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Human-powered aerospace innovation
As technological innovation continues to advance at breakneck speeds, it’s more important now than ever before for engineers to understand and embrace their value as the true architects of our future.
As it relates to aerospace innovation, artificial intelligence can now generate aerodynamic models, predict structural fatigue and optimize supply chains faster than any one team of engineers working around the clock. In Canada’s aerospace sector, which has long been defined by human ingenuity and meticulous craftsmanship, that reality poses what is considered by many to be an uncomfortable (and mostly unexplored) question - what happens when the engineer is no longer the primary designer?
As machine learning begins to shape the design of fuselages, flight control systems, and even direct with respect to certification pathways, engineers everywhere are being forced to confront not just what AI can do, but what it should do. In light of this, another question looms – is AI enhancing the capabilities of today’s engineer, or slowly eroding the creative and ethical judgment that has kept aerospace both safe and extraordinary for years?
It’s important to note that AI isn’t inherently a problem. In fact, it’s already serving to solve some of the biggest engineering challenges the industry faces. Predictive analytics are improving engine reliability. Generative design is uncovering lighter, stronger geometries. Virtual twins are transforming how we test, build and maintain complex systems. Yet beneath the innovation lurks a potential shift in identity. If not managed and leveraged properly, AI could render the role of the engineer to that of data interpreter rather than the creator of design. For a field that thrives on precision, imagination and accountability, this is a shift that could lead to profound cultural change.
The benefits of AI-powered technologies are clear. However, to truly lead in the digital age, innovators across the country will need more than just algorithms, and will in fact require a redefined vision of what human-centred engineering looks like. As AI capabilities accelerate, the future of aerospace innovation will depend not on how much we automate, but on what we choose to own as human-engineered. Afterall, technology may be able to help us build aircraft that fly higher and faster, but human judgment remains the true catalyst of innovation. |DE
SEAN TARRY Editor starry@annexbusinessmedia.com
Editorial Board
DR. MARY WELLS, P.ENG Dean, Faculty of Engineering, University of Waterloo
KEVIN BAILEY CEO, Design 1st
MASSIMILIANO MORUZZI CEO, Xaba
JAYSON
MYERS CEO, NGen Canada
NOVEMBER/DECEMBER 2025
Volume 70, No.5 design-engineering.com
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AEROSPACE
VOLATUS AEROSPACE AND VOLTAXPLORE SIGN LOI FOR CANADIAN-MADE BATTERY SUPPLY TO POWER NEXT-GEN DRONES
Volatus Aerospace recently signed a letter of intent (LOI) with VoltaXplore, a subsidiary of NanoXplore Inc., to supply high-performance, Canadian-made lithium-ion battery cells for its next-generation unmanned aerial vehicles (UAVs). The partnership serves to secure a domestic battery supply chain and supports Volatus’ expansion in civil, defence and Arctic surveillance markets.
VoltaXplore will allocate production capacity from its 1 MWh Montréal facility to provide silicon-dominant battery cells engineered for enhanced endurance, faster charging and superior cold-weather performance – qualities that are critical for UAV operations in harsh environments. It’s a move that strengthens Canadian manufacturing, reduces reliance on foreign energy storage technologies and aligns with federal initiatives promoting domestic capabilities in aerospace and critical minerals.
The collaboration also marks VoltaXplore’s strategic entry into the aerospace sector, diversifying its footprint beyond electric mobility and stationary storage. For Volatus, integrating VoltaXplore’s graphene-enhanced lithium-ion cells positions its UAV platforms for better performance and supply chain resilience. And according to Glen Lynch, CEO of Volatus Aerospace, it’s a collaboration that should also serve to boost Canadian aerospace as a whole.
“Volatus is proud to partner with VoltaXplore to secure a 100 per cent Canadian supply of next-generation batteries for our UAV platforms,” he says. “Incorporating VoltaXplore’s
silicon-dominant cells will give our drones greater endurance, faster charging and reliable performance in even the most extreme environments, from summer heat to the cold Arctic tundra. Just as importantly, this partnership ensures the entire value chain, from advanced materials to finished aircraft, remains in Canada, building domestic aerospace capacity and strengthening our defence industrial base.”
Initial battery deliveries will begin from Montréal, with future scaling aligned to Volatus’ UAV development roadmap, signalling significant opportunities in aerospace electrification, advanced materials and supply chain development across Canada.
ARCFIELD CANADA APPOINTS LUC SABOURIN AS VP OF CANADIAN OPERATIONS
Arcfield Canada has named industry veteran Luc Sabourin Vice-President of Canadian Operations at the company. With more than 30 years of experience working within the aerospace and defence sectors, Sabourin brings a great deal of leadership qualities to his role in which he will oversee business operations and strategic growth. His appointment strengthens Arcfield’s mission sustainment capabilities, supports Canadian defence programs
and positions the company for expanded industry collaboration and operational success.
MAGELLAN AEROSPACE SECURES LONG-TERM CONTRACTS WITH PRATT & WHITNEY CANADA
Magellan Aerospace recently signed long-term agreements with Pratt & Whitney Canada, combining contract extensions and new manufacturing awards. Under the agreements, complex machined components will be produced at Magellan’s Tumkur, India facility through 2034. To support the expanded scope, a new advanced machining cell will be added.
These agreements reinforce Magellan’s role as a key supplier of high-precision aerospace components, showcasing its engineering expertise while strengthening international collaboration and advancing next-generation propulsion manufacturing capabilities for future programs. |DE
Volatus Aerospace and VoltaXplore partnership ensures Canadian aerospace value chain remains in the country.
Luc Sabourin
ENGINEERING THE FUTURE OF INNOVATION
Celebrating 70 years of Canadian engineering achievements, while looking ahead to breakthroughs not yet realized. BY SEAN TARRY
As Design Engineering celebrates 70 years of chronicling Canadian engineering ingenuity, it’s clear that the profession’s next chapter is already being written. In the coming decade, the role of design engineers will only grow more central as industries tackle unprecedented complexity, from electrification and automation to sustainability and space. Where mechanical systems once operated in isolation, today’s machines are becoming increasingly intelligent, connected and adaptive. That shift demands a new kind of engineering fluency - one that spans disciplines and embraces digital tools not just for modeling, but for lifecycle integration, simulation, verification and data-driven enhancements. Going forward, design engineers will be the architects of convergence. Whether it’s building more efficient energy systems, enabling new forms of mobility or automating precision tasks in advanced manufacturing, the core challenge remains the same: turn vision into viable, testable, scalable reality. To achieve this, the tools may evolve, but the mindset - analytical, iterative, inventive - endures.
