraft and an orbiting satellite. The demonstration is planned for 2027.

“During the mission, Astrolight’s ATLAS-X laser communication terminals are planned to fly onboard both ATMOS’ PHOENIX re-entry vehicle and the satellite used for the test to demonstrate a spacecraft-to-satellite optical link, enabling real-time transfer of system and mission data during in-orbit operations and re-entry at up to a 2.5 Gbps rate, “ said the company in a press release.

“Cargo re-entry missions are opening new commercial opportunities, from returning scientific samples, in-orbit manufactured products, and critical hardware to supporting defence, Earth observation, disaster response, and future in-space logistics,” said Astrolight. “As these missions become more frequent, maintaining real-time, reliable communications throughout atmospheric re-entry is becoming increasingly important, especially in cases when conventional radio-frequency telemetry degrades. For ATMOS, real-time optical downlink is built into the PHOENIX system architecture to establish a continuous data channel through the re-entry phase, giving insight into vehicle health, guidance, de-orbit performance, and payload data before the vehicle is physically recovered – opening a path towards routine, autonomous return operations.

Laser communication is well-suited to provide the real-time and reliable connectivity these missions require. Its narrow, focused beams can transmit data at rates up to 100 times higher than traditional radio frequency and are far more difficult to jam, intercept, or detect, said the company.

“Testing a laser link between PHOENIX and an orbiting satellite will mark an important first for re-entry communications. Until now, this capability has only been explored in ground-based laboratory conditions. Together with ATMOS Space Cargo, we are bringing it into space,” said Laurynas Mačiulis, CEO of Astrolight. “Our goal is to help re-entry vehicles connect directly with satellites and, in the future, satellite constellations, so operators can access as much data as possible in real time and make missions more controlled and scalable. Laser links also make communications harder to interfere with or intercept – a major advantage for both commercial and defence missions.”

Astrolight’s ATLAS-X terminal is a compact, low-SWaP (size, weight, and power) optical communication terminal designed for high-speed data transfer on missions where onboard space, mass, and power are limited. For re-entry vehicles such as PHOENIX, where communications equipment must compete with payloads and core mission systems, this form factor is critical to integrating optical connectivity without placing significant additional demands on the spacecraft.

“ATMOS is working to give Europe independent and routine commercial access to return from space,” said Sebastian Klaus, CEO of ATMOS Space Cargo. “As cargo-return missions grow more autonomous and data-intensive, real-time connectivity across the entire mission cycle is becoming increasingly important. Our partnership with Astrolight is a step toward integrating laser communication into PHOENIX as a strategic layer for payload monitoring, autonomous de-orbit, and re-entry operations.”

Europe currently relies on international partners to transport cargo to and from low Earth orbit, contributing technology and services in exchange for access, according to the company. As the space sector becomes more commercialized, Europe is working to build its own cargo-return capabilities, including through ESA’s LEO Cargo Return Services Initiative, which aims to reduce reliance on international partners for bringing payloads back from orbit.”

For more information

Astrolight

(Image – Operational schematic of the joint demonstration involving LEO satellites, the PHOENIX 2 re-entry vehicle, and ground mission control. Source: ATMOS Space Cargo)

 

The post Astrolight, ATMOS plan satellite and re-entry vehicle communications by laser first appeared on Unmanned airspace.

Unmanned Airspace has a new LinkedIn site!

We have compiled here the most important stories which appear on our website for comments and reactions. Unmanned Airspace is the portal for unmanned traffic management (UTM), urban air mobility (UAM), counter-UAS and space traffic management news and analysis; our growing social media presence allows us to highlight the news which will have the greatest impact on the sectors we cover.

Coverage ranges from new business opportunities, jobs and appointments, to technology advances and market changes.

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The Boeing Company and Archer Aviation Inc today announced the companies have signed definitive agreements in which Archer will acquire Boeing’s Wisk Aero, SkyGrid and Insitu subsidiaries, according to an Archer press release. “The deal will combine complementary capabilities developed over decades in autonomy, electric vertical takeoff and landing (eVTOL) aircraft, and unmanned aircraft systems (UAS) – creating a groundbreaking end-to-end physical AI platform for aerospace and defence”, according to Archer.

Wisk, SkyGrid and Insitu have pioneered and incubated core autonomous flight technologies for the future that, in combination with Archer’s air taxi, UAS and AI technologies, will bring new and innovative solutions to the market, continues the press release. “These companies, with nearly two million combined flight hours, are expected to bring a deep autonomy foundation to Archer’s ZEE artificial intelligence platform. This positions Archer to deliver an end-to-end physical AI platform across commercial aerospace, defense and air traffic management that can lead the next generation of aviation.”

Archer’s Founder and CEO, Adam Goldstein said, “This is a watershed moment for Archer and the future of physical AI in aerospace and defense. This is the next big step forward in becoming a diversified platform, rapidly growing our revenue base and bringing scale to our business.”

In conjunction with the transaction, Boeing and Archer are entering into a collaboration and technology-sharing arrangement through which Boeing will retain access to the Wisk core autonomous flight technology for its current and next-generation commercial and defence aircraft. The transaction allows Boeing to retain strategic upside through its stake in Archer and simultaneously focus current and future investments into Boeing’s core businesses.

“This transaction is a win-win for Boeing and Archer,” said Brian Yutko, Boeing vice president, Commercial Airplanes Product Development. “It allows Wisk, SkyGrid and Insitu to accelerate capability development and time to market while ensuring Boeing capitalizes on its investments in these technologies over the past two decades through continued development in our core businesses. Having worked with the incredible teams in these companies firsthand, it’s clear this transaction will create an industry leader in the advanced aviation market. We look forward to collaborating with Archer to drive continued innovation in aerospace, defense and autonomy.”

For more information

Archer Aviation – Archer to Shape Physical AI Future of Aerospace and Defense with Acquisition of Boeing’s Wisk Aero, Insitu and SkyGrid Subsidiaries; Boeing to Invest in Archer and Collaborate

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IAI has launched HYPNOSIS, a long‑range, GNSS‑focused soft‑kill solution designed to counter the growing threat of low‑cost UAVs and one‑way effectors that rely on satellite‑based navigation.

“Developed by IAI’s NAVWAR Center of Excellence, HYPNOSIS operates as a networked soft‑kill layer within a multi‑layered air defense architecture,” said the company.  “By complementing existing hard‑kill systems, the solution enhances battle economy through the effective allocation of defensive resources, reducing reliance on costly interceptors while preserving kinetic capabilities as a final layer of defense. Seamlessly integrated with command‑and‑control frameworks, HYPNOSIS provides scalable protection for high‑value strategic assets and critical infrastructure in today’s evolving threat environment.

For more information

https://www.iai.co.il/product/hypnosis/

The 2026 Unmanned Airspace Global Counter-UAS Systems Directory is now available. The guide is the world’s only comprehensive, continually updated directory of global C-UAS companies and systems. It itemises over 1,000 C-UAS products and services with performance details, company sales and partnerships arrangements. It is updated every month and broken down into niche sub-sectors (net-capture, missiles, intercept drones, detectors etc) to give C-UAS procurement and industry personnel a unique perspective of global C-UAS technical capabilities and market positions. It is available in word, PDF and excel formats and Unmanned Airspace readers are eligible for a range of discounts. For more information about the Directory please contact the editor Philip Butterworth-Hayes at philip@unmannedairspace.info.

 

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In its latest 2026 Aerospace Forecast, the US Federal Aviation Administration has reported that between January – December 2025, more than 126,000 commercial operators registered new equipment. “In comparison, during the period of January – December 2024, more than 135,000 commercial operators registered their new equipment,” says the FAA. “The pace of monthly new registration in 2025, at around 10,500, is lower than monthly registrations of 11,300 during 2024 which was higher than those observed during 2023 at 10,409. This suggests that new registrations peaked in 2024 and are now trending downward into the future.”

Recreational drone registrations are also lower. “On average, new owner registrations were 4,782 per month for CY2025 with some expected peaks during the holiday seasons and summer. In comparison, CY2024 and CY2023 new owner registrations averaged approximately 5,810 per month and 6,053 per month, respectively, and thus signifying a downward trend in registrations. The decline in year-over-year new operator registrations is accompanied by a decreasing number of registrants cancelling their registrations or allowing their registrations to expire without renewal.”

Although commercial drone registrations are lower the FAA is predicting strong growth in the commercial drone sector.

“Although new registrations are trending downward while expirations and cancellations are growing, on net the Part 107 registry is growing,” says the FAA. “In 2025, the registry grew by almost two thousand aircraft per month.”

“However, this was down compared to 2023 and 2024, which grew by 3,740 and 3,160 per month, respectively. This downward trend seems to be driven primarily by the fall in new aircraft registrations, given that the expirations and cancellations seem to be a function of the active registrations. As such, the Part 107 registry had roughly 424 thousand active registered aircraft at the end of 2025, an increase of 24 thousand aircraft from 2024.”

In the base forecast, we expect the Part 107 registry to grow from 424 thousand aircraft in 2025 to 540 thousand by the end of 2030, a 5.0 percent CAGR…. we expect the cumulative new registrations to grow from 1.07 million registrations in 2025 to 1.49 million registrations by the end of 2030, a 6.8 percent CAGR. For the low forecast, the active fleet grows from 424 thousand aircraft in 2025 to 470 thousand in 2030, a 3.0 percent CAGR. However, by 2030, the growth rate falls to near zero (0.3 percent) as expirations and cancellations overtake the new registrations.”

Core Part 107 operators with FAA Aerospace Forecast Fiscal Years 2026–2046 greater than two registered aircraft reported substantially higher annual flight volumes and aircraft ownership compared to those with smaller fleets.

“Operators with more than two registered aircraft reported higher activity levels in nearly all industries, with the most significant differences appearing in law enforcement and emergency response, education, utilities and telecommunications, and construction. For those representing emergency response (ER) organizations, 95.0 percent indicated involvement in more than one type of ER activity. The most common ER activities included search and rescue, training, tactical support, and natural disaster response.”

