Drones & robotics

The route a van can't fly.

A heavy-lift aircraft that carries up to 30 kg between two fixed points, out of sight of the operator. It flies a planned corridor on its own, sets a locked payload down to within 10 cm, and comes home on a safety case a regulator can sign.

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The problem

When the road is the problem.

Two of your sites sit forty minutes apart by road, and the thing that has to move between them weighs ten kilograms and cannot wait. A courier means a van, a driver, a shift and a fuel bill for a package that fits in a rucksack. The road does not care that the sample in the box has a four-hour clock on it. Ferries miss tides. Mountain passes close. A hospital that needs a unit of blood across town has nothing good between a taxi and a helicopter.

What that job wants is a small aircraft that flies the straight line, carries the load in a locked bay, and does it on a schedule nobody had to drive. Because it flies out of sight of the operator, it has to be trusted to see and avoid, hold its route, and put itself down safely if anything fails. That trust is a safety case, not a promise. The safety case is the real product here.

The aircraft at a glance

30 kg Payload in the locked bay

60 km Range at a light load

100 km/h Cruise on the corridor

+/- 10 cm Precision landing on a pad

SORA Flown on an approved safety case

Two ways to land it

Set the load down.

Imagery in production

Landing pad

A locked bay onto a pad

Where you can mark a spot, the aircraft lands and the 48 litre bay opens only to a code or the pad's own marker. Load cells weigh the cargo and check its balance before the motors will even arm, so a bad pack never leaves the ground.

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No pad

A winch where there is no room

On a rooftop or in a courtyard with nowhere to land, a tension-sensing winch lowers the load 30 m at 1 m/s. Snag the line and it cuts to a safe descent. Touch the ground and it releases on its own.

The system

Three jobs, one airframe.

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Lift and carry

The load rides sealed, weighed and tracked, never on an open hook.

The payload sits in a locked composite bay under the fuselage, or on a tension-sensing winch. Never on an open hook. Load cells read the mass and the centre of gravity before the aircraft will arm, so a badly packed or over-mass load is caught on the ground. Without that, a delivery drone is a toy with a strap. With it, a 30 kg case moves sealed and time-stamped, opens only to an authorised code, and holds a cold chain from +2 to +8 C for blood or vaccines. The same bay and winch fit every airframe in the range.

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Fly the route

Out of sight of the operator, on a schedule, every time.

The aircraft flies a planned corridor between two pads on its own, at about 100 km/h, out of sight of the operator. Command and control runs over a bonded 4G and 5G link with an independent RF fallback. It sees crewed traffic on ADS-B and broadcasts Remote ID the whole way. Without it, someone drives. With it, the same route is flown on a schedule, the operator monitors instead of pilots, and a lost link triggers a pre-agreed contingency rather than a lost aircraft. Range sizes to the load: about 60 km light, closer to 20 km at full mass.

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Come home safe

Recovery is built into the airframe, not bolted on.

An independent flight-termination monitor can fire a ballistic parachute built to ASTM F3322 if the aircraft loses control, on its own power. Terminal descent is a measured rate, not a hope. A normal delivery lands on a visual fiducial pad to within 10 cm. Without it, a failure over a road is a falling brick. With it, a motor-out or a dead flight computer ends in a controlled descent. This is the part that actually gets a route approved.

Solution-optimised products

Configured for the corridor.

Every line item is picked and integrated for heavy-lift flight between two fixed sites.

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Airframe

Heavy-lift VTOL airframe

30 kg class

Lift-plus-cruise VTOL in a carbon airframe, rated IP55. Redundant motors carry a full motor-out margin, and a ballistic parachute is built in to ASTM F3322.

Request datasheet

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Payload

Locked payload bay

48 L, tamper-evident

An under-fuselage composite bay with a mechanical latch. Load cells read mass and centre of gravity, and it opens only to a code or the pad marker.

Request datasheet

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Payload

Tension-sensing winch

30 m lower

A controlled tether for sites with no landing pad. It lowers at 1 m/s under load, cuts to a safe descent on a snag, and releases on its own at ground contact.

Request datasheet

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Payload

Cold-chain insert

+2 to +8 C

A powered, temperature-controlled bay insert. It logs the temperature to the delivery record every ten seconds and holds through a battery swap on phase-change.