The near future is also set for the promise of generative design, AI-assisted development and virtual
Engineering innovation.
COVERS: TODAY AND BEYOND
prototyping to be seen through to fruition. And for Canadian design engineers, OEMs and machine builders, the opportunity lies not just in keeping pace, but in leading.
Further, ss global industries pivot toward digital transformation and carbon neutrality, Canada’s engineering community is uniquely positioned to innovate responsibly, blending technological advancement with environmental stewardship. And collaboration between academia, startups and
established manufacturers will continue driving breakthroughs in materials science, automation and smart infrastructure, ensuring Canada remains a world-class hub for engineering excellence and sustainable innovation.
With that in mind, the future will not simply be discovered - it will be engineered. It will be designed. And if 70 years of Design Engineering magazine is any guide, Canada’s design engineers will be at the heart of it all. |DE
From robotics and artifical intelligence to electrification, Design Engineering has it covered.
Three alternative MCAD programs
Exploring design software options.
BY RALPH GRABOWSKI
Solidworks and Inventor receive a lot of attention, and so we tend to forget the surprising number of other MCAD programs that exist. They are not fly-bynighters - many have been around for more than 20 years. And they have amassed sufficient customer bases to stay in business.
Which begs the question: would anyone want to switch to an MCAD program with a smaller market share? Well, users of big-name MCAD programs might be tired of vendor policies like restrictive licensing, the force-feeding of AI and subscriptions, the enabling of data snooping and a lack of specific functions. Another reason, however, could be political: some users simply don’t want their software made by a giant software vendor.
Whatever the reason, should you switch your MCAD? Well, maybe. Here’s my advice: give the alternatives a try when your current software dissatisfies you. And follow a methodical process like this one:
1. Use a spare computer to download and install demo versions.
2. Look at the user interface to see if it pleases or irritates you.
3. Import a variety of your drawings and models to ensure whether or not they translate accurately into the new MCAD programs.
4. Scan through the documentation for new functions that might help you.
5. Note whether the new programs integrate into your firm’s workflow, with other software, with hardware like printers and CNC machines and with your clients.
6. Compare the pricing over a ten-year period.
It’s doubtful your customizations will transfer over, but equivalent third-party add-ons might be available. Should you decide to switch over, keep a couple of licenses of the prior software for data access and ‘just-in-case’ purposes. Having said that, without further ado,
Editing part in a FreeCAD assembly.
here are three MCAD programs with smaller market shares and how they differ. All prices in US$.
Alibre - Design Expert 28
Alibre launched in 1997 and is notable as the first CAD program to run over the Internet. Today, Alibre sells 3D mechanical CAD in three editions. Even the lowest-cost edition handles parametrics, assemblies and threads. You need the more expensive editions, however, to have access to functions like
Booleans, shading, BOMs, sheet metal and versioning:
• Atom3D ($199) -- basic 3D modeling, sketches, assemblies.
• Design Pro ($999) -- adds advanced 3D modeling, assemblies and 2D drafting.
• Design Expert ($1,999) -- adds direct modeling, constraints, data management and photorealistic rendering. As a benefit rare in our industry, licenses are permanent and can be moved between computers.
Photos courtesy of Alibre and FreeCAD.
Alibre Design Expert showing it user interface.
Design Expert is a rare program that repeats commands automatically, until ‘Esc’ is pressed. This is a handy feature for instances that require the adding of multiple holes to models. Each time a part is customized and inserted from the library, users are prompted to save it. While this is an interruption to workflow, it’s a good way to build up a library of frequently used parts. After starting certain commands, however, there is a noticeable delay.
Alibre uses a proprietary PKG file that packages its AD_PRT parts, AD_ASM assemblies and other data for each model. All editions import and export several standard formats, like STEP, SAT and 3D PDF, as well as two proprietary formats - DWG and Solidworks. Higher editions import more proprietary formats, like Inventor and Creo, but do not export them. The geometric kernel is ACIS, and the scripting engine uses Python.
Design Expert runs on 64-bit Windows and is updated two to three times a year. Documentation is online and has links to useful video tutorials. Purchase direct from Alibre, or else from dealers in many countries, but not Canada.
FreeCAD Team – FreeCAD
FreeCAD is 3D mechanical CAD that’s free to use, with donations suggested. It handles parametrics, assemblies, NURBS and recently added 3D BIM for architects. Among the 3D design work it doesn’t do is 3D meshes. Don’t confuse it for LibreCAD, which is a free 2D-only drafting package.
Initially, some might find FreeCAD frustrating to use. It’s different and uses installable extensions called workbenches. For instance, users need to install the TechDraw Workbench to generate 2D drawings from 3D models. Some of the workbenches are from FreeCAD Team officially, the rest by third parties.
FreeCAD has its own format, too: FCStd - a container file that contains other files. It imports and exports standard formats like STEP, IGES and IFC, as well as CNC ones, like g-code, but handles very few proprietary formats. The geometric kernel comes from OpenCASCADE. And the scripting language is based on Python.
FreeCAD has been written by volunteers since 2002. It runs on 64-bit Windows, MacOS (Intel or ARM) and Linux; without registration required. Documentation is available online, or downloadable as PDF and ePUB documents. It includes a tutorial on migrating from Fusion 360 to FreeCAD.
IronCAD LLC - IronCAD 2025
IronCAD’s predecessor, Trispectives, made CAD history in 1995 by inventing drag and drop modeling, the interactive 3D cursor and real-time rendering while modeling. Today, all MCAD programs do that. But at the time, Trispectives seemed to fail for being too advanced. Autodesk bought some technology (which emerged as dynamic blocks), and the remainder became IronCAD.
Licensing is by subscription per year:
• IronCAD Inovate ($1,335) -- 2D and 3D design with collaboration.
• IronCAD Draft ($650) -- 2D detailing with 3D collaboration.
• IronCAD Compose (free) – Viewer.
• Synergy ($1,000) – Collaboration.
Today, modeling in IronCAD is still based on drag and drop. For instance, to create a box, users drag the Extrude (3D box) component into the “scene” and drag additional components onto it, such as Cut Cylinder (hole). Then they can be modified interactively using handles.