“Remote pilots (RPs) are set to experience tremendous growth following the growth trends of the commercial (or Part 107) sUAS sector. Starting from the base of 493,396 RPs in 2025, the expected growth in commercial activities leads to a 28.0 percent increase in the total number of RPs by 2030 (628,600), showcasing tremendous opportunities for growth in employment—over 135 thousand new RP opportunities—associated with commercial and public use activities of sUAS. The potential for RPs is likely to increase as larger UAS (IUAS) are used in commercial activities and advanced air mobility (AAM) starts operations.”

FAA expects new lUAS in the next couple of years to continue to grow, albeit at a slower pace compared to the previous year’s forecast. “As such, we expect the lUAS fleet to grow from 8,295 aircraft in 2025 to 55,509 in 2023, a 46.3 percent CAGR,” says the administration.

The FAA is forecasting that by the end of year one of advanced air mobility (AAM) aircraft entering into service there will be a total of seven aircraft flying, operating 24,600 departures. The FAA is forecasting each AAM aircraft would conduct 28 trips per day, on average (two trips per hour over a 14-hour operating day) – a very aggressive assumption according to most industry analysis

“The Airport Shuttle projections constitute the largest portion of the overall AAM forecasts for a couple of reasons,” says the FAA.  “First, the Airport Shuttle is anticipated to be the initial AAM use case to be implemented, with demand increasing annually in tandem with the rise in airline passengers from the growing number of Metropolitan Statistical Areas that could adopt an AAM airport shuttle service. Secondly, the number and proportion of commuters likely to consider AAM are generally lower than the estimates for airline passengers. The fleet sizes required to support the projected departures for the four use cases were estimated by assuming each AAM aircraft would conduct 28 trips per day, on average (2 trips per hour over a 14-hour operating day) for the Airport Shuttle, Cargo Feeder, and Urban Air Taxi use cases and 2.5 trips a day for Medical Interfacility Transport use case. The projected NAS-wide AAM daily trips and the estimated fleet sizes to support those trips are shown in the table below. Based on announcements of expected fleet production capacities from several AAM OEMs, the fleet sizes needed to support the number of trips should be attainable and not be a constraining factor.”

“Among the three most-likely AAM use cases, it is projected that initial operations in the U.S. will commence with airport shuttles in a few major cities and cargo feeder operations in sparsely populated areas of the Western U.S. or among island communities, followed by air taxis, and then medical interfacility transport,” continues the FAA. ” This is because airport shuttles will have the most robust passenger demand traveling between fixed and concentrated points of interest (i.e., airports and downtown areas). Similarly, cargo operations already have established routes and infrastructure that AAM aircraft could replace the current operations. Urban air taxi flights for commuters, on the other hand, will be spread across more routes depending on where commuters live and work.”

Lastly, air medical interfacility transport is expected to lag airport shuttle and air taxi services due to a lower level of operator interest currently, as well as potential requirements for retrofitting aircraft for medical-use, additional time needed for aircraft certification, and deployment of charging infrastructure to support these operations.

For more information

https://www.faa.gov/data_research/aviation/aerospace_forecasts/2026_Emerging_Aviation_Entrants_Unmanned_Aircraft_Systems_Advanced_Air_Mobility-1.pdf

 

 

The post FAA reports lower drone commercial registrations but stronger forecast growth first appeared on Unmanned airspace.

ONDAS announced today that its subsidiary, Sentrycs, has been selected to provide advanced counter-drone protection for Jacksonville Jaguars games at EverBank Stadium during the upcoming NFL season.

“The selection makes the Jaguars the first NFL franchise to invest in an advanced counter-UAS capability able to enforce Temporary Flight Restrictions (TFRs) under the SAFER SKIES Act by providing controlled mitigation of unauthorized drones, without disrupting game operations or creating additional risk to public safety,” according to an ONDAS press release. “The portable system will be deployed and operated by authorized law enforcement officials who have undergone extensive training at the newly established National Counter-Unmanned Aircraft Systems Training Center (NCUTC) in Huntsville, AL.

“Protecting our fans, players, staff, and stadium operations requires us to stay ahead of emerging threats,” said Bobby Lyle, Jaguars’ Director of Events and Facilities Security. “As drones become increasingly accessible, we recognized the importance of moving beyond detection and adding an effective mitigation capability to our security strategy. This investment reinforces our commitment to delivering a safe and uninterrupted game-day experience.”

Sentrycs’ Cyber-over-RF technology combines passive detection, tracking, identification, pilot geolocation, and controlled mitigation capabilities in a single portable system, said the company. The system can identify an unauthorized drone and locate its pilot within seconds, giving law enforcement greater stand-off and more time to assess the situation. Depending on the circumstances and applicable authorization, officials can continue monitoring the drone, locate and approach its pilot, or safely take control of the aircraft and land it in a designated area, providing multiple response options rather than relying on a single mitigation approach.

“Operating without jamming or kinetic measures, the solution is designed to support non-disruptive, regulation-compliant operations in dense urban environments and crowded venues while maintaining communications continuity and avoiding interference with authorized systems. Integrating these capabilities into a single system reduces deployment complexity and cost, while giving customers greater flexibility to expand coverage and support missions beyond the stadium, including non-game-day events.”

For more information

Ondas Selected to Provide Advanced Counter-Drone Protection for Jacksonville Jaguars NFL Games :: Ondas Inc. (ONDS)

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The 2026 Unmanned Airspace Global Counter-UAS Systems Directory is now available. The guide is the world’s only comprehensive, continually updated directory of global C-UAS companies and systems. It itemises over 1,000 C-UAS products and services with performance details, company sales and partnerships arrangements. It is updated every month and broken down into niche sub-sectors (net-capture, missiles, intercept drones, detectors etc) to give C-UAS procurement and industry personnel a unique perspective of global C-UAS technical capabilities and market positions. It is available in word, PDF and excel formats and Unmanned Airspace readers are eligible for a range of discounts. For more information about the Directory please contact the editor Philip Butterworth-Hayes at philip@unmannedairspace.info.

The post ONDAS’ Sentrycs chosen to provide cyber-over-RF CUAS protection for Jacksonville Jaguars first appeared on Unmanned airspace.

In 2026, Ukraine has warned of critical shortages in missile defence systems as aerial attacks intensify, while allies have committed over £500 million in new air defence support to strengthen protection against sustained drone and missile threats. As adversaries continue to scale both the volume and sophistication of attacks, how can armed forces develop truly integrated and resilient air and missile defence architectures to keep pace?

The 10th Annual Integrated Air and Missile Defence Technology Conference marks a decade of bringing together senior military, government, and industry leaders to address these evolving challenges. We are pleased to welcome back  Israel Aerospace Industries (Lead Sponsors) and Airbus (Gold Sponsor), alongside DRS RADA Technologies returning as exhibitors.

Download the 2026 Brochure: Brochure

What’s new for Integrated Air and Missile Defence Technology 2026?

• Multilayered and Integrated IAMD – The German Perspective on Current and Future Capabilities
  Brigadier General Arnt Kuebart, Commander, Ground-Based Forces, Bundeswehr
  Germany’s approach to building a fully integrated, multilayered air and missile defence capability is examined, with a strong emphasis on strengthening NATO interoperability and operational readiness. Future ground-based air defence developments are positioned to address evolving and increasingly complex missile threats.
• Magazine Depth vs. The Cost Curve: Scaling Directed Energy for European Air Defense
  Hon. Mike Dodd, Assistant Secretary of War, Department of War – Critical Technologies
  The economics of modern air defence are explored through the lens of directed energy, particularly in countering low-cost, high-volume UAV threats. A transition toward scalable laser systems supports reduced cost-per-shot and enables sustained defensive capacity.
• Arctic Over the Horizon Radar Tracking: NORAD’s Modernization for Higher Surveillance
  Mr Pete Saunders, Director General, IAMD, Royal Canadian Air Force
  An update on NORAD’s surveillance modernisation highlights the role of Arctic Over-the-Horizon Radar (A-OTHR) in detecting emerging threats. Progress to date shows expanding early warning capability, while future phases aim to deliver full-spectrum situational awareness.
• SBAMD Integration and Interoperability: Quick Wins, Command and Control, and the Role of NATO and Industry
  Lieutenant Colonel Alfons van Wuytswinkel, Staff Officer, GBAMD, JAPCC
  Greater cohesion across allied air defence systems is addressed by focusing on improved integration within surface-based air and missile defence. Key opportunities include enhanced data sharing, stronger command frameworks, and more effective sensor-to-shooter connectivity through NATO–industry collaboration.
• Brigade and Divisional Air Defence in Sub-Arctic Environments: The Swedish Approach
  Lieutenant Colonel Anders Broberg, Head of IAMD Divison, Policy & Plans, Swedish Armed Forces
  Sweden’s air defence strategy prioritises maintaining combat effectiveness in sub-Arctic conditions by adapting mobility, sustainment, and system resilience to extreme environments. A strong focus is placed on ensuring these capabilities align with NATO frameworks, enabling seamless integration into allied operations in the High North.

View the full agenda here: 2026 Agenda

2026 Focus Day: Integrated Protection Systems

In recent conflicts in Ukraine and the Middle East, the pace of capability development has accelerated at an unprecedented rate, placing new demands on how nations detect, track, and respond to increasingly complex aerial threats. Effective, flexible, and resilient Command and Control (C2) has emerged as a critical force multiplier, requiring both industry and governments to adapt rapidly to ensure the most advanced capabilities reach the war fighter. Greater collaboration is essential; learning quickly, sharing insight, and “failing fast” together to stay ahead of evolving threats and deliver operational advantage.

Against this backdrop, the returning Open Architecture C2 Focus Day, taking place on 2nd November, will explore how organisations can improve coordination across domains, accelerate capability development, and ensure defence systems remain agile and effective in an increasingly complex operational environment.

Explore the full Focus Day agenda: Focus Day

*At the 2025 Focus Day closing panel, Colonel Mietta Groeneveld (NATO Command and Control Centre of Excellence), John Booth (NATO Communications and Information Agency), Tom Goffus (NATO) & Colonel Michael French (NATO Air Command) stressed open, interoperable C2 and collaborative innovation to strengthen NATO defence.

Looking to engage with the international community shaping the future of integrated air and missile defence?

