Uncrewed Systems Technology 047 l Aergility ATLIS l AI focus l Clevon 1 UGV l Geospatial insight l Intergeo 2022 report l AUSA 2022 report I Infinity fuel cell l BeeX A.IKANBILIS l Propellers focus I Phoenix Wings Orca

HiTEC COMMERCIAL SOLUTIONS SERVO ACTUATORS FOR UNMANNED SYSTEMS SERIES FEATURES 9.0 ~ 15.0V 18.0 ~ 32.0V WIDE OPERATING VOLTAGES IP68* WATERPROOF CASE RATING Circular / Gland Cable TWO CONNECTOR OPTIONS *SG10BL Excluded SG SERIES Case Size: Product: 50mm SG50BL 33mm SG33BLT 15mm SG158L 10mm SG10BL ISO 900 1:2015 1400 1:2015 CERTIFIED CE UK CA RoHS COMPLIANT (EU 2015/863) ARDUPILOT OFFICIAL PARTNER MULTIPLE COMMAND PROTOCOLS AVALIABLE: DroneCAN CAN 2.0A/B Hitec Commercial Solutions proudly combines decades of aviation experience and in-house engineering talent, with formidable manufacturing, distribution, and support capabilities. Our talented team of professionals research, design and develop the latest in servo actuators and commercial drone technologies, and bring it all to life in our United States, South Korea, and Philippines manufacturing and testing offices. North America Sales & Support San Diego, California | (858) 737-9220 | www.hiteccs.com DroneCAN & CAN 2.0 A/B Parameters List infrastructure for such vehicles and crews is often rendered unsafe by disasters. A UAS could therefore perform such tasks with greater safety and hence lower expected human, mechanical and financial costs. For similar reasons, military missions – especially resupplying forward operating bases – are also seen as key, particularly since any ground or air vehicles with crew on board must have upgraded armour, the cost of which is so prohibitive that frontline soldiers in Afghanistan and Iraq for instance eventually stopped receiving mail from home owing to the huge expense of delivery. By contrast, commercial logistics in North America and Europe are not seen as near-term key markets because of tight airspace regulations and well- established road and rail freight networks. Such networks do not yet exist in much of Africa, however, and will probably never exist in island nations such as Indonesia or the Philippines, making the ATLIS a valuable potential proposition for commercial organisations there. Inside the ATLIS Between the six vertically disposed rotors, two landing struts and a single microturbine engine and variable-pitch propeller (VPP) is Embention’s Veronte 4X flight controller, in the ceiling above the cargo bay, in front of the wing but behind the firewall. “The 4X autopilot has three redundant flight controllers, each with two GNSS inputs, so we have two antennas per flight controller, and the pairs are mounted as far apart as possible from each other, in front of and behind the wing, away from potential interference from the rotors,” Yonge says. “That ensures each flight controller gets an independent reading of true heading, using GNSS and not just our magnetometer. And six motor controllers – one per motor – are integrated in the ceiling behind the wings, roughly co- located with the antennas.” The wings are ‘wet’, in that fuel runs inside them from fuel connectors on the fuselage. These feed into a main belly tank near the landing struts, then goes to the engine. Behind the belly tank are the batteries, and between the tank and the firewall is a radar altimeter for automatic take-off, landing and safety-critical height measurements. Also, a video camera is installed atop the tail to give a pilot’s perspective of the UAV, for further real-time flight safety (autonomously through computer vision, and remotely piloted). The avionics also incorporate a terrestrial transceiver and a satellite transceiver for ensuring consistent real-time telemetry; this is mounted in the ceiling forward of the wing. Elsewhere in the hull are the magnetometer (from Honeywell) and an ADS-B transponder. Aergility ATLIS | Dossier