The 3D modeling environment within IronCAD is called a “scene.” The 2D drafting component comes from CAXA, the Chinese firm that now owns IronCAD. The program provides the full complement, handling 2D sketching, sheet metal, surfaces, annotations, piping and motion mechanics.
IronCAD uses its own IC file format. It imports standard formats like STEP and STL, as well as proprietary formats, such as Solid Edge and NX. It exports parts (not assemblies) in standard formats, but only two proprietary formats - Catia and Revit. And it’s unique in running both major geometric kernels - Dassault Systemes’s ACIS and Siemens’s Parasolids. This helps it import models from other MCAD systems that employ either of the kernels.
IronCAD runs on 64-bit Windows and is updated three times a year. Documentation is online and offers hundreds of tutorial videos. For writing add-ons, IronCAD has its own IC API. Purchase from dealers, including in Canada.
Switch, or not?
It’s likely that not many of you will switch to another MCAD program, mainly because your systems are tightly integrated inside and outside your firm. There may, however, be circumstances that cause you to reconsider. If so, remember the primary concern when making this decision will be compatibility with your drawings, office processes and clients. |DE
Interactively modifying a hole in IronCAD.
Using the TriBall cursor to adjust a part in an IronCAD assembly.
CAVORITE X7 TAKES FLIGHT
The engineering behind Horizon Aircraft’s hybrid eVTOL ascent.
BY SEAN TARRY
It’s one thing to imagine an electric aircraft that can take off vertically and cruise like a jet. It’s quite another to build one. And Horizon Aircraft isn’t just imagining things - it’s designing, iterating and testing its way to a hybrid-electric VTOL (eVTOL) aircraft that breaks from the status quo. Founded by Brandon Robinson, a former CF-18 fighter pilot with a background in mechanical engineering and business, Horizon’s origin story is steeped in operational realism, technical discipline and a refusal to follow the trends.
Robinson didn’t come to the eVTOL space with grand visions of futuristic air taxis. He arrived with nearly two decades of military aviation experience and a hard-earned skepticism for flashy concepts not grounded in real-world performance. As he tells it, Horizon’s journey began when he and his father - a seasoned aviator and aerospace entrepreneur - looked past the headlines around all-electric VTOLs and saw a
glaring gap between the promises being made and what was technically feasible.
“We saw all these companies carrying 2,000 to 3,000 pounds of lithium-ion batteries and calling it the future,” Robinson explains. “But when you layer on operational considerations, flight experience and physics, the math just doesn’t work.”
Instead of chasing “if-you-build-itthey-will-come” solutions, Horizon focused on something deceptively simple: the end user. As a result, the company’s guiding question became, “What does the operator actually need this aircraft to do?” That mindset led Horizon to prioritize speed, range, cost efficiency, durability and safety - not just raw innovation. The result was a bold choice, especially in 2017, to build a hybrid-electric VTOL aircraft that combined vertical takeoff capability with jet-like cruise performance, but without the extreme energy demands of an all-electric platform.
Engineering philosophy: iterate, don’t obsess
For engineering and design teams, Horizon’s development philosophy offers a refreshing departure from traditional aerospace models. Rather than spending years on “perfect” CAD models and simulation runs before ever cutting metal, Horizon’s ethos is grounded in speed and pragmatism - build fast, break it, learn and iterate.
“We’re not trying to build the fanciest thing that’s ever existed in a computer,” he says. “We build something that works, get it into the prototyping phase and test it.” Robinson says, pointing to Horizon’s fan-in-wing propulsion unit as a perfect example. “We could’ve spent 12 months on CFD and FEA, but instead we worked on developing a solution, built it, spun it up and now we’re refining it based on real data.”
This fast-iteration loop allows Horizon’s engineering teams to calibrate simulation models with real-world
Horizon Aircraft’s Cavorite X7 eVTOL aircraft.
The Cavorite X7 in full flight.
results, dramatically accelerating both design confidence and system validation.
“You find out fast what exceeds expectations and what doesn’t,” Robinson explains. “And if there’s a problem, you fix it and keep moving.”
Simplicity over complexity
Most of Horizon’s competitors in the eVTOL space have embraced tiltrotor or tilt-wing architectures - systems that look great in theory, admits Robinson, but systems that introduce substantial complexity, aeroelastic challenges and
maintenance burdens, too. Horizon’s design bucks that trend. Its aircraft – the Cavorite X7 - uses a unique fan-in-wing configuration with a deployable wing system that opens and closes based on flight phase, enabling both vertical takeoff and high-speed forward flight.
“No tiltrotors. No tilt-wings. That’s a big differentiator,” he says. “We wanted the simplest, most robust mechanism to handle the most difficult phase of flight - transition from vertical to horizontal - and then get out of the way.”
That simplicity extends throughout the design. All propulsion units are modular and line-replaceable, meaning a technician can remove and replace a unit in the field with just a few pins. Horizon’s hybrid architecture also gives the aircraft performance and range advantages, while avoiding the constraints of relying solely on bleeding-edge battery technology.
“We don’t need a miracle battery,” says Robinson. “We can use cells that are already proven, robust and available at scale.”
Thermal, aerodynamic and structural challenges
Most professionals within the engineering world will appreciate the tightrope Horizon walks in needing to integrate propulsion, avionics, thermal systems and structural requirements in such a compact, high-power package. One of its biggest achievements lies in the fact that the aircraft’s propulsion system is fully air-cooled - an especially impressive feat given the thermal loads involved. Robinson explains that the
Horizon Aircrafts innovative fan-in-wing technology.
secret in unlocking these breakthroughs is in tight cross-team integration and a laser focus on system interdependencies.
“Every design choice we make looks through to production, operation and maintenance,” he asserts. “If it adds weight, complexity, or makes repair harder, we think twice.”
Vibrational modes, particularly from heavy wing-mounted components, have been a particular focus for Horizon’s team that has already factored in these dynamics when choosing actuators and servo systems to ensure flight control loops can handle potential oscillations. Drawing on experiences from his CF-18 days, Robinson compares the effort to the CF-18’s active oscillation control system - another design that had to address flutter in thin, heavily loaded wings.
Building from first principles
In terms of system integration, Horizon starts not with features, but with clear operational goals. From there, specifications drive aircraft-level functions, which in turn inform system and subsystem designs. This top-down methodology ensures cohesion across flight control, propulsion, structure and software.