Engage with an international audience of senior military, government, and industry leaders driving the development, integration, and procurement of UAV technologies. The conference consistently attracts one of the sector’s most senior and procurement‑focused audiences. Last year’s attendee profile included:

1. Delegations from 25+ Nations: Offering a truly global perspective on integrated air and missile defence, multinational interoperability, and shared challenges in countering evolving aerial threats across domains.
2. 48% military & government participation: Ensuring discussions remain grounded in frontline operational requirements, emerging capability gaps, threat evolution (including ballistic and hypersonic threats), and current procurement priorities.
3. Over 75% senior‑level attendees: Providing direct access to programme managers, air defence commanders, capability leads, and key decision-makers responsible for shaping next-generation air and missile defence strategies and systems.

Previous attendees have included:

• Previous UK Industry Attendees: BAE Systems, Babcock International Group, Chess Dynamics, Elbit Systems UK, HENSOLDT UK, Leonardo UK, Lockheed Martin UK, MBDA UK Ltd, Moog Controls Ltd, Omnisys Ltd, Raytheon UK, Tualcom UK Ltd
• Previous International Industry Attendees: Airbus Defence and Space, ASELSAN A.Ş, Booz Allen Hamilton, Destinus, Diehl Defence GmbH & Co. KG, DRS RADA Technologies, EDGE Group, Glenair, Hanwha Aerospace, Indra, Kongsberg Defence & Aerospace, Leidos Inc, Meteksan Savunma, Northrop Grumman Defense Systems, Rafael Advanced Defense Systems Ltd, Rheinmetall AG, Rohde & Schwarz GmbH & Co. KG, Saab AB
• Previous UK Military & Government Attendees: Air & Space Warfare Centre, Army Trials Unit, British Army, DE&S, Dstl, Ministry of Defence, Royal Air Force, Royal Navy, UK Defence and Security Exports, UK Joint Counter‑Unmanned Aircraft Systems Office
• Previous International Military & Government Attendees: Armasuisse, Armed Forces of Ukraine, Army Command Finland, Belgian Defence, Estonian Army, Forsvarets Materielverk (FMV), Joint Air Power Competency Centre (JAPCC), Lithuanian Air Force, Missile Defense Agency (MDA), NATO Air Command, NATO Communications and Information Agency (NCI Agency), NATO Support and Procurement Agency (NSPA), Polish Armament Agency, Republic of Singapore Air Force, Royal Netherlands Air and Space Force, U.S. Air Force, U.S. Army

View the Previous Attendee List: Previous Attendees

Showcase Your Brand
Whether through exhibition stands, branded networking opportunities, or thought-leadership speaking engagements, sponsorship delivers high-profile visibility among senior stakeholders responsible for advancing integrated air and missile defence capabilities.

Demand for speaking and exhibition opportunities remains strong, reflecting the conference’s reputation as a key meeting point for leaders across air defence, missile defence, capability development, and procurement.

Register your interest in sponsorship today: Sponsorship Package Options

* Israel Aerospace Industries (IAI) are returning for Integrated Air and Missile Defence Technology 2026

Secure Your Place
Prefer to join as a delegate? Take advantage of our early‑bird discount;  save £200 if you book by 4^th September 2026.

International Active Military & Government Personnel can attend free of charge.

Reserve your ticket now and don’t miss out: Reserve Your Ticket

We look forward to welcoming you to London in November 2026.

Kind regards,
The Future Armoured Vehicles: Survivability Conference Team

Contact the IAMD Team

• Conference Producer:  Charlotte Taylor-Brooks, Senior Conference Producer, Charlotte.Taylor-Brooks@saemediagroup.com
• Sponsorship Enquiries: Emma Fountain, Sponsorship Sales Manager, Emma.Fountain@saemediagroup.com
• Delegate Bookings: Adam Smith, Business Development Executive, Adam.Smith@saemediagroup.com
• Marketing & Media Enquiries: Elliott Karmel, Marketing Lead, Elliott.Karmel@saemediagroup.com

 

 

 

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The California Advanced Air Mobility Corridors Initiative (CAAMCI) is building California’s first Federal Aviation Administration-compliant, multi-airport flight network for advanced air mobility (AAM) aircraft as part of a USD7.45 million Monterey Bay Economic Partnership (MBEP) programme. The initiative connects four rural public airports on California’s Central Coast into a coordinated system where eVTOL and other next-generation aircraft can test, gather operational data, and move toward commercial certification. Lavera Alexander is Chief Growth Officer at MBEP and the director of CAAMCI and is speaking here with Philip Butterworth-Hayes

What are the CAAMCI programme’s objectives?

Lavera Alexander CAAMCI is positioned to establish California’s first FAA-compliant, multi-airport flight network, connecting the rural public airports of Watsonville, Marina, Salinas, and Hollister, to create a coordinated system of flight. The project focuses on infrastructure and community readiness. CAAMCI sits in the middle of an ecosystem that has been evolving for many years. Each of these public-use airports already has at least one OEM using their facilities and all of them are heavily engaged in advanced air mobility. We’re investing in critical infrastructure and making sure that the community understands how they can benefit from AAM.

What does developing this network involve?

Lavera Alexander CAAMCI’s role has been to start building out the infrastructure that will take these separate activities and bring them together so testing is enhanced and we can see from the use cases what’s in it for the community. As the OEMs continue on their journey toward certification and commercialization, this coordinated system will help address the problems that the community had already identified in our planning documents. We want to learn from each other and create a system that could scale across California, maybe not immediately, but in time, connecting all our public-use airports. I think in California, we have something like 200 to 300 plus, public-use general aviation airports.

One of the issues is that Joby and Archer use completely different charging systems.

Lavera Alexander The charging stations may be one of the easiest challenges we need to solve. Worst case scenario, you simply would have two charging stations at each airport. The first phase of CAAMCI, which meets the requirements of the state, will be completed in January 2028. So we will have this built and ready to scale to other spaces across the state so other airports can join the network quickly.

The airports and OEMs are discussing a universal charger that will support them as well as other OEMs that may want to come into the region and use CAAMCI.

Infrastructure is always going to follow behind technology so we know we are going to play catch-up in many ways. In comparison to large commercial airports, rural public-use airports are often seen as supporting characters in aviation. However, in advanced air, many of them are the star of the show because they are being utilized and supported by OEMs on their journey to commercialization.

When it comes to infrastructure, we’ve been taking inventory of what’s present as well as the gaps – such as sensors and other parts of communications systems needed – so that different aircraft that enter the airspace can hopefully fly and play better together. We are also making sure that, as we build out CAAMCI, the community is weighing in and having a voice in this space.

What are the major equipment gaps you have found?

Lavera Alexander We need to ensure we are connecting these airports. There are lots of vendors offering different systems but we’re being very careful about which ones we’re selecting. We know that the sensors, vertiports and charging stations are important but comprehensive communications systems are going to be key.

So the outcome of all this work is going to be a set of standards, a common approach among all the airports that you’re working with.

Lavera Alexander Exactly. We are developing resources, including a toolkit, which we hope to share with others who are interested in participating in advanced aviation. Every airport is different. As use cases continue to be defined, there are some airports that may be focused solely on agriculture and others on air taxis. We want to make sure that whatever CAAMCI can do on the Central Coast can eventually be shared with others.

Have you researched the costs of developing operational vertiports?

Lavera Alexander We are thinking through that space with airports now – what we can cover and what other funding sources may be available. We know that through the federal programme there are other pots of funding that are going to probably be available to those who are engaging in advanced air mobility. Rural public-use airports in the USA are not as upgraded as some may think – there are hangars and runways in need of repair and infrastructure that needs to be added. Each airport is different. With CAAMCI, we need to make sure the money invested aligns with the data and supports what is needed to participate in a coordinated system of flight.

We do have a list of the things that are available that we know are being used in different places and have been used on the Central Coast – but that list is only going to work if it’s paired correctly with the needs of a particular facility. I think that’s one of the reasons the Central Coast has been successful in building out the ecosystem is that everything is attached to in-depth strategic regional planning. The state gave us money for implementation because we did the necessary planning with regional partners.

Lavera Alexander

How have you ensured the community engagement work you have developed reflects the real hopes and fears of communities?

Lavera Alexander That’s something that MBEP has a long history of doing. We’ve been around for 10 years. As a regional convener, we bring communities together to have the conversations needed to inform the work. Regions Rise Together and Uplift Central Coast are two examples of MBEP working across Santa Cruz, Monterey, and San Benito to capture the needs, aspirations, and concerns of diverse communities within the Central Coast. There are a lot of myths around AAM that people get excited about. The aircraft are beautiful and brilliant, but I often caution community members: “Don’t focus on the aircraft, focus on what it’s supposed to do for you.” What is the use case attached to that aircraft? And as aircraft continue to move through certification, hold the sector accountable so that it delivers tangible public benefit to the community. MBEP doesn’t simply advance economic development, we are champions of inclusive economic development, which means that we invite the community to the table from the beginning, alongside other stakeholders, to advocate for what it wants and what it needs.

Can you give me some examples of where the potential operators have had to rethink their planning following community engagement?

Lavera Alexander One concern of communities has been the potential cost of air taxis. Media reports have indicated that Archer and other OEMs may be able to offer fares that are similar to Uber Black. That’s important for the community to read and know that AAM industry leaders hear and respond to their questions and concerns. In addition, there are community forums and other forms of outreach being conducted by OEMs to ensure they are aware of community concerns.

Will these airports make money out AAM?

Lavera Alexander They are already hosting OEMs, so the revenue streams exist. They have partnership agreements with some of these OEMs who are paying to be at these airports. So it’s not so much about will the OEMs provide revenue but more about broadening the space so the revenue stream is diverse. Can we use the infrastructure that we’re building to think about other avenues of revenue generation? The next phase of work will focus on the CAAMCI marketplace, which will help airports continue to diversify revenue streams. Since CAAMCI partners with cities as well as airports, we will continue to work with partners to identify diverse funding opportunities, including those outside aviation, to bring in investments needed to grow AAM/UAS efforts at the airports.

 

 

 

 

The post Will US airports be ready for eVTOLs? California’s CAAMCI is providing infrastructure, finance and community engagement answers first appeared on Unmanned airspace.

With effect from 6 August 2026, DFS Deutsche Flugsicherung GmbH (DFS) is introducing new procedures for UAS flights in the control zones (CTR) of 16 airports.