Request datasheet

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Ground

Precision-landing pad

+/- 10 cm

An RTK base and a visual fiducial pad for landings that repeat to the centimetre. It is portable and sets up on a rooftop or in a courtyard.

Request datasheet

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Software

CalyOS Embedded flight stack

Onboard

Corridor planning, RTK waypoint flight, geofencing, contingency management, load and temperature logging, and delivery export. All of it runs on the aircraft.

Request datasheet

What is included

Ready to fly.

You do not get a kit and a wish. It arrives configured to your two pads and tested against your route.

The aircraft

Configured and bench-tested

Airframe, bay or winch and parachute, built for your payload and your two pads, tested before it ships.

The paperwork

Safety-case evidence pack

Airworthiness and recovery test data mapped to every claim, ready for your SORA and your authorisation.

The ground kit

Everything to run a corridor

RTK base, fiducial pad and a ruggedised controller to launch a flight and bring it home.

The software

CalyOS flight stack, loaded

Corridor planning, contingency logic and the delivery record, all running on the aircraft.

Questions

Asked and answered.

Can it really fly beyond visual line of sight?

Yes, and that is the whole point. The aircraft flies a planned corridor on its own while the operator monitors. It sees crewed traffic on ADS-B, broadcasts Remote ID, and treats a lost link as a pre-agreed contingency, not an emergency.

What happens if a motor or the flight computer fails?

An independent termination monitor fires a ballistic parachute built to ASTM F3322, on its own power. A failure ends in a controlled descent at a measured rate, not a brick falling over a road.

How do you get a route approved?

With evidence. Every airframe and recovery claim is backed by test data in a safety-case pack you can put in front of a regulator for your SORA. Approval comes from proof, not a promise.

Can it carry blood or vaccines?

Yes. The cold-chain insert holds +2 to +8 C, logs the temperature to the delivery record every ten seconds, and rides through a battery swap on phase-change.

What if there is nowhere to land?

Use the winch. It lowers the load 30 m at 1 m/s, cuts to a safe descent if the line snags, and releases on its own when the load touches down. No pad required.

“We will not fly a route we cannot prove. Every corridor leaves the ground on evidence a regulator has signed, because a delivery aircraft earns trust in test data, not in a brochure.”

The Calyraen flight-safety principle

Ready when you are

Fly the corridor.

Tell us about your two sites and the load that moves between them. Our engineers will scope the airframe, the payload and the safety case with you.

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Payload & bay

Load

The load is the reason the aircraft exists, so it does not hang off a hook and hope. It rides in a sealed bay or on a controlled winch, its weight checked before the motors spin, and its temperature held and logged the whole way.

Under the fuselage

Carried, not hooked

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The bay

Locked, sealed and weighed

The payload rides in a locked composite bay under the fuselage, not strapped to an open hook. The bay takes a case up to 30 x 30 x 40 cm and 30 kg, closes on a mechanical latch with a tamper-evident seal, and only opens to an authorised code or a fiducial at the landing pad. Load cells read the weight and the centre of gravity before the aircraft will arm, so an over-mass or badly packed load is caught on the ground, not in the air. The bay is drained and IP55 sealed, so rain on the pad is not a problem.

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The winch

Lowered where there is no pad

For a courtyard, a ship deck or a field with no clear pad, a controlled winch lowers the load up to 30 m on a tension-sensing tether while the aircraft holds an RTK-fixed hover. The winch reads line tension and cuts to a controlled descent if the load snags, and releases automatically when weight comes off the hook on the ground. Descent is 1 m/s under load, so a box reaches the ground without the aircraft ever leaving a safe height. The hook is a passive carabiner a person on the ground can clear in seconds.

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Cold chain

Held between +2 and +8 C

A powered insert holds the bay between +2 and +8 C for blood, vaccines and tissue, or ambient for spares and documents. The insert runs off the airframe bus, logs bay temperature every ten seconds against the flight clock, and writes it to the delivery record so a cold-chain breach is visible before the box is opened. Phase-change packs hold the set point through a battery swap on the pad. A separate ambient liner carries anything that does not need a temperature at all.