“Our integration strategy is grounded in clarity,” Robinson explains. “We define what the aircraft will do, and it won’t do, early in the process. That allows all the teams the opportunity to align on requirements from the start. Coordination, especially between software and hardware teams, is critical. Everyone has to stay in sync. Otherwise, you fall behind or make assumptions that cost you later.”
INSIDE THE CAVORITE X7
The Horizon Aircraft Cavorite X7 isn’t just a concept—it’s a carefully engineered leap forward in hybrid-electric VTOL technology. Designed for real-world performance and certification, it blends innovative features with aerospace-proven systems to enable safe, efficient and scalable flight.
Key Engineering Innovations:
• Fan-in-Wing Technology: Patented design hides lift fans during forward flight, reducing drag.
• Hybrid-Electric Powertrain: Combines electric efficiency with the range and reliability of fuel-powered engines.
• Modular Wing System: Allows for easier manufacturing, maintenance and rapid design iteration.
• Lift-to-Cruise Transition: Seamlessly shifts between vertical and horizontal flight for better control and efficiency.
• Crashworthy Landing Gear: Designed with safety in mind, enhancing survivability in emergency landings.
• All-Weather Capable Cockpit: Engineered for pilot visibility and comfort in a range of conditions.
• Certification-First Approach: Built using known materials and flight systems to streamline regulatory approval.
Selective by design
Horizon doesn’t plan to manufacture thousands of aircraft per year - a strategic decision that also reduces risk across the company’s supply chain.
“We’ll deliver hundreds per year, profitably,” says Robinson. “That means we can work with high-quality partners who understand aerospace requirements and can deliver reliably.”
Horizon also avoids risky bets on bleeding-edge components.
“We don’t need 500 watt-hour-per-kilogram batteries or ultra-light carbon everything,” he says. “Because of our hybrid architecture, we can prioritize reliability and manufacturability over chasing performance records.”
A system-level mindset
Space constraints in eVTOL aircraft are challenging, to say the least. Every subsystem, including cooling, propulsion, batteries, avionics, and more, must coexist in a tightly packed environment without interfering with each other or the airframe’s performance. Horizon manages this by baking integration into the earliest design stages.
“It starts with clear aircraft specs and mission profiles,” says Robinson. “Then we build up through the aircraft’s functional needs into systems and subsystems.”
This includes anticipating where structural soft spots might occur, like vibration-prone wings, and
Horizon Aircrafts unique modular wing system.
Photos courtesy of Horizon Aircraft.
selecting flight control hardware accordingly. It’s a holistic design mindset that balances aerodynamic needs with real-world repairability, especially in extreme or remote operating environ ments.
Empowering engineers
In designing and developing the Cavor ite X7, digital prototyping has served as a real game-changer for Horizon’s team. Thanks to increasingly powerful simu lation tools, their hardware-in-the-loop setups now mirror the real aircraft so closely that even flight anomalies can be predicted before real-world testing.
“We flew a simulated mission that showed a glitch in one of the turn points,” Robinson says. “Then it hap pened in the real aircraft—and the sim had already shown us why.”
This level of fidelity has transformed Horizon’s workflow, explains Robinson, allowing them to run hundreds of test flights virtually, explore edge cases and refine behaviour before risking expen sive hardware.
In one simulation example, battery burn rates in the simulator were within 1 per cent of the real aircraft’s telemetry during test flights.
“By the end, the sim flew exactly like the real aircraft,” Robinson asserts. “That lets engineers fail fast without crashing anything. It’s huge for devel opment speed.”
From prototype to production
Within the next five years, Horizon plans to have certified aircraft rolling off a low-volume production line - a vertical takeoff aircraft with cruise speeds twice that of a helicopter and operational costs slashed by up to 75 per cent. For the vast number of rotorcraft missions that simply move people and cargo from point A to B, Horizon’s aircraft could be a game-changer. Longer term, the company sees opportunities in person al transport, defence and larger aircraft configurations.
“We’ve already been asked to explore twin-engine variants and smaller per sonal models,” says Robinson. “The platform is incredibly flexible.”
He says that defence customers are also showing particular interest in the innovation currently happening at Horizon.
“As a former operator, I can say that this kind of technology would’ve been a dream asset for special missions, SAR or resupply operations,” he says. “Speed
engineering restraint, operational clarity and grounded ambition. It’s not about the latest trends. It’s about building a VTOL aircraft that real operators
SHAPING THE AUTONOMOUS FUTURE OF UAVS
Canada’s UAV industry pioneering next-gen drones with AI and resilience.
BY SEAN TARRY
Unmanned Aerial Vehicles (UAVs) have transcended their early reputation as experimental tech toys or niche military assets. Today, they are being refined into intelligent, autonomous platforms capable of life-saving medical deliveries, critical infrastructure inspections and strategic defence roles. At the forefront of this evolution are companies like Shearwater Aerospace and Volatus Aerospace, each leveraging advanced AI, rigorous systems engineering and an unwavering focus on safety to help push UAV development beyond the limits of today’s flight.
Building smarter systems
For Alexandre Borowczyk, CTO at Shearwater Aerospace, the most significant challenge is bridging the gap between simulation and real-world validation. While simulation tools are vital for initial algorithm development, he explains, they fall short when confronting real-world edge cases, including micro-weather, wind shear and turbulence.
“Our strategy combines extensive simulation development with thousands of hours of live flight data,” he adds, noting that only through iterative, real-flight learning was their AI-powered Smart Flight platform able to evolve into a truly adaptive system.
It’s a platform that doesn’t just
fly smart - it plans smart. Shearwater’s AI-driven route planning operates within a drone’s known parameters, treating aspects like battery capacity, airframe weight and endurance as hard constraints. “It ensures that routes are both achievable and efficient for that specific platform,” says Borowczyk.
This optimization is hardware-agnostic, making it compatible with diverse UAV classes, from nimble quadcopters to long-range fixed-wing systems. The result is a modular planning architecture that serves as the digital backbone for scalable autonomous operations, without the need for redesigns of the physical aircraft.
Pragmatic AI integration
Another UAV innovator, Volatus Aerospace, has grown into a global leader by investing in flexibility and system-wide strength. President and CEO, Glen Lynch, highlights that while AI and sensor fusion are buzzwords across the industry, real innovation lies in integrating them pragmatically.