The airports impacted by the new regulation are: Berlin Brandenburg, Bremen, Cologne Bonn, Dresden, Düsseldorf, Erfurt Weimar, Frankfurt Main, Hamburg, Hannover, Leipzig Halle, Munich, Münster Osnabrück, Nürnberg. Saarbrücken, Stuttgart.

“For UAS flights in controlled airspace (such as control zones), an air traffic control clearance (ATC clearance) is required under Section 21(1)(5) of the German Aviation Regulation (LuftVO),” says DFS. “For UAS flights that meet specific conditions, this clearance applies automatically. This is referred to as a general ATC clearance. For all other UAS flights, an individual ATC clearance must be requested.

“The DFS control zones are now divided into an inner and an outer area for UAS operations. A total of four zones have been defined for this purpose. The CTR inner area corresponds to Zone The CTR outer area comprises Zones 2 to 4.

• Zone 1: The area above the airport and within a lateral distance of 1 km from its boundary, as well as 5 km beyond the beginning and end of the runways – over a width of 1 km to the left and right of the centreline of the runway (corresponding to the geographical area under Section 21(h)(3)(2) of the German Aviation Regulation (LuftVO))
• Zone 2: The area defined by a circle with a radius of 4 km centred on the aerodrome reference point (ARP) outside Zone 1
• Zone 3: The area defined by a circle with a radius of 6 km centred on the aerodrome reference point (ARP) outside Zones 1 and 2
• Zone 4: The entire remaining area of the control zone outside Zones 1 to 3

In the CTR inner area (Zone 1), an individual ATC clearance is always required and must be requested, regardless of the intended UAS height. This can be done online via the DFS website at https://ais.dfs.de. You will then receive further information by e-mail on whether an ATC clearance will be granted, how you can obtain one and what conditions apply. Please note that a lead time of 14 days is usually required to process the request.

“In the CTR outer area In the CTR outer area, a general ATC clearance for flights in Zones 2 to 4 is automatically granted through the new general administrative order issued by DFS (NfL 2026-1-3960), provided all the requirements and conditions set out in section 2 of NfL 2026-1-3960 are met. The maximum cleared heights are generally as follows: Zone 2: 25 m above aerodrome elevation or above ground level (whichever is lower). Zone 3: 45 m above aerodrome elevation or above ground level (whichever is lower). Zone 4: 100 m above aerodrome elevation or 50 m above ground level (whichever is greater) If the UAS take-off location in Zone 4 is below the aerodrome elevation, the maximum permitted height is 100 m above ground level.”

For more information

https://www.dfs.de/homepage/en/drone-flight/applications-and-approvals/2026-7-neuregelung-uas-in-ctr-en.pdf?cid=jlf

The post DFS introduces new rules for flying drones in control zones of major airports first appeared on Unmanned airspace.

Palm Springs Police Department, Real Time Intelligence Center (RTIC) & Drone as First Responder (DFR) Program is the largest DFR programme in the United States, covering 37 square miles (or roughly 60 square kilometres).

Drones are managed in a networked fashion. There are 12 mini ‘towers’ deployed in rooftop locations that house the electronics and antennae to provide the communications for the drones. MatrixSpace is providing the technology to make this possible.

Our sister publication Global Airspace Radar talks to the people and organisations involved in managing this challenging operation.

Policing with drones in Palm Springs, California

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The Brazilian National Civil Aviation Agency (ANAC) has published a policy document containing the safety objectives to be demonstrated by electric vertical-takeoff-and-landing capable aircraft (VCA).

“The policy document is necessary due to the VCA’s innovative design and operational characteristics, that differ from conventional aircraft and the existing applicable safety objectives,” according to an ANAC statement.

“The publication of the policy is an important step towards the development of the regulatory framework for VCA certification. Considering this innovative aspect, ANAC conducted dedicated studies and submitted an initial proposal for sectoral consultation in 2025. The consultation aimed to collect inputs and comments from the international civil aviation community, including VCA manufacturers and other civil aviation authorities, which contributed to the development of the final policy.  ANAC acknowledges the importance of international harmonization of the theme and, as part of the process, mutually collaborated with the Federal Aviation Administration (FAA) on the development of the policies, resulting in closely aligned documents.”

For more information

Anac publishes safety objectives for eVTOL aircraft — Agência Nacional de Aviação Civil (Anac)

(Image: ANAC)

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Chris Rocheleau, the deputy administrator of the Federal Aviation Administration (FAA) is leaving his post and returning to the National Business Aviation Association (NBAA) as chief operating officer.

According to an NBAA press release:

“As acting FAA administrator, Rocheleau capably guided the agency through the aftermath of the Jan. 29, 2025, midair collision involving a regional airliner and U.S. Army helicopter near Ronald Reagan Washington National Airport (DCA), while also managing the transition to a new administration. Rocheleau initiated a nationwide review to mitigate similar collision risks in complex airspace, and worked closely with Department of Transportation Secretary Sean Duffy to accelerate the hiring of air traffic controllers, as part of a broader effort to address persistent staffing shortages and improve system resilience.

“He continued to serve as deputy FAA administrator following the July 2025 confirmation of Bryan Bedford to lead the agency. In that role, Rocheleau aided in the ongoing advocacy and development of the Brand New Air Traffic Control System to modernize the national airspace system.”

For more information

NBAA Welcomes Chris Rocheleau’s Return to the Association From the FAA

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Airwayz and Tenna Systems have announced a strategic partnership integrating Tenna’s real-time spectrum intelligence capabilities directly into OVERWATCH, Airwayz’s C2 and airspace governance platform.

Military operators can identify zones at risk of RF interference before deployment, and maintain command and control with confidence in GPS-contested environments, said the companies in a press release. For commercial operators, it means flying with confidence in spectrum-dense environments, knowing the RF picture before a single aircraft is airborne.

“The partnership originated through INDI, Israel’s National Drone Initiative, where Tenna’s capabilities were first embedded into OVERWATCH. It has since grown into a fielded operational capability, with additional Tenna data layers currently in development,” continued the announcement. “Before a single aircraft is airborne, OVERWATCH operators can click into any zone and see the real-time jamming probability – powered by Tenna’s spectrum intelligence, embedded directly into the platform.”

“Spectrum interference is one of the most underestimated threats to safe and effective airspace operations. Integrating Tenna’s intelligence layer into OVERWATCH means our defence and HLS customers no longer have to choose between airspace governance and electromagnetic awareness – they get both, in one operational picture. This is exactly the kind of partnership that makes OVERWATCH more powerful for every customer we serve,” said Eyal Zor, CEO, Airwayz

For more information

https://www.linkedin.com/pulse/airwayz-tenna-systems-partner-integrate-spectrum-intelligence-zx0ne/?trackingId=ea2EvVXPzbomnh6g%2BPIMGg%3D%3D

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The European Union on July 27 published a new version of  Commission Implementing Regulation (EU) 2026/1821, amending Implementing Regulation (EU) 2015/1018 “laying down a list classifying occurrences in civil aviation to be mandatorily reported, as regards Unmanned Aircraft Systems (UAS), U-space occurrences, part-IS occurrences, and the removal of certain aviation security occurrences from mandatory reporting requirements.

According to the new regulation the following incidents are subject to mandated reporting:

Flight planning and UAS preparation

• UAS operation is planned in an operational volume exceeding the limitations described in the issued authorisations or the privileges of the Light UAS operator certificate (LUC).
• Inappropriate planning of the UAS operation and the related mitigation measures, which have or could have endangered any aircraft or any other person (example: contingency and emergency procedures, operational volume, Tactical Mitigation Performance Requirement (TMPR) (1)).
• Use of incorrect data or erroneous entries into the UAS or into equipment used for navigation or performance calculations leading to a malfunction or a failure of the UAS, which has or could have endangered any aircraft or person.
• Configuration of the UAS different from the instructions defined or authorised by the manufacturer or by the competent authority (example: payload, software configuration, etc.), which has or could have endangered the unmanned aircraft or any other aircraft or person.
• Carriage or attempted carriage of dangerous goods when not in accordance with applicable legislations including incorrect labelling, packaging and handling of dangerous goods.
• Incorrect, unsuitable, or degraded energy source (including fuel).
• Missing, incorrect or inadequate de-icing/ anti-icing treatment.

Take-off and landing – Operations from/to aerodromes or vertiports

• Runway incursions
• Runway excursions.
• Any rejected take-off.
• Actual or attempted take-off, approach or landing with incorrect configuration setting.
• Tail, blade/wingtip or nacelle strike during take-off or landing.
• (Jet blast or rotor and propellers down/out wash occurrences which have or could have endangered any aircraft, or person.
• Hard, short and long landing.
• Foreign Object Damage/Debris (FOD) or poor surface conditions on the take-off and landing surface.

Take-off and landing – Operations outside aerodromes or vertiports

• Taking off, landing outside of the intended landing area.
• Inappropriate security and safety measures on the ground area which has or could have endangered any person.

Any phase of flight

• Loss of control of the operation.
• (Prolonged loss of visual reference for Visual Line-Of-Sight (VLOS) operations (example: due to adverse meteorological conditions or obstacles).
• Loss of situational awareness (example: including environmental conditions, mode and system awareness, excessive workload, spatial disorientation, time horizon and improper interaction with the equipment to control the unmanned aircraft remotely (Control and Monitoring Unit (CMU) (2)).
• Incorrect fuel or energy management (example: critically low fuel/energy quantity or fuel/energy quantity at destination below required final fuel/energy reserve).
• Inability or failure to achieve required aircraft performance expected in normal conditions, during take-off, climb or landing.
• Exceedance of aircraft limitations defined by the manufacturer.
• Operation with incorrect altimeter setting.
• (Misinterpretation of UAS automation mode of functioning or of any information from the CMU provided to the remote crew which has or could have endangered any aircraft, or person.
• Inability to broadcast the remote identification or aircraft identification.
• Unintentional release of cargo or other externally carried equipment.
• Deviations from the authorised operational volume exceeding the limitations described in the issued operational authorisations or the privileges of the Light UAS operator certificate (LUC) or the authorised flight plan of the UAS, including but not limited to:
• Unauthorised UAS operation over assemblies of people;
• Airspace infringement;
• Geographical zones infringements, where UAS operations are not permitted, or the required flight authorisation was not obtained.

