Forget driverless cars. One company wants autonomous helicopters to
spray crops and fight fires
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[November 19, 2024] By
MICHAEL CASEY
HENNIKER, N.H. (AP) — When Hector Xu was learning to fly a helicopter in
college, he recalled having a few “nasty experiences” while trying to
navigate at night.
The heart-stopping flights led to his research of unmanned aircraft
systems while getting his doctorate degree in aerospace engineering at
Massachusetts Institute of Technology. Then, he formed Rotor
Technologies in 2021 to develop unmanned helicopters.
Rotor has built two autonomous Sprayhawks and aims to have as many as 20
ready for market next year. The company also is developing helicopters
that would carry cargo in disaster zones and to offshore oil rigs. The
helicopter could also be used to fight wildfires.
For now, Rotor is focused on the agriculture sector, which has embraced
automation with drones but sees unmanned helicopters as a better way to
spray larger areas with pesticides and fertilizers.
On Wednesday, Rotor plans to conduct a public flight test with its
Sprayhawk at an agriculture aviation trade show in Texas.
“People would call us up and say, ‘hey, I want to use this for crop
dusting, can I?’ We’d say, OK maybe,” Xu said, adding that they got
enough calls to realize it was a huge untapped market. The Associated
Press reporters were the first people outside the company to witness a
test flight of the Sprayhawk. It hovered, flew forward and sprayed the
tarmac before landing.
Rotor's nearly $1 million Sprayhawk helicopter is a Robinson R44, but
the four seats have been replaced with flight computers and
communications systems allowing it be operated remotely. It has five
cameras as well as laser-sensing technology and a radar altimeter that
make terrain reading more accurate along with GPS and motion sensers.
At the company's hangar in Nashua, New Hampshire, Xu said this
technology means there is better visibility of terrain at night.
One of the big draws of automation in agriculture aviation is safety.
Because crop dusters fly at around 150 miles an hour and only about 10
feet off the ground, there are dozens of accidents each year when planes
collide with powerlines, cell towers and other planes. Older, poorly
maintained planes and pilot fatigue contribute to accidents.
A 2014 report from the National Transportation Safety Board found there
were more than 800 agriculture operation accidents between 2001 and 2010
including 81 that were fatal. A separate report from the National
Agriculture Aviation Association found nearly 640 accidents from 2014
until this month with 109 fatalities.
“It is a very, very dangerous, profession and there are multiple
fatalities every year,” said Dan Martin, a research engineer with the
U.S. Department of Agriculture's Agriculture Research Service. “They
make all their money in those short few months so sometimes it may mean
that they fly 10 to 12 hours a day or more.”
Job hazards also include exposure to chemicals.
In recent years, safety concerns and the cheaper cost has led to a
proliferation of drones flying above farmers' fields, Martin said,
adding that some 10,000 will likely be sold this year alone.
But the size of the drones and their limited battery power means they
only can cover a fraction of the area of a plane and helicopters. That
is providing an opening for companies building bigger unmanned aircraft
like Rotor and another company Pyka.
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Joao Magioni, Chief Flight Officer of Rotor Technologies, flies a
simulated unmanned semi-autonomous helicopter from the company's
remote operations center, Monday, Nov. 11, 2024, in Nashua, N.H. The
interface can also be used as a ground control station for real-time
flight operations. (AP Photo/Charles Krupa)
The California-based Pyka announced
in August that it had sold its first autonomous electric aircraft
for crop protection to a customer in the United States. Pyka's
Pelican Spray, a fixed-wing aircraft, received FAA approval last
year to fly commercially for crop protection. The company also sold
its Pelican Spray to Dole for use in Honduras and to the Brazilian
company, SLC Agrícola.
Lukas Koch, chief technology officer at Heinen Brothers Agra
Services, the company which bought the Pelican Spray in August, has
called unmanned aircraft part of a coming “revolution," that will
save farmers money and improve safety.
The Kansas-based company operates out of airports from Texas to
Illinois. Koch doesn't envision the unmanned aircraft replacing all
the the company's dozens of pilots but rather taking over the
riskiest jobs.
“The biggest draw is taking the pilot out of the aircraft inside of
those most dangerous situations,” Koch said. “There’s still fields
that are surrounded by trees on all borders, or you’ve got big,
large power lines or other just dangers, wind turbines, things like
that. It can be tough to fly around.”
But Koch acknowledges autonomous aviation systems could introduce
new dangers to an already chaotic airspace — though that is less of
a concern in rural areas with plenty of open space and fewer people.
“Putting more systems into the air that don’t have a pilot inside
could introduce new dangers to our current existing pilots and make
their life even more dangerous," he said. “If you’ve got this full
size helicopter flying beyond the line of sight, how is it going to
react when it sees you? What is it going to do? ... That's a giant
question mark, one that we take very seriously.”
Companies like Rotor have incorporated built-in in contingencies
should something go wrong — its helicopter features a half-dozen
communications systems and, for now, a remote pilot in control.
If the ground team loses contact with the helicopter, Rotor has a
system which Xu referred to as a big, red button that ensures the
engine can be shut off and the helicopter perform a controlled
landing. “That means that we’ll never have an aircraft fly away
event," he said.
The safety measures will go a long way to helping the company
receive what it expects will be FAA regulatory approval to fly its
helicopters commercially. Once they have that, the challenge, as Xu
sees it, will be scaling up to meet the demand in the United States
but also Brazil which has a huge agriculture market but more relaxed
regulatory environment.
“I think 2025 will be production hell as Elon Musk calls it,” Xu
said. “It’s kind of the difference between building a couple to
building tens and hundreds at scale ... These are no longer just
like bespoke Rolls-Royces. You want to be stamping these out like
you would production automobiles."
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