“AI is being addressed on two levels,” he says. “One is the underlying software that’s planning and managing missions. The other is the equipment onboard the aircraft.”
From object-tracking in defence scenarios to obstacle avoidance using LIDAR and terrain
data, Lynch explains that Volatus is adopting AI where it delivers tangible operational benefits, not just as a tech trend.
Thermal performance
Another consideration that’s key to future-proofing UAV systems, explains Lynch, is ensuring thermal performance. He points out that modern commercial drones must be hermetically sealed to protect electronics from moisture ingress as standard practice. The bigger hurdle, however, is ensuring their thermal performance in Canada’s extreme cold.
“Winter temperatures affect battery duration,” he explains. “They do very little on gas-powered airplanes, but on electric UAVs, it’s a major consideration.”
With this in mind, Volatus has partnered with Quebec-based VoltaXplore to develop cold-weather-optimized battery solutions and is experimenting with using engine heat to maintain onboard electronics within safe temperature thresholds.
“There’s a lot of innovation happening,” Lynch notes. “Particularly as UAV operations move deeper into the Arctic and other remote zones.”
Safety and redundancy
Whether operating in remote tundra or bustling urban corridors, however, safety and redundancy
UAV ready for test flights.
Photos courtesy of
are non-negotiable. Borowczyk outlines Shearwater’s approach as a “multi-layered safety architecture inspired by the Swiss Cheese model” – a model that includes built-in safety margins, early anomaly detection and pre-programmed contingency protocols.
“Rather than simply detecting failures, we focus on graceful degradation,” he says, allowing the UAV to adapt its mission autonomously without breaching operational safety.
Volatus takes a similarly comprehensive approach. “Redundancy starts at the aircraft design level,” says Lynch.
Twin-engine UAVs provide backup propulsion, while remote pilots must inspect aircraft pre-flight, even when separated by thousands of kilometres. For operations like medical deliveries, where aircraft may be remotely piloted, remote diagnostics and geofenced access controls are critical.
“If someone isn’t properly qualified, they don’t even have the ability to interact with the drone,” Lynch notes.
Combine that with parachute failsafes, real-time radar for non-cooperative traffic and regulated loading procedures, and you have a UAV ecosystem that mirrors the rigorous standards of piloted aviation.
Meeting autonomous regulations
Of course, autonomy isn’t just a technical problem - it’s a regulatory one, too. That means that transition to fully autonomous, depot-to-depot operations depends not only on AI and avionics advancements, but on rules that evolve in parallel. However, Lynch believes we’re on the right path.
“Autonomous systems and drones are our future at the moment,” he asserts. “And we’re seeing that all over the world.”
In Ukraine, offers Lynch, UAV tech has evolved from concept to battlefield in as little as three months. While civilian timelines are understandably longer, the implication is clear: the pace of UAV innovation is accelerating.
And with that acceleration comes opportunity, particularly in replacing traditional piloted operations in the “three Ds” of aviation: dull, dirty and dangerous.
“Flying pipeline and power line surveillance at low altitudes, operating in and around wildfires - these are ideal use cases for drones,” says Lynch.
Final frontier?
In the end, regulation may be the final frontier for Canadian UAV innovation. As platforms become increasingly sophisticated, intelligent and reliable, the limitations that remain are more bureaucratic than technological. But if Canadian engineers continue their pace, scaling modular designs, fortifying autonomy with real-world data and adapting to meet regulatory
demands, then the line between drone and aircraft may soon disappear entirely.
And, who knows? Perhaps in five years, flights across the Canadian Shield will be carried not by a pilot in a cockpit, but by a machine that’s learned, adapted and autonomously navigated its way through headwinds and airspace corridors, all powered by Canadian engineering. |DE
Rolling Ring LINEAR DRIVES
UP IN THE AIR
How MathWorks is empowering advanced air mobility design.
BY SEAN TARRY
As opportunities within the urban air mobility space continue to be realized, electric vertical take-off vehicles and autonomous flight promise a host of new possibilities. For Canadian design engineers, machine builders and OEMs gearing up for the future of flight, the tools offered by MathWorks offer a critical bridge between concept and certified reality.
When hearing the term advanced air mobility (AAM), images of electric air taxis, freight drones and rooftop vertiports might come to mind for some.Yet behind the futuristic imaginings lies a range of engineering challenges, including air - t autologies in aerodynamics, powertrain optimization, flight-control regimes that transition between hover and wing - borne flight and complex system integration. Fortunately for aerospace professionals, this is precisely the space that MathWorks plays a defining role, equipping design engineers and OEMs with a unified workflow to model, simulate, verify and validate next-generation airborne systems. And, according to Paul Bar nard, Engineering Manager at MathWorks, it’s a space that’s still evolving as technologies and
capabilities continue to advance.
“There are a number of companies in the AAM world that are working to develop vehicles,” he says. “But what’s also happening is that the business model for these vehicles is not yet solid. There’s still a lot of debate.”
Responding quickly
Because the AAM profile is still evolving, and includes innovations related to point-to-point rooftop hops, airport connector flights and urban freight, vehicle architectures remain fluid. This fluidity places an unusual premium on modular software architectures, allowing engineers to reuse subsystems and to respond quickly if circumstances around development shift. As Barnard explains, “You need to have a lot of flexibility in terms of mixing and matching pieces as the system is developed. So those architectures are important. It’s also important for reuse.”
Using a modular approach means control logic, battery management, actuator subsystems and flight-dynamics modules can be swapped, re-configured or adapted without forcing the entire vehicle design back to the drawing board. From a design engineering perspective,
this modularity directly addresses the need to compress time-to-market while retaining innovation. The MathWorks workflow supports not only the modelling of subsystems but the reuse of verified software blocks across multiple variants of an aircraft. For a machine-builder or mechanical engineer designing a family of vehicles, this means fewer duplicated efforts and a tighter linkage between simulation and pre-certification artefacts.
Model-based design
Another cornerstone of the workflow is model-based design - the use of executable models in tools like Simulink to trace from requirements through design, automated code generation and verification. It’s an approach that Barnard believes is of utmost importance, particularly with designs requiring consistent testing.
Model-based design provides a number of advantages,” he explains, “particularly for a development process where there needs to be rigorous testing and rigorous artefact generation.”