Additional occurrences for UAS operations with occupants on board

• Physical distress, incapacitation of the crew, which has or could have endangered the unmanned aircraft or any other aircraft or person.
• Contaminated air in the passenger compartment which has or could have endangered its occupants or any other person.
• Difficulty in controlling intoxicated, violent or unruly passengers.
• Discovery of a stowaway.

Technical occurrences – structures and systems

• Loss of any part of the unmanned aircraft in flight.
• Leakage of any fluid which resulted in a fire hazard or possible hazardous contamination of the unmanned aircraft system, or which has or could have endangered the unmanned aircraft, or any other person.
• Malfunction or abnormal functioning of flight controls.
• Malfunction, loss, or significant degradation of the command-and-control link, including failures affecting its availability, performance, continuity, integrity, or security, which has or could have endangered any aircraft or person.
• Malfunction of the collision avoidance system.
• Malfunction of automatic contingency or emergency system or of the system preventing the unmanned aircraft from exiting the operational volume (example: return home, automatic landing, geo-caging, Flight Termination System).
• Any other failure, loss, malfunction, damage of the unmanned aircraft or its systems which has or could have endangered any other aircraft or person.
• Any failure, loss, malfunction, damage of the CMU which has or could have endangered the unmanned aircraft or any other aircraft or person.

Propulsion (including engines, propellers, and rotor systems) and Auxiliary Power Units (APUs)

• Flameout, in-flight shutdown of any engine, or loss of lift and thrust units or of the APU when required.
• Engine operating limitation exceedance, including overspeed or inability to control the speed of any high-speed rotating component (example: APU, air starter, air cycle machine, air turbine motor, propeller or rotor).
• Failure or malfunction of any part of an engine, lift and thrust units, APU or transmission resulting in any one or more of the following:

(a)          Thrust-reversing system failing to operate as commanded;

(b)          Inability to control power, thrust or rpm (revolutions per minute);

(c)          Non-containment of components/debris.

Interaction with ATM/ANS

• Unsafe Air Traffic Control (ATC) clearance or instructions.
• Prolonged loss of communication with Air Traffic Services (ATS) Unit.
• Conflicting instructions from different ATS Units potentially leading to a loss of separation.
• Misinterpretation of radio-communication which has or could have endangered the unmanned aircraft or any other aircraft or person.
• Intentional deviation from ATC instruction which has or could have endangered the unmanned aircraft or any other aircraft or person.
• Altitude or flight level bust.

Emergencies and other critical situations

• A collision or a near collision on the ground or in the air, with another aircraft, terrain or obstacle.
• Any emergency manoeuvre taken by the UAS to prevent any collision on the ground or in the air, with another aircraft, terrain or obstacle.
• Any event leading to the declaration of an emergency.
• Activation of an emergency procedure to terminate the flight.
• Failure to apply the correct contingency or emergency procedures.
• Any burning, melting, smoke, fumes, arcing, overheating, fire or explosion on the UAS.
• (Any burning, melting, smoke, fumes, arcing, overheating, fire or explosion on the CMU.
• (Incapacitation of the remote crew controlling the CMU which has or could have endangered any aircraft or person.

External environment and meteorology

• A collision or a near collision on the ground or in the air, with another aircraft, terrain or obstacle.
• Airborne Collision Avoidance System, Resolution Advisory (ACAS RA).
• Activation of genuine ground collision system such as Ground Proximity Warning System (GPWS)/ Terrain Awareness and Warning System (TAWS) ‘warning’.
• Wildlife strike including bird strike which has endangered the unmanned aircraft.
• Foreign Object Damage/Debris (FOD).
• Unexpected encounter of poor runway surface conditions.
• Wake-turbulence encounters which has or could have endangered an aircraft or person.
• Interference with the unmanned aircraft by firearms, fireworks, flying kites, laser illumination, high powered lights, lasers, Unmanned Aircraft Systems (UAS), or counter UAS system or by similar means.
• Any severe environmental condition which resulted in damage to the aircraft, in handling difficulties or loss or malfunction of any aircraft system (examples: lightning strike, severe turbulence, windshear, icing conditions, volcanic ash, etc.).

U-space related occurrences

• UAS operations inside U-space airspace which are not compliant with the applicable operational conditions and airspace constraints or performed with an unmanned aircraft system not compliant with the required UAS capabilities and performance requirements.
• Missing, incorrect, delayed or misleading information, instruction or service provided by a U-space Service Provider (USSP), which has or could have endangered the unmanned aircraft or any other aircraft or person.
• Non-compliance with the flight authorisation (example: absence of flight authorisation, failure to activate the flight authorisation, deviations of the flight authorisation in space or time).
• Unauthorised exiting of the U-space airspace.
• Improper use of the U-space services leading to loss of situational awareness.
• Inability to execute the Dynamic Airspace Reconfiguration (DAR) procedure.
• Insufficient spacing between the unmanned aircraft and any manned aircraft.
• Encounter of manned aircraft in an active U-space airspace designated in controlled airspace.
• Encounter of a non-conspicuous manned aircraft in U-space airspace designated in uncontrolled airspace.
• Encounter of a non-cooperative unmanned aircraft in the U-space airspace.

Other occurrences

• Any occurrence where the human performance, including fatigue and improper training/qualification of operator’s personnel and inter crew communication, has directly contributed to, or could have contributed to an accident or a serious incident.

Information security

• Abnormal behaviour of a system due to an information security incident (example: compromised information or data, malware infection, Distributed-Denial-of-Service (DDoS)).

For more information

https://eur-lex.europa.eu/eli/reg_impl/2026/1821/oj/eng#:~:text=Commission%20Implementing%20Regulation%20(EU)%202026%2F1821,down%20a%20list%20classifying%20occurrences

(Image: Shutterstock)

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The Department of War today awarded Hidden Level, a passive radar company, radio frequency (RF) detection, and distributed sensing for airspace and spectrum awareness, a USD100 million Other Transaction Authority (OTA) contract to deliver cutting edge capabilities in the counter-unmanned aircraft systems (C-UAS) fight.

“Hidden Level’s passive radar distinguished itself as a top-performing sensing capability at Technology Readiness Experimentation (T-REX 25.2),” said Dr. Mike Tran, Director of Prototyping, Office of the Deputy Assistant Secretary of War for Prototyping and Experimentation (ODASW(P&E)). “This OTA award gives us an important mechanism to keep maturing, evaluating, and transitioning advanced sensing into operational use. The technology addresses real operational needs across the Department and reflects the kind of innovation we need to get mission-relevant capability to the warfighter faster.”

Hidden Level was awarded the OTA to directly and rapidly provide its hardware, software, and Airspace Monitoring Service (AMS) across the Department, says the company.

As part of this effort with OUSW(R&E) and ACC-RI, Hidden Level will deploy its multi function RF sensor technology to detect, track, and identify crewed and uncrewed aircraft over military installations, test ranges, and the U.S. border. Via this OTA, U.S. military customers can engage Hidden Level directly to conduct rapid prototyping, integrate new technologies, and produce and deliver sensor systems at scale.

Hidden Level’s hardware and software products, including BREAKER, SURGE, BYOTx, and AMS are designed and manufactured in Syracuse, NY utilizing a U.S.-based supply chain. When deployed, the sensors provide persistent airspace security and awareness by detecting RF energy, as well as RF-silent aircraft, without transmitting energy, says Hidden Level.

For more information

www.hiddenlevel.com

(Image: Hidden Level)

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The UK’s Civil Aviation Authority today published its Airspace Architecture Concept of Operations, setting out its vision for how drones and other new airspace users could operate routinely and safely at scale within UK airspace.

“Drones are already being used to inspect critical infrastructure, support emergency services and transport medical supplies, but as demand grows the UK’s airspace system must be able to safely accommodate far more operations than it does today,” said the UK airspace regulator. “Many beyond visual line of sight (BVLOS) drone operations currently rely on dedicated airspace arrangements and bespoke approvals. While these have enabled innovation and safe testing, they are not designed to support the volume of operations needed for widespread commercial use.”

Under the CONOPs, the CAA has outlined a time-line of three stages for introducing more complex BVLOS operations:

Today (2025–2026) routine BVLOS is currently possible under the Atypical Air Environment (AAE) policy concept or through bespoke UK SORA safety cases.

In the near future (scalable operations 2026–2027) “operations will transition toward multi-operator environments, enabled by UK SORA and enhanced by the Future ATM/ANS architecture, up to residual air risk class (ARC)-b. In an atypical scenario multiple operators can share the same AAE volume through UTM-enabled flight planning and strategic deconfliction. Routine operations will begin in controlled airspace, reducing reliance on temporary structures. Scenarios move toward ARC-b, requiring approved detect and avoid (DAA) solutions and standardised ATC procedures.

In the Long-Term “High-Risk Environments 2028+ the focus shifts to operational examples in high-risk environments with residual ARC-c or ARC-d only possible in the long-term and requiring mature, highly integrated systems. Multiple operators in uncontrolled urban areas and point-to-point freight deliveries across the UK will be possible. These high-complex environments will require ARC-c approved DAA solutions and mandatory Electronic Conspicuity (EC) across all aircraft. Mature DAA and tactical deconfliction via UTM will be essential for integration, as these high-integrity solutions are not yet widely available for routine commercial use.

The Concept of Operations sets out how future BVLOS drone operations could move towards greater integration with other aircraft through a combination of technology, digital services and risk-based safety measures.

The vision includes:

• Technology that helps drones and aircraft electronically detect one another.
• Systems that help drones identify and avoid potential conflicts in flight.
• Reliable communication links between drones and remote pilots.
• Digital traffic management services that can coordinate large numbers of drone flights.
• Better sharing of information between operators, air traffic services and other airspace users

The publication forms part of the CAA’s Airspace Modernisation Strategy and Future of Flight programme and builds on the recently published BVLOS Roadmap, says the CAA> It describes how the UK could progressively move towards routine drone operations while maintaining safety for all airspace users.