The bay in numbers

30 kg Maximum payload

48 L Sealed bay volume

30 m Winch lower length

+2 to +8 C Cold-chain option

Chain of custody

Sealed

From pad to pad

Sealed

A courier is a person you trust with a box. The aircraft is a box you can prove nobody opened. Every leg records who loaded it, what it weighed, what temperature it held and whether the seal was ever broken, and that record travels with the load.

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Tamper-evident seal

The latch takes a numbered seal and the bay only opens to an authorised code at the pad.

Mass and CG check

Load cells confirm weight and balance before the aircraft will arm, so a bad load never launches.

Temperature logged

Bay temperature is written to the delivery record every ten seconds against the flight clock.

Loaded without tools

The case drops in and the latch closes by hand, so a non-technical person on either pad can turn it round.

Specify it with us

Specify the bay

Tell us what moves, how heavy it is and whether it needs a temperature. We will size the bay, the winch and the airframe to it.

Talk to engineering OEM & ODM

Routes & BVLOS

Route

Beyond visual line of sight is not a mode you toggle. It is a planned corridor, a link that does not quietly die, and an aircraft that already knows what to do when it hears nothing. That is what turns a demo into a scheduled service.

Under the hood

Beyond line of sight

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Route planning

A corridor, not a joystick

You draw a corridor between two pads on a map and the flight stack turns it into a flyable route: cruise altitude, climb and descent points, and the buffers the safety case requires around people and other airspace. Terrain and obstacle data trim the route to safe clearances, and the plan is checked against a live airspace feed and any temporary restrictions before it will upload. The same corridor is flown every time, so the ground risk is known and repeatable rather than improvised on the day.

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Command link

Two carriers and an RF fallback

Command and control runs over a bonded 4G and 5G link with an independent RF fallback, so losing one carrier does not lose the aircraft. Telemetry, position and bay state come back once a second and the link is AES-256 encrypted end to end. If both paths drop, the aircraft does not wander: it holds, then flies a pre-agreed contingency route to a safe point, all defined before launch and enforced by the flight computer rather than left to a pilot who cannot see it.

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Detect and avoid

Seen, and giving way

The aircraft carries ADS-B in and a Remote ID broadcast to ASTM F3411, so crewed traffic and other drones are seen and the aircraft is visible to anyone watching the airspace. Geofences and no-fly volumes are hard limits in the flight stack, not advisories. Where the safety case calls for it, a ground-based or on-board detect-and-avoid layer adds a right-of-way response, so the aircraft gives way to traffic rather than relying on an operator who is nowhere near it.

One delivery

Mission

Plan the corridor

Survey the two pads, draw the route, and agree the buffers and contingency points the safety case needs.
Ground and airspace check

Pre-flight the airframe, confirm mass and centre of gravity from the load cells, and clear the corridor against a live airspace feed before arming.
Launch and cruise

Vertical launch from the pad, transition to wing-borne cruise at about 100 km/h, flying the corridor with the operator monitoring, not piloting.
Deliver

Precision land on the fiducial pad or lower on the winch, release the load, confirm the drop, and take on a return payload if there is one.
Return and log

Fly the return corridor, land, and export the flight, the bay temperature and the delivery record to the file.

Engineering questions

Range and links

How far can it actually fly?

Range trades against payload. At a light 10 kg load the planner sizes to about 60 km one way; at the full 30 kg it is closer to 20 km. It never launches on a leg it cannot finish with a fuel or energy reserve held back.

What happens if it loses signal?

Nothing sudden. On link loss the aircraft holds, then flies a contingency route to a pre-agreed safe point or returns home, all defined before launch. It never continues blindly to the delivery on a lost link.

Can it run more than one route?

Yes. Corridors are saved and reused, so one aircraft can serve several site pairs on a schedule, and a second airframe covers a leg while the first is on charge.

Specify it with us

Plan a corridor

Send us your two pads and what has to move between them. We will model the route, the range at your load and the buffers it needs.

Talk to engineering See all solutions

Why it flies

Evidence

Flying a cargo aircraft out of sight of its operator is not a feature you switch on. A regulator lets you do it because you have shown, on paper and in the air, that the ground risk and the air risk are handled: what the aircraft weighs, where it falls if a motor quits, how it avoids other traffic, and how it comes down without hurting anyone. That evidence is a Specific Operations Risk Assessment, and it is the thing that actually gets a route approved. We build the aircraft to close each of those risks with a mechanism you can point to, and we hand you the evidence pack that maps every claim to a test. The airframe is designed around the safety case, not fitted with it afterwards.