For aerospace and defence teams, and increasingly for AAM programmes, these digital threads trace from requirements
Photo courtesy of
to test cases to deployed code, ensuring the right documentation and traceability exist for certification authorities.
The mechanics of actually replicating AAM flight scenarios are also supported through simulation. Barnard outlines real-world examples:
“Supernal is building an eVTOL vehicle,” he says. “They’ve built a functional simulator to bring all these pieces together. The simulator’s useful for software-in-the-loop, hardware-in-the-loop and pilot-in-the-loop.”
Scalable verification
Whether simulating battery behaviour, actuator response or full pilot display systems, the aim, explains Barnard, is to provide a scalable verification environment long before the physical vehicle exists. Another example involves a UK-based OEM building the battery management system and battery simulator for their eVTOL, using MathWorks tools to optimise weight, performance and system reliability. In each case, the simulation environment enables design engineers to explore trade-offs, validate autonomy logic and prepare for certification.
Timing matters
Barnard says that early simulation can dramatically reduce cost and schedule risk, suggesting that physically building a new prototype for each test is no longer necessary, with testing conducted completely through simulation. After all, adds Barnard, the earlier a discrepancy or defect is found, the cheaper it is to fix. Thus, the hardware-in-the-loop (HIL) lab becomes not a final test, but part of a shift-left workflow where simulation drives the design. It’s this synergy between model-based design, modular software, HIL and pilot-in-the-loop simulation that gives OEMs and mechanical engineers the greatest control.
In addition, the cross-discipline collaboration challenge inherent in AAM is addressed via these unified tools.
“Bringing all these things together across disciplines is one of the key values,” says Barnard. “Using a single system level model, you pull together propulsion, aerodynamics, thermal, battery, software - all working in a common environment.”
For machine builders and OEMs that bring together mechanical, electrical, software, systems and certification teams, a common model means fewer misunderstandings, faster iteration, and stronger traceability, resulting in a significant engineering advantage.
Certification uncertainty
No discussion of AAM would be complete without acknowledging certification uncertainty and regulatory evolution. And Barnard makes it clear that in the AAM space, certification requirements are just starting to take shape. Traditional aerospace rules such as DO-178C remain relevant, but AAM introduces new variables, including autonomy levels, high-cycle urban operations, unique air-space integration and more. MathWorks helps customers integrate into those workflows.
“We have tools and kits that help you conform your models,” says Barnard. “This support is important for engineering teams developing novel aircraft where the standards are still evolving but the expectation of compliance remains.”
Going forward
So, what does all of this mean? First, the tools for AAM design are now mature enough to support early systems engineering, control design, hardware integration and verification and are no longer reserved for large aerospace companies alone. Second, design-to-code workflows, traceability, modular software and simulation depth can now empower smaller OEMs to remain competitive in an industry previously dominated by long development cycles and heavy certification overhead. And finally, Barnard suggests that simulation and model-based design be treated as core to the engineering process, not as optional add-ons.
It’s important to note that the AAM ecosystem will not settle into a single vehicle design, single business model or single certification path overnight. But for engineers shaping the future of flight today, the ability to iterate rapidly, validate early, reuse subsystems, and collaborate across disciplines offers a distinct advantage. MathWorks is positioned to not only serve as a vendor of tools but as a partner in architecting that future. And, as Barnard points out the future for AAM has never before been so intriguing.
“These vehicles offer something that’s different and unique, and it remains to be seen what that will look like. One thing is certain, however, and that’s the fact that the innovation within the AAM space is happening at unprecedented speed. And I’m really excited to see how it all unfolds.” |DE
SENSING THE FUTURE
Sensing and imaging advances are transforming intelligent machine design everywhere.
For design engineers and OEMs building the next generation of intelligent machines, sensing and vision technologies have quickly moved from supporting roles to central pillars of system performance. No longer confined to niche applications, modern sensorswhether flying on military-grade UAVs or embedded in an assembly-line robot - are now critical to operational success, delivering the accuracy, reliability and autonomy required in demanding industrial and defence environments. And as innovations in AI, 3D imaging, sensor fusion and real-time processing accelerate, the bar for what these technologies can do continues to rise.
Advanced digital control
Few companies exemplify this evolution more than L3Harris Technologies, whose WESCAM MX-Series gyro-stabilized sensor turrets have become synonymous with long-range, high-precision electro-optical and infrared surveillance. From the company’s 300,000-square-foot engineering and manufacturing facility in Waterdown, Ontario, teams at L3Harris have developed imaging systems with real-world performance edge that can’t be simulated in a lab.
“Our WESCAM MX-Series systems use an advanced digital control system and inertial measurement devices to provide stable imagery in a wide range of operating
targeting and intelligence missions on a range of aircraft from drones to helicopters and fixed-wing platforms.
Flexibility and serviceability
Maintaining such modular flexibility while ensuring serviceability is a core WESCAM advantage. By embedding video processing and control electronics directly into the gimbal as a Line Replaceable Unit (LRU), it’s eliminated the need for external electronics boxes, streamlining integration and reducing weight. It’s an approach that Heslinga says makes the systems more plug-and-play across different aircraft types, accelerating multi-platform deployment for OEMs.
Intelligence at the edge
BY SEAN TARRY
conditions,” explains Duane Heslinga, Vice President of Engineering at L3Harris WESCAM.
Internal passive isolation
One of the company’s most impactful innovations is the internal passive isolation, isolating the optical bench from external vibration and increasing pointing accuracy for all sensors and lasers.
And these turrets aren’t just about capturing clean video.
“We balance aperture sizes, ruggedness, payload volume, thermal performance and gimbal control features, all while keeping production costs in check.”
The result, he explains, is a product line capable of supporting surveillance,
But the next frontier is achieving intelligence at the edge. To this end, L3Harris has moved beyond traditional image capture into the domain of AI-enhanced video analytics and object tracking. And recognizing limitations in off-the-shelf software, the company developed its own automatic video tracker capable of maintaining lock on both stationary and moving targets, even as perspectives shift.
“Embedding GPUs in compact sealed volumes presents thermal challenges,” Heslinga admits, “but our engineering team has overcome these with complex modeling and novel cooling strategies.” The payoff, he says, is reduced operator workload and a system that continues to evolve with advancing AI capabilities.