Enabling drone use at scale will could unlock a wide range of benefits, including faster inspection of critical infrastructure such as railways, roads and power lines , medical and healthcare logistics between hospitals and healthcare facilities. enhanced support for emergency services and first responders, new logistics and delivery services and environmental monitoring and maritime surveillance operations

Sophie O’Sullivan, Director of Future Safety and Innovation at the UK Civil Aviation Authority, said: “This Concept of Operations sets out our vision for how drones and other airspace users could safely share the same airspace in the future. It provides a roadmap towards a more integrated, digitally enabled airspace system that supports innovation while maintaining high standards of safety.”

For more information

https://www.caa.co.uk/publication/download/29467

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Teledyne FLIR Defense has announced that it has received a significant order from AeroVironment to deliver its Argus XL counter-unmanned aircraft system (C-UAS) platform as part of AV’s Titan® Multi-Sensor (MS) C-UAS counter-drone solution for the U.S. Air Force.

The orders are being executed under AV’s three-year, USD500 million Indefinite Delivery, Indefinite Quantity (IDIQ) sole-source contract supporting Joint Interagency Task Force (JIATF) 401’s Domestic Shield Program, said the company in a press release. JIATF-401 selected the Titan MS system to provide layered counter-UAS protection for domestic installations and critical infrastructure. Teledyne FLIR Defense’s Argus XL provides the radar, visible and thermal imaging sensors, and command-and-control software that serve as core detection capabilities within the Titan MS architecture.

Argus XL C-UAS is a fixed-site, multi-sensor platform designed to detect and track multiple aerial threats, near and far, around the clock, and in demanding weather conditions, according to Teledyne. The system integrates Teledyne FLIR Defense’s advanced radar, electro-optical and infrared cameras, and command-and-control software to deliver situational awareness, sensor integration, and data archiving. Argus XL also supports integration with third-party radio-frequency sensors and defeat technologies, helping provide hemispherical detection of aerial targets, including small and micro drones.

For more information

https://defense.flir.com/about/news/teledyne-flir-defense-receives-significant-order-to-support-avs-titan-ms-counter-uas-solution-for-jiatf-401/

(Image: Teledyne FLIR)

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The US Federal Aviation Administration (FAA) has announced the availability of the Final Programmatic Environmental Assessment (PEA) and Finding of No Significant Impact (FONSI)/Record of Decision (ROD), following the FAA’s evaluation of the potential environmental effects of its decision related to unmanned aircraft systems (UAS) (drone) package delivery operations in the United States.

According to the report’s findings

“After reviewing and analyzing available data and information on existing conditions and potential impacts, as well as the noise mitigation identified in the PEA which operators must implement to avoid significant noise impacts, the FAA has determined the proposed action would not significantly affect the quality of the human environment. Therefore, the preparation of an Environmental Impact Statement (EIS) is not required, and the FAA is issuing this FONSI/ROD. The FAA has made this determination in accordance with applicable environmental laws and FAA regulations. The PEA is incorporated by reference into this FONSI/ROD. For UAS package delivery operations that exceed the limits of the analysis in the PEA, the FAA will supplement the environmental review in the PEA through a separate NEPA document or tiering.”

For more information

https://www.faa.gov/uas/advanced_operations/nepa_and_drones/Part_135_Final_PEA_FONSI-ROD-NOA_Appendices_A-D_Final.pdf

(Image: Wing)

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Vigilant Aerospace Systems has launched the FlightHorizon ALERT service, an airspace awareness and alerting system for general aviation airports, critical infrastructure and any facility that needs better awareness of nearby aircraft and drones.

“The new service is designed to be easy to install, easy to use, and affordable for smaller facilities and general aviation airports.,” said the company in a news release. “The system uses a single receiver box to detect both aircraft and drones and display them in a 3D moving map on the web. The system also sends text messages or an email when an aircraft or drone is nearby. The alert includes a link to an instant replay of the aircraft on a 3D map.   All air traffic is logged and flight visualization, reporting and analysis tools are provided in the web application. The service is designed to give smaller airports and facilities practical airspace awareness without adding a complex monitoring burden.”

Kraettli L. Epperson, CEO of Vigilant Aerospace Systems, said: “Many airports and facilities need better low-altitude airspace awareness, but they do not need another complex system that requires constant monitoring. FlightHorizon ALERT is designed to make aircraft and drone activity easier to detect, track and analyze with a managed service that can be deployed quickly.”

FlightHorizon ALERT gives airport managers or facility personnel a simple way to see what is flying nearby on a web map, receive automatic text alerts and review what happened after the alert, said the company. The system is especially suited for monitoring low-altitude airspace around runways, approach surfaces and zones, ramps, perimeters, facility or campus restricted areas, industrial sites and other locations where unexpected aircraft or drone activity may require attention, says Vigilant.

FlightHorizon ALERT is an online service for a single monthly fee that includes the hardware required to monitor aircraft and drones at any location.  Leveraging software developed by Vigilant for the US Air Force and using two licensed NASA patents, the new service uses low-cost technology to provide a simple, all-in-one detection, tracking, alerting and logging system, says Vigilant.   Once plugged into power and internet, the system begins displaying air traffic in real time on aweb browser and phone, logging the air traffic and sending alerts about nearby flights via text message and email.

The system works by tracking and logging aircraft transponders (ADS-B) and drone beacons (Remote ID), which are required on all drones flown in the United States weighing more than 250 grams.

For more information

Announcement: FlightHorizon ALERT Provides Low-Infrastructure Airspace Awareness for Airports and Critical Sites – Vigilant Aerospace Systems, Inc.

(Image: A live 3D airspace heatmap view in FlightHorizon ALERT, showing areas with detected airspace activity – Vigilant Aerospace Systems)

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Unifly reports it has advanced two core technologies for managing high-density drone traffic in urban airspace as part of the CONDUCT 2 project. The project builds on the EUROSTARS-funded CONDUCT initiative, which delivered a next-generation UTM platform with capabilities such as real-time tracking, advanced geofencing and tactical deconfliction services, the project introduces two new technologies that strengthen Unifly’s UTM platform and support the next generation of U-space services across Europe, according to the company.

“Today’s U-space services (U1 and U2) support functions such as identification, flight planning and tracking for low-density drone operations,” said Unifly in a press release. “As autonomous drones are increasingly deployed for infrastructure inspection, emergency response and medical delivery, the number and complexity of flights near buildings, critical infrastructure and manned aircraft is expected to increase beyond the operating conditions for which these services were originally designed.

“The original CONDUCT project focused on strategic U-space services that support lower-density drone operations, CONDUCT 2 addresses the next challenge: enabling safe and efficient drone operations in increasingly complex urban environments,” said the company. This involves two main technical developments: intent-based Conflict Detection and Resolution (CD&R) – an advanced algorithm that anticipates and resolves potential conflicts based on predicted flight intent – and 4D route segmentation – an advanced algorithm that allocates flight routes into segments across longitude, latitude, altitude and time, allowing for more efficient use of the airspace.

“The technologies will be validated through operational scenarios developed in collaboration with port authorities. This will help ensure that they address the real-world challenges of managing high-density drone traffic in complex airspace,” said the company.

“The original CONDUCT project laid an important foundation for our UTM platform. With CONDUCT 2, we are expanding its capabilities to support operations in increasingly congested airspace and the continued evolution of the Unifly platform’s U-space capabilities. By combining advanced conflict detection with more dynamic airspace management, we are helping our customers prepare for increasingly complex drone operations in dense airspace,” said Charlotte Kegelaers, head of product.

For more information

CONDUCT 2: Unifly Advances Conflict Detection and Airspace Segmentation for Urban Drone Operations – Unifly

(Image: Unifly)

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Ukraine’s Defender Media reports counter-UAS company General Cherry has received a licence to establish private air defence.

“It will be engaged in protecting private facilities and critical infrastructure. As stated by the company, it offers a comprehensive solution that includes its own pilots, mobile groups and systems for countering enemy UAVs. It is based on the Air, Speed and Bullet interceptor drones. The groups operate with remote launch, control and homing systems.”

“General Cherry add that their academy also trains pilots for other private air defence companies. In addition, it supplies them with its own products. Following the results of spring, General Cherry’s drones took first place in the Delta rating by number of downed enemy fixed-wing and copter-type UAVs.”

For more information

about-us

General Cherry has been granted a licence for private air defence

(Image: General Cherry)

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Ukraine’s defence ministry has announced the Ukrainian Brave1 procurement programme and NATO have opened applications for their first joint innovation programme, UNITE – Brave NATO, featuring drones and counter-UAS (C-UAS) technology.

“It is the first joint innovation grant program designed to bring together Ukrainian defense companies and companies from NATO member states to develop cutting-edge technologies for the battlefield,” says the ministry. “The first call focuses on developing counter-UAV technologies and strengthening air defence capabilities and for the first time will be administered through Ukraine’s Prozorro platform.

Funding of up to EUR250,000 or EUR500,000 per partner will be available for joint projects in the following areas:

• Active Protection Systems against FPV Drones;
• Advanced and Affordable Counter-Shahed Systems;
• Electromagnetic Support for Signals Intelligence (SIGINT);
• Electromagnetic Attack (EA) technology against FPV drones;
• High-Altitude Platforms.

The program is open to joint teams consisting of one Ukrainian company and one company from a NATO member state.

The selection process consists of two stages. The first stage, Expression of Interest, is a qualification review to verify that applicants meet the program’s eligibility requirements, says the ministry. The Expression of Interest must be submitted by the Ukrainian partner on behalf of both organizations. Applications for this stage will be accepted for five business days from the date of the official announcement. The deadline to submit an Expression of Interest is August 3. Applications submitted after the deadline or in paper form will not be considered.

During the second stage, qualified teams will submit full joint grant proposals.

The program is expected to support technologies through to Technology Readiness Level (TRL) 8, with all selected solutions undergoing mandatory validation through the TEST in UKRAINE platform.

The full program regulations, eligibility requirements, and application details are available here: https://prozorro.gov.ua/uk/framework/UA-F-2026-07-28-000001

The programme was officially announced on 25 November 2025. On the Ukrainian side it is coordinated by the Brave1 defense innovations cluster, while on the NATO side the first call is being run by the NATO Communications and Information Agency (NCIA).

If the pilot call proves successful, the two sides plan to scale the programme up: funding for UNITE – Brave NATO could rise to EUR50 million to support new joint defence projects and deepen technological cooperation between Ukraine and Alliance member states.

