USE Network launch I UAV Works VALAQ l Cable harnesses l USVs insight l Xponential 2020 update l MARIN AUV l Suter Industries TOA 288 l Vitirover l AI systems l Vtrus ABI

34 Once UAV Works had arrived at the final structural design with the third prototype, there were three main test points to validate, Ortiz explains. The first was focused on the landing process that would allow the aircraft to cope with rough, gusty winds – an essential element of which is the landing gear’s ability to control its position automatically. The second was to make transitions to and from vertical and horizontal flight more efficient, as described above. The third was to demonstrate the robustness of the airframe, calculate its service life and determine when maintenance should be carried out on the few moving parts. Of these test points, those associated with achieving safe landings in all conditions were the most challenging, Ortiz says, adding that ensuring full control and operation of the gimbal and its integration into the system were also critical. He says there are many lessons to be learned when designing things from scratch, and highlights three of them. The first, he says, is to be prepared to crash. “When you are finding the limits of your platform, even if you try to have as much as you can under control, there will be events you have not thought about,” he says. “For example, we found that the system can reach 10 g for a few seconds and still be capable of landing in a gliding trajectory.” The second lesson is that investing in extra planning and preparation yields better test results. “Errors are minimised and solutions to identified problems are found sooner,” he explains. Lastly, he stresses, experiencing the limits – and sometimes overstepping them – is what makes the platform safe. The main changes to the vehicle that were made in the light of the flight test results, he says, involved optimising the motor arrangement and two algorithms – one that controls the transition process and one that detects the ground in the landing process. In terms of development work still to be done, Ortiz notes, the team needs to address some details of the auxiliary electronics and to make a final choice of data link system. They also want to perform some more flight endurance and maintenance tests. Manufacturing approach Much of the manufacturing process is carried out at UAV Works’ own facilities, in Valencia, including final assembly, some electronics assembly, composite fabrication, CNC machining and some flight testing. The facility consists of an electronics workshop, an enclosed CNC zone, workbenches dedicated to specific tasks, composite tooling, 3D printers and a general assembly area. Specialist tools include a CNC router and small soldering tools used to attach surface mount devices to printed circuit boards. None of the composite parts require an autoclave. In preparation for series manufacture, the company has implemented a detailed production plan with key performance indicators and a process control system, and is ready to apply for ISO certification. Most of the VALAQ’s development has been self-funded by business partners and principal inventors Ortiz and Puig, particularly through the construction and testing of the first three prototypes, which took about three years. In the past year, UAV Works was selected by Business Factory Aero (BFAero) for its acceleration programme. BFAero grew out of a civil UAV initiative from the regional government of Galicia, a June/July 2020 | Unmanned Systems Technology Next Vision’s Colibri 2 stabilised sensor turret, integrated into the VALAQ 120, packs IR and day TV cameras with a 40x zoom capability into a 180 g package This sequence of images has been combined to show the trajectory of a golf ball fire sensor substitute being deployed during trials as part of the Ethon project