Factory automation advances
While L3Harris pushes the envelope in airborne and
The WESCAM MX-15-i-Airbus C295-FWSAR-fv on the tarmac.
defence-grade sensing, companies like ATS Automation are leading the charge on the factory floor. With deep expertise in machine vision, ATS’s imaging group, led by Steve Wardell, is focused entirely on the design, development and deployment of vision solutions for manufacturing and industrial automation.
“What’s really reshaping the industry now is the proliferation of 3D vision and how deeply vision is being tied to robotic systems,” says Wardell. Whereas once it was rare to see robots integrated with machine vision, the situation has now reversed. “Today, probably only 5 per cent of robots we deploy don’t have some form of vision system on them,” he notes. This shift is creating smarter, more adaptive machines that can make complex decisions based on real-time input.
AI and deep learning
Equally transformative is the role of AI and deep learning in machine vision. For Wardell and his team, AI is not a universal solution but represents a powerful new tool that can help tackle inspection and quality control challenges that were previously unsolvable.
“If we’ve got high variability in your scenes or defects that are hard to define,” he explains. “AI lets us train the system in the same way you’d train a human operator - by example.”
Traditional rule-based vision systems struggled in these types of conditions, but deep learning algorithms, properly trained, can now identify good and bad parts with high confidence, even when those definitions are subjective.
Still, Wardell is quick to temper the hype around AI.
The WESCAM MX-15 advanced electro-optical/infrared (EO/ IR) sensor system used for surveillance, reconnaissance, and targeting.
“AI isn’t a silver bullet,” he says. “It’s not the capabilityit’s a capability enabler.” For ATS, he explains, it’s about knowing when to apply it, and when traditional tools are still the best option. “You have to pick the right tool for the job, and that comes from understanding both the application and the limitations of the technology.”
Strength and quality
For OEMs and machine builders selecting vision systems, Wardell emphasizes strength and quality over cost or lead time, especially in high-speed or variable environments. “Automation needs to run 24/7 for the next 10 or 15 years,” he asserts. “If you save money up front with a cheap sensor, you’ll spend 10 times that amount fixing the problems later.”
As automation systems become increasingly modular and decentralized, vision technology is evolving accordingly. Wardell highlights the growth of compact, embedded vision packages that distill decades of imaging expertise into easy-to-deploy tools.
“You used to need a team of experts and a pile of money
to put in a robust vision system,” he recalls. “Now, you can deploy high-quality, purpose-built vision tools that are ready to go out of the box.”
These tools make it easier for junior engineers to implement vision in modular setups, while leaving more complex applications to specialized teams. And the impact on product development timelines is also significant, especially in regulated sectors like pharma and nuclear, where ATS frequently operates. By using vision systems in early-stage pilot lines, Wardell says customers gain critical feedback during clinical trials or regulatory testing.
“Vision gives them hard data to refine their product before it hits production,” he says. “It shortens the path from design to deployment.”
Seeing the world clearly As sensor and imaging capabilities continue to accelerate, the challenge for engineers won’t just be keeping up - it will be understanding how to effectively integrate these evolving tools into real-world solutions. Whether it’s a high-altitude gimbal scanning the horizon for threats or a robotic arm discerning microscopic defects on a medical device, the fusion of sensing, vision and AI is unlocking new levels of capability and unprecedented opportunities. However, as Wardell points out, there’s an onus and responsibility to design these systems right.
“Ultimately, we’re building the eyes and brains for machines to see and think. If we do our job right, those machines see the world clearly and make decisions that matter.” |DE
COILED SPRING PINS For Heavy Equipment
PRECISION HOLLOW CORE MOTOR
Engineered for use with high-performance motion control, Moticont’s HVCM-095-064051-01 Hollow Core Linear Voice Coil
Servo Motor delivers 68.3 N continuous force and a 50.8 mm (2.000 in.) open aperture. With zero cogging, zero backlash and sub-micron positioning in closed-loop systems, it’s ideal for use within precision applications including laser machining, optics, automation and more. The compact, non-commutated design ensures quiet operation and easy integration for machine builders and OEMs. In addition, its robust construction offers excellent thermal management and high acceleration capabilities, supporting a range of different dynamic and responsive motion profiles. Designed to reduce required maintenance, this motor excels in environments that demand smooth, repeatable and precise linear actuation. and compatible with a number of different controllers and customizable for specific system requirements, it significantly improves system accuracy and reliability across diverse industrial and scientific applications.
PORTABLE PRECISION SCANNING
Hexagon’s ATLASCAN Pro delivers professional-grade 3D laser scanning with up to 4 million points per second in a lightweight, wireless device. Featuring an ergonomic thumb-switch for 0.03 mm accuracy, Wi-Fi connectivity and long battery life, it’s built for fast, precise shop-floor use. Certified to VDI/VDE 2634-3 and bundled with Geomagic Design-X GO, the ATLASCAN Pro simplifies scan-to-model workflows for design engineers and OEMs.
CONFIGURABLE LINEAR LIGHTING
Smart Vision Lights’ new LSR300 Configurable Linear Light offers on-site customization with interchangeable OptiCard lens modifiers and optic windows. Choose from narrow, medium or wide beams and clear, diffused or polarized windows. Their simple end-cap design allows users to quickly swap components, providing precise lighting solutions for automation and machine vision applications requiring adaptable, high-performance LED illumination.
DURABLE BRASS FINSERTS
E-Z LOK expands its E-Z Fin brass threaded inserts for softwood, thermoplastics and thermoset plastics. Featuring one to three OD fins, Finserts distribute stress evenly, reducing cracking and thread erosion. Designed for easy press-in installation, they ensure strong, lasting connections while protecting materials. Available in internal threads from #6 to 5/16, these inserts offer engineers durable, precise and cost-effective fastening solutions for diverse applications.
ECONOMY BNC PH PROBE
GARDCO’s Economy
BNC 0-14 pH Probe offers design engineers and machine builders precise, instant pH measurement with automatic temperature compensation (0–50°C). Featuring a durable 1.3 cm diameter probe, 300 cm cable and secure BNC connection, it’s ideal for labs and industrial settings. Easy to calibrate with included powders, this reliable, cost-effective probe delivers ±0.01 pH accuracy across a full 0–14 range, ensuring consistent readings for quality control and research applications.