For more information

https://mod.gov.ua/en/news/unite-brave-nato-applications-open-for-the-first-joint-ukraine-nato-innovation-grant-program

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By Philip Butterworth-Hayes

It is one of the most talked about questions in aviation – when will the advanced air mobility industry start commercial operations, radically changing low-level airspace operations forever?

It is a three-way race between China, and the Middle East and the USA.  At Farnborough this year the major Western electric vertical take-off and landing (eVTOL) manufacturers were there not so much to discuss the start date – generally considered to be the end of this year or more likely the start of 2027 in the USA – but to discuss the wider infrastructure and industry issues involved in starting commercial eVTOL operations

Because for the eVTOL developers speaking at the show, civil certification is only another step along the way to bringing artificial intelligence, autonomy, more capable drone logistics and new forms of hybrid electric propulsion into the market. Archer Aviation, Beta Technologies and Joby Aviation all announced major military autonomous drone logistics programmes at the show, which made clear that civil eVTOL development was an important part, but still just a part, of wider low-altitude airspace industry ambitions.

In March 2026 US Transportation Secretary Sean Duffy and the FAA announced eight proposals were selected as part of the AAM and eVTOL Integration Pilot Program (eIPP). The programme has kick-started the USA’s AAM industry into life, launching eight programmes across 26 states, with the idea of trialling real-world eVTOL and related cargo drone operations as a pathway to initial commercial adoption in the late 2026/2027 timeframe. Beta, Joby and Archer are now rushing to complete the operations and training manuals for the operators and developing the ground infrastructure for the initial operations. As the first flights will be from existing airports and heliports using conventional visual flight rules (VFR), the air traffic management component in the USA is not so much of a priority, at least for the next few months.

During the show the America’s Consortium for Electric Skyways (ACES) was launched – a joint initiative launched by Archer, BETA and Macquarie Capital to build an interoperable eVTOL charging network across more than 250 US sites by 2030.  But this system is in direct competition to Joby’s Global Electric Aviation Charging System (GEACS), which features off-board thermal management, dual simultaneous power cables, and a universal electric aircraft charging interface.

Meanwhile, Europe has at last started the serios work of trying to catch up. During the show Honeywell Aerospace announced it will lead Project VERTI GO, a kind of European eIPP, along with Europe’s leading air navigation providers, airports and technology companies, and Vertical Aerospace serving as the project’s piloted eVTOL demonstration partner and Odys Aviation serving as the project’s remotely operated cargo drone demonstration partner.

The project will focus on two pathways, said the company in a press statement, one for eVTOL operations with an onboard pilot and one for remotely operated cargo drone operations. Both project pathways will conduct simulations and demonstrations in European locations. Piloted eVTOL flights, to be conducted by Vertical Aerospace in the south of Spain, will be monitored by aviation authorities to help build trust for future operations. For remotely operated cargo drone operations, the results of these simulations and demonstrations aim to contribute to future standards and regulations for operations in Europe.

According to a Honeywell statement: “Key areas of project VERTI-GO include digital flight planning, vertiports and emergency landing site management, as well as the use of automation to support eVTOL operators and air traffic controllers. Simulations and demonstrations will form the centerpiece of the project, including flight demonstrations using Vertical Aerospace’s prototype eVTOL between Malaga and Marbella in Spain, expected to take place during 2028.”

The UK’s Vertical Aerospace flew its V4X eVTOL at the show, while BETA Technologies flew its ALIA fixed wing electric aircraft and announced ClearSky Airlines will start cargo operations in Europe with ALIA electric aircraft in the second half of next year.

During Farnborough Vertical signed a Memorandum of Understanding (MoU) with Saudi Arabia’s General Authority of Civil Aviation (GACA) “to support validation of Vertical’s Valo aircraft type certification, support the development of regulatory frameworks for future electric aircraft operations, and prepare Saudi Arabia’s aviation ecosystem for the safe introduction of eVTOL aircraft,” according to a Vertical Aerospace press release. Alongside this agreement, a separate MoU was signed between Vertical and Cluster2 Airports Company, a Saudi airport operator and with VIC Properties, a Portuguese developer of luxury residential and resort destinations.

(Image: SESAR)

 

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Jeppesen ForeFlight and UrbanLink Air Mobility today announced they have signed a Memorandum of Understanding (MOU) to collaborate on electronic flight bag (EFB) requirements and dispatch procedures supporting electric vertical takeoff and landing (e-VTOL) and other all-electric aircraft operations in the South Florida airspace.

Under the MOU, the companies will jointly define and document EFB functional, performance, and connectivity requirements alongside dispatch standard operating procedures for e-VTOL, short takeoff and landing (STOL), seaplane, and conventional aircraft operations, said the companies in a press release. “The collaboration will also address airway planning and integration, air traffic control (ATC) coordination, airport operations, and vertiport operations that will support UrbanLink’s advanced air mobility network across South Florida,” said the release.

“The two companies will establish a joint Steering Committee to oversee the work. Deliverables are expected to include an EFB requirements specification, a consolidated set of dispatch SOPs, an integration and ATC coordination plan, airport and vertiport operations procedures, and a validation and trials plan incorporating tabletop exercises and simulations ahead of any operational deployment.

“As advanced air mobility moves from concept to commercial reality, operators need flight deck tools and dispatch standards built specifically for electric aircraft,” said Brad Surak, CEO, Jeppesen ForeFlight. “Working with UrbanLink gives us a real-world testbed in one of the busiest and most complex airspace environments in the country that will let us shape EFB and dispatch standards for e-VTOL operations from the ground up.”

“South Florida’s airspace and vertiport infrastructure are still being defined for electric aircraft, and getting the operational fundamentals right from day one is critical,” said Ed Wegel, Founder and Chairman, UrbanLink Air Mobility. “Partnering with Jeppesen ForeFlight gives us access to decades of flight deck and dispatch expertise as we build out our EFB requirements and operating procedures for e-VTOL and all-electric aircraft.”
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For more information

https://www.jeppesenforeflight.com/news/jeppesen-foreflight-and-urbanlink-air-mobility-sign-mou-to-advance-electronic-flight-bag-and-dispatch-standards-for-advanced-air-mobility-in-south-florida

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Avtrain, one of Europe’s leading drone training and regulatory consultancy organisations, has announced that it is establishing a UK office in Bristol.

The new base will enable Avtrain to continue supporting existing clients and expand its support for new clients seeking approvals from the UK Civil Aviation Authority, said the company in a press release, The Bristol office will focus in particular on UK SORA-based Operational Authorisation applications and on helping eligible operators prepare for the CAA’s developing LUC framework.

Founded and led by Capt Julie Garland BL, FRAeS, who has spent 12 years supporting the drone and advanced air mobility industry through training, certification and regulatory compliance consultancy. Capt Garland is a former Airline Training Captain, Aircraft Maintenance Engineer, Barrister-at-Law with 30 plus years crewed and uncrewed experience.

“The Bristol office will provide clients with practical, end-to-end support across the regulatory journey, including concept of operations development, UK SORA preparation, risk integrity and assurance evidence, operations manuals, safety management systems, compliance monitoring, personnel competence and application readiness,” said the company. “It will complement Avtrain’s Dublin base, which will continue to support EASA-related applications and clients across Europe. The office will also support Avtrain’s growing focus on advanced air mobility, helping clients and partners develop the regulatory, organisational and safety foundations required for growth in this emerging market.

Avtrain recently supported Manna Air Delivery throughout its UK Civil Aviation Authority SORA SAIL III application, from initial preparation through to the grant of its SAIL III Operational Authorisation. Avtrain also supported Manna through the Recognised Assessment Entity for Flightworthiness (RAE(F)) process from start to finish, culminating in the grant of the first SAIL Mark Certificate ever issued in the UK. This end-to-end work demonstrates the depth of regulatory, organisational and technical support that Avtrain’s Bristol office will bring to UK clients.

“Establishing a base in Bristol is an important step in Avtrain’s growth and reflects our long-term commitment to the UK market. Bristol is home to an exceptional aerospace and advanced engineering ecosystem and gives us the right base from which to work closely with operators, manufacturers and innovators across the UK,” said Capt Julie Garland.

The UK CAA’s 12-month LUC trial is designed to assess whether eligible UAS operators with mature organisational, safety and compliance systems can be granted privileges to authorise certain operations in the Specific Category without seeking a separate Operational Authorisation for every activity. The CAA has named organisations taking part in the trial, including Bristow, sees.ai, Skyports, Matternet and Callen-Lenz.

Avtrain brings substantial European LUC experience to its UK expansion, having worked with every EASA LUC holder granted a certificate by the Irish Aviation Authority (IAA).

Avtrain’s Bristol team will support operators seeking to build the governance, competence, safety management and compliance-monitoring capability needed for complex and scalable operations. This includes helping organisations align their operational documentation and management systems with UK SORA requirements and the emerging expectations of the LUC framework.

Avtrain also acknowledged the support of Sean Long of Enterprise Ireland and Yvonne Elsorougi of Invest Bristol & Bath, part of the West of England Combined Authority, in helping the company develop its UK expansion plans and establish connections within the region.

“I would especially like to thank Sean Long and Yvonne Elsorougi for their encouragement, introductions and practical support as we developed our plans for Bristol,” Capt Garland added.

For more information

www.avtrain.aero

(Image:From left: Eva O’Hagan, TJ Lazo, Capt Julie Garland, Founder and CEO of Avtrain; Alan Dillon TD, Minister of State for Employment, Small Businesses and Retail; Rowan Kidney-Clarke and Joe Fitzgerald of the Avtrain team, at the Ireland Pavilion, Farnborough International Airshow 2026.)

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Singapore’s ST Engineering’s Digital Systems reports it has secured new deployments in Asia outside Singapore in the last few months for its counter-drone capability.

The deployments span both defence and critical infrastructure applications, says the company.

“Built on a layered defence architecture, ST Engineering’s counter-drone solution combines advanced sensors, AI-enabled command-and-control, and soft-kill and hard-kill effectors to detect, track, identify and neutralise evolving drone threats. Its modular design enables deployment across defence, public security and critical infrastructure protection missions,” according to ST Engineering.