Assessed against

Standards

Real frameworks, not a marketing badge.

Recovery

ASTM F3322

The ballistic parachute and its trigger logic are built and tested to ASTM F3322, the standard for small-UAS parachute systems, so the terminal descent rate is a measured figure.

Identity

ASTM F3411

Remote ID broadcasts the aircraft's position and identity to F3411 so it is visible to authorities and other airspace users throughout the flight.

Operations

JARUS SORA

The operation is assessed to the JARUS SORA methodology used by EASA Specific and equivalent frameworks, with each risk mitigated to the robustness the corridor requires.

The difference

Recovery

CalyraenThe usual

If a motor fails Autonomous parachute, measured descent rate Uncontrolled fall or a manual pull

If the link drops Holds, then flies an agreed contingency route Continues blind or is lost

Where it lands Fiducial pad to +/- 10 cm, or winch lower Best-effort GPS to a few metres

Other traffic ADS-B in and Remote ID, right-of-way response Nothing seen beyond line of sight

The paperwork Evidence pack mapping every claim to a test A datasheet and good intentions

Engineering questions

Termination and approval

Do you help us get the approval?

Yes. We hand over the airworthiness and recovery test evidence for the airframe, and support your SORA and operational authorisation for the specific corridor and profile you fly.

What triggers the parachute?

An independent flight-termination monitor watches for loss of control and can fire the parachute autonomously or on a manual command. It runs on its own power, so it works even if the main flight computer is dead.

“We could not get the medical route signed off with a hook-and-hope drone. The parachute test data and the SORA pack were what actually moved the regulator.”

Operations director, a regional health service

Resources

Files

The documents a buyer, an integrator and a safety manager each need to say yes. Read the brief, hand the safety case to whoever owns the airspace, and see the aircraft in a job like yours.

The pack

Read before you buy

Briefs, the safety case, and real deployments. Open one for what is inside.

Brief

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Solution brief

The one-page case for the aircraft.

2 pages For decision makers

White paper

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BVLOS safety-case white paper

The evidence behind the approval.

18 pages For safety and airspace

White paper

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Payload and pad integration guide

For your own engineers.

16 pages For integrators

Use case

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Medical resupply

Blood and samples across a city.

Payloadcold chain Roleon-demand

Use case

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Site-to-site spares

A part before the line stops.

Payloadambient Rolescheduled and urgent

Use case

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Island and offshore

When the ferry does not run.

Payloadwinch Roleno landing pad

Request the files

Sent on request against the corridor and payload you describe.

Transport drone datasheet Datasheet PDF, on request BVLOS safety-case white paper White paper PDF, on request Payload and pad integration guide Integration PDF, on request

How the pack is supplied

6 Documents and cases

1 Safety-case evidence pack

1 CalyOS flight stack, onboard

10 yr Spares and signed images

Specify it with us

Send us your two pads, your payload and the framework you fly under. We will come back with a corridor, a range and a safety-case plan.

Talk to engineering OEM & ODM

The route a van can't fly.

When the road is the problem.

The aircraft at a glance

A locked bay onto a pad

A winch where there is no room

Lift and carry

Fly the route

Come home safe

Heavy-lift VTOL airframe

Locked payload bay

Tension-sensing winch

Cold-chain insert

Precision-landing pad

CalyOS Embedded flight stack

Configured and bench-tested

Safety-case evidence pack

Everything to run a corridor

CalyOS flight stack, loaded

Fly the corridor.

Load

Locked, sealed and weighed

Lowered where there is no pad

Held between +2 and +8 C

Sealed

Tamper-evident seal

Mass and CG check

Temperature logged

Loaded without tools

Specify the bay

Route

A corridor, not a joystick

Two carriers and an RF fallback

Seen, and giving way

Plan the corridor

Ground and airspace check

Launch and cruise

Deliver

Return and log

Plan a corridor

Evidence

ASTM F3322

ASTM F3411

JARUS SORA

Files

Solution brief

BVLOS safety-case white paper

Payload and pad integration guide

Medical resupply

Site-to-site spares

Island and offshore

How the pack is supplied

Specify it with us