NEXT-GEN ULTRA-LOW POWER MCU
Upbeat Technology and SiFive unveil the UP201/UP301 family of dual-core RISC-V MCUs with AI acceleration, delivering efficiency and performance at just 16.8 µW/ MHz. Designed for always-on IoT, wearables and drones, these MCUs combine ultra-low power, error correction and up to 400 MHz speeds. Available now with SDK, this platform sets new standards for edge AI and extended battery life in connected devices, enabling faster sensor fusion, on-device learning and responsive intelligence across next-gen consumer, industrial and autonomous applications.
DURABLE FLAT IGNITER
The DS022KX Flat Igniter from Surface Igniter delivers reliable ignition for diverse appliances. Featuring a flat blade design, 18-inch lead wires and a 1.5-inch ceramic block, it ensures long-lasting heat resistance and easy installation for users. Operating at 115V and drawing 3.2–3.6 amps, this durable igniter minimizes downtime and simplifies maintenance for appliance service professionals and OEMs.
DURABLE PUMP UPGRADE
Smith & Loveless’ DURO-LAST SST Baseplate Conversion offers a cost-effective upgrade with a 25-year warranty, extending pump station life and reliability. The package includes volutes, piping, fiberglass hood and more, with optional WaveStart Priming System for maintenance-free operation, delivering long-term value, safety and simplified maintenance.
ATEX-CERTIFIED POWER RELAYS
Carlo Gavazzi’s CF/CS 30 ATEX Series electromechanical power relays deliver reliable performance in hazardous, explosive atmospheres with full ATEX (TÜV) and UL NWFR certifications.
Designed for HVACR and magnetic motor control, these versatile relays feature 30A contacts, AC/DC coils and fire-resistant housing tested to 750°C. Compact and durable, they operate from –40°C to +85°C, ensuring safety and compliance in industrial applications.
APOLLO FIRE-SAFE VALVES
Aalberts IPS’s Apollo API-607 fire-safe valves provide top-tier fire protection and regulatory compliance for industrial and utility applications. Featuring strong secondary graphite and metal-to-metal seals, these valves maintain system integrity during extreme heat, ensuring reliable operation in steam, gas and HVAC systems, making them ideal for engineers prioritizing safety and durability.
MICROPILOT RADAR INNOVATION
Endress+Hauser’s Micropilot with 80 GHz radar offers efficient level measurement for liquids and solids. Featuring fast commissioning, guided wizards and Bluetooth connectivity, these compact devices deliver reliable readings up to 30m. The FMR30B model includes a colour touchscreen for easy control, while Heartbeat Technology ensures accuracy and fault detection, providing precise and reliable measurements for use within a range of diverse industrial applications.
PRECISION GEARBOXES FROM TEKNIC
Teknic’s recently introduced precision planetary gearboxes offer design engineers and machine builders high performance and flexibility for demanding motion control applications. Available in both in-stock and built-to-order options, these gearboxes support NEMA 17, 23, 34 and 56/143 motors, including Teknic’s ClearPath and Hudson
servos. With multiple frame sizes, gear ratios and output flanges, engineers can quickly access detailed specs and CAD files for seamless system integration.
Enhancing aerospace design
Transforming aerospace with advanced aluminum powders for additive manufacturing.
BY SEAN TARRY
In the world of aerospace design and manufacturing, where lighter, stronger and more complex parts can define the difference between flight and failure, Canadian company Equispheres is reshaping what’s possible with metal additive manufacturing. Based in Ottawa, Ontario, Equispheres has carved out a global leadership role in advanced aluminum powder technologies designed specifically for additive processes, pushing the boundaries of what engineers can achieve.
“Additive manufacturing brings unprecedented design flexibility and optimization to aerospace,” says Evan Butler-Jones, VP of Product & Strategy at Equispheres. “But it’s our aluminum powder that enables that evolution by making the process more consistent, more efficient and ultimately, more capable.”
Stronger part performance
At the core of Equispheres’ innovation is the precision-engineered microstructure of its aluminum powder. With exceptional sphericity, flowability and uniform size distribution, its powders deliver consistent behaviour during the laser powder bed fusion (LPBF) process, translating into stronger, more predictable part performance. For aerospace OEMs, this consistency isn’t just beneficial - it’s essential.
“Low statistical variability is critical for aerospace,”
emphasizes Butler-Jones. “It enables engineers to optimize designs with confidence that the printed part will perform as expected, batch after batch.”
This has significant implications for part consolidation and lightweighting - two of the major promises of additive manufacturing in the aerospace sector. Where traditional subtractive or casting techniques might require multi-part assemblies, additive manufacturing allows engineers to consolidate complex components into a single, optimized geometry. .
“The characteristics of our powder support faster build speeds and improved process reliability, which is key when designing consolidated, lightweight parts,” says Butler-Jones.
Material consistency
While aerospace engineers
might dream up elaborate designs during the prototyping phase, getting to full-scale production requires material consistency and supply chain reliability. That’s where Equispheres stands apart. The company tracks over 500 production lots of aluminum powder and boasts zero quality escapes, with consistent flowability, narrow size variation (6–8 µm) and high sphericity - all of which contribute to faster builds, reduced waste and repeatable performance.
“Additive manufacturing is no longer just for prototypes,” Butler-Jones explains. “We’re enabling a transition to production by providing materials that perform reliably over multiple reuse cycles.”
Next-gen alloy development
Equispheres is also leaning into next-generation alloy
development. A standout initiative involves its collaboration with Airbus APWORKS to develop Scalmalloy - an aluminum-magnesium-scandium alloy with exceptional strength, corrosion resistance and weldability. Scalmalloy’s unique properties make it ideal for use within complex aerospace applications, such as lightweight brackets and satellite structures, where strength-to-weight ratio and fatigue performance are critical.
Advancing industry standards
Beyond commercial relationships, Equispheres is actively shaping the broader additive manufacturing ecosystem by working with aerospace OEMs and regulatory bodies to advance industry standards.
This leadership role is particularly important in aerospace. By offering materials specifically engineered for additive, and backing them with reliable data, strict process control and technical collaboration, Equispheres is helping engineers move beyond experimentation to production-ready solutions.
After all, possessing a strong foundation in aerospace engineering and over a decade of experience innovating within the additive manufacturing space, Butler-Jones intimately understands what’s at stake.
“We’re not just developing powders - we’re helping engineers build the future of flight.” |DE
Equisphere’s 3D heat exchanger.
Equispheres aluminum additive manufacturing 3D print satellite bracket.
Langley,
CANADIAN MANUFACTURERS
PRIORITIZING