Low Jin Phang, Chief Operating Officer for Defence & Public Security, and President for Digital Systems, ST Engineering, said, “Counter-drone capabilities have become an increasingly important part of modern defence and security operations. These deployments underscore the growing demand for integrated solutions against evolving drone threats and validate our ability to deliver operationally proven counter-drone capabilities.”

The company’s AGIL network  is multi-layered, AI-driven command-and-control sensor-effector suite of counter-drone solutions.

For more information

https://www.stengg.com/en/newsroom/news-releases/st-engineering-counter-drone-capability-gains-momentum-in-asia

(Image: ST Engineering)

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Ubifly Technologies Private Limited (The ePlane Company) and Apollo Hospitals Enterprise Limited have signed a Memorandum of Understanding to bring electric air ambulances and medical delivery drones into India’s emergency healthcare system, connecting emergency patients across high-density urban corridors and remote access areas directly to the trauma care they need, without the delays of urban traffic or the expense of traditional helicopter transfers.

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The Ukrainian UNN press service reports the Ukrainian military will soon be using laser weapons to shoot down Russian drones.

”The Deputy Commander-in-Chief of the Armed Forces of Ukraine stated that such systems will appear in the coming months,” reports the service. According to a briefing by Deputy Commander-in-Chief of the Armed Forces of Ukraine Andriy Lebedenko (“Military Innovations. Key Achievements of the First Half of 2026”:

“Projects related to the weapons of the future are moving forward, but they already exist today. We have manufacturers and teams inside Ukraine, as well as private enterprises that produce laser weapons. And this is no longer some technology of the future – it can already shoot down FPV drones today, it is already working with our own efforts. This is a matter of the next two to three months. We will have such means that will allow us to strike air attack assets even better than machine guns.”

For more information

https://unn.ua/en/news/ukraine-may-receive-laser-weapons-against-drones-within-a-few-months-the-armed-forces-of-ukraine-revealed-details

(Image: Shutterstock – AI generated)

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Innov’ATM has announced that its DroneKeeper® drone flight authorisation service solution ® (formerly USpaceKeeper®) is now deployed at French Army Light Aviation Command (COMALAT) air bases – Le Luc-Le Cannet (LFMC); Tin-Oaks (LFQE); Pau (LFBP); and Phalsbourg (LFQP).

“The solution allows authorities to centralize, review, validate, and control requests for drone activities carried out in airspace under their jurisdiction. It also simplifies the process for remote pilots wishing to submit a flight request to these authorities,” says the company. “AirSpaceKeeper® consolidates the entire processing workflow onto a single platform. Authorities can review, validate, and track flight intentions from a centralized interface. Thanks to a high level of customization, each manager retains control over their approval process. They can define their own rules, decision-making criteria, and the conditions under which a request can be automatically authorized or requires manual validation.”

AirSpaceKeeper®allows for the classification of drone activities and the definition of zones in which certain permits can be issued automatically. Constraints can be directly applied to the flight plan and communicated to the remote pilot, facilitating communication between the various stakeholders. Drone pilots wishing to conduct an activity in the areas concerned can now submit their application to the military authorities via the public DroneKeeper form.

“The deployment of AirSpaceKeeper® at the Luc-Le Cannet, Étain-Rouvres, Pau, and Phalsbourg air bases represents a significant milestone for Innov’ATM,” says the company. “It demonstrates the solution’s ability to support authorities needing to manage drone operations within their airspace, while simultaneously streamlining the process for remote pilots. Beyond these four bases, this deployment illustrates how airspace management authorities can structure and centralize the processing of drone activity requests.”

For more information

https://www.innov-atm.com/airspacekeeper-deploye-sur-quatre-bases-militaires-du-comalat/

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US Air Forces in Europe/Air Forces Africa reports it is fielding and testing new counter-UAS (C-UAS) equipment and enhancing training for airmen across the region.

Once sensors track and identify a threat, effectors can be employed ranging from non-kinetic systems that jam the signal between a UAS and its operator up to directed energy capabilities and kinetic interceptors designed specifically to neutralize a UAS threat.

One such technology, the Compact Laser Weapon System or CLWS, has been recently assessed and deployed to locations across the theatre, says the air force. The system is integrated into the base’s broader air defence network and if employed, coordinated with host-nation authorities.

An operator in the base defence operations centre uses the CLWS to visually identify and confirm if a detected contact is an unauthorized drone, preventing the misidentification of friendly aircraft or even birds.

In addition to the CLWS, USAFE-AFAFRICA has also tested a ground-based interceptor system with coordination of host-nation authorities, the Advanced Precision Kill Weapons System, that employs a laser-guided 2.75-inch rocket to intercept UAS threats up to six kilometers away.

“Our ability to project combat airpower must be protected by layered, integrated air defense capabilities,” said US Air Force Lt Ge. Jason T Hinds, US Air Forces in Europe – Air Forces Africa commander. “We have equipped and trained our personnel with enhanced systems, and installation commanders have the authority and responsibility to defend our forces.”

Building on previous operational utility assessments of point defence, this is part of a broader effort to expand and continually evolve aerial defence requirements, says the air force. The goal is to develop a more integrated and adaptable defence architecture for our forces in Europe and Africa. These changes align with the Department of War directive and U.S. Air Force initiatives to advance counter-drone capabilities, with a clear focus on overseas considerations including host-nation law enforcement capabilities and host-nation coordination.

“The modern threat has erased the idea of a safe haven; inexpensive and highly adaptable UAS technology can hold any installation or operating location at risk,” said US Air Force Col Victoria Habas, USAFE-AFAFRICA Plans and Programs Directorate for Integrated Air and Missile Defense.

“There is no single ‘silver bullet’ for the counter-UAS challenge,” said Jason Parker, Headquarters USAFE-AFAFRICA Logistics, Engineering, and Force protection directorate, chief, technology integration branch. “The capabilities of drones vary significantly in size, speed, altitude, and how they are controlled. Some can be disrupted through electronic means, while others are more resistant, requiring different approaches.”

“Our layered defence allows us to detect, track, identify, and defeat potential threats while enhancing situational awareness and minimizing risk,” Parker said. “By combining multiple technologies, we create a resilient architecture that can adapt as the threat evolves.”

For more information

USAFE-AFAFRICA strengthens defense through layered, integrated Counter-UAS approach > U.S. Air Forces in Europe – Air Forces Africa > Article Display

(Image: US Air Force)

The 2026 Unmanned Airspace Global Counter-UAS Systems Directory is now available. The guide is the world’s only comprehensive, continually updated directory of global C-UAS companies and systems. It itemises over 1,000 C-UAS products and services with performance details, company sales and partnerships arrangements. It is updated every month and broken down into niche sub-sectors (net-capture, missiles, intercept drones, detectors etc) to give C-UAS procurement and industry personnel a unique perspective of global C-UAS technical capabilities and market positions. It is available in word, PDF and excel formats and Unmanned Airspace readers are eligible for a range of discounts. For more information about the Directory please contact the editor Philip Butterworth-Hayes at philip@unmannedairspace.info.

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A new white paper published by the SESAR JU-funded MUSE project offers a framework to measure and assess the social and environmental effects of U-space-enabled drone operations, providing policymakers, regulators and industry with practical tools to support informed decision-making, according to the joint undertaking.

The white paper, Lessons learnt from MUSE and way forward – Measuring U-space Social and Environmental Impact, presents the project’s key findings after three years of research into how drone operations may affect quality of life in urban environments.

“While drones promise significant benefits for applications such as medical transport, emergency response and parcel delivery, their successful integration will depend on ensuring that operations are not only safe and efficient, but also socially acceptable,” says the paper.

“At the heart of the MUSE project is a new performance framework that moves beyond traditional operational metrics by assessing how drone operations affect citizens. The framework defines 41 performance indicators across eight impact areas: noise, visual pollution, privacy concerns, access and equity, economic aspects, emissions, wildlife and public safety. These indicators can be analysed alongside geographical, demographic, temporal and socio-economic factors, allowing decision-makers to understand not only the scale of impacts but also who is affected, where and when.

“To support these assessments, the project developed a decision-support framework combining advanced modelling and simulation tools with an interactive dashboard. The methodology integrates realistic drone trajectory generation, state-of-the-art noise and visual impact modelling, and dynamic population mapping based on anonymised mobile network data, GPS information and satellite imagery. Together, these tools enable the impacts of proposed drone operations to be evaluated before flights take place, helping stakeholders compare alternative operating concepts and identify those with the lowest social and environmental footprint.”

The framework was demonstrated through two representative urban use cases in Madrid: parcel delivery and emergency medical deliveries between hospitals.

For parcel deliveries, the analysis compared different airspace structures and showed that operational choices involve trade-offs, says the JU. Grid-based flight networks, operating at higher altitudes, reduced the number of people exposed to higher noise levels, while at the same time increasing the number of people who could see drones because of their greater visibility. The study also demonstrated that factors such as the time of day, traffic density, flight altitude and the characteristics of affected populations significantly influence overall impacts, highlighting the importance of evidence-based planning.

The emergency medical delivery scenario confirmed the strong societal value of this application. Compared with road transport, drone deliveries between hospitals could save between 10 and 14 hours of travel time each day across the simulated operations, particularly during peak traffic periods. Because of the relatively low number of flights, impacts related to noise, visual pollution and privacy were found to be negligible in this use case.

The white paper concludes that robust impact assessment will be essential to achieving public acceptance and enabling the large-scale deployment of urban drone services. Rather than relying on assumptions, policymakers, municipalities, aviation authorities and U-space service providers need objective evidence to balance operational efficiency with environmental and societal considerations.

Looking ahead, the authors identify several priorities for future research, including validating performance indicators through citizen surveys, refining noise modelling and population mapping techniques, and strengthening the role of local and regional authorities in planning future urban air mobility networks. The project also highlights the importance of integrating drone operations with wider urban planning, transport, energy and data strategies to ensure that future services contribute positively to the quality of life in Europe’s cities.

The MUSE framework provides an important step towards achieving these ambitions by giving stakeholders the tools needed to design drone operations that are not only operationally effective, but also environmentally sustainable and socially responsible.

For more information

Read the white paper

SESAR Joint Undertaking | New white paper provides evidence-based framework for assessing societal impacts of urban drone operations

(Image: SESAR JU)

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