Martha Oplopiadis, President, SAE Australasia, was enthused by the buzz in the room at the recent SAE-A Excellence Awards, but she is even more excited about what the future for the Society holds.
What an incredible night we shared at the SAE-A Mobility Technology Excellence Awards in Melbourne. I’m still buzzing from the energy in the room. It wasn’t just an awards ceremony – it felt like a true celebration of our community.
As I moved from table to table, chatting with members, students, sponsors and guests, I could see the passion we all share for mobility. There’s something very special about bringing like-minded people together who are united by a simple but powerful purpose: using engineering to improve lives.
The awards themselves were inspiring. Every story reminded me why we do what we do at SAE-A. Whether it was a young student pouring their hearts into a project, or an industry professional delivering a breakthrough innovation, each finalist showed that excellence is alive and thriving across Australasia. To all our winners, finalists and entrants – thank you for lifting the bar so high. You make us proud.
Of course, a night like this doesn’t happen without a lot of effort behind the scenes. Our judges, sponsors, and our brilliant SAE-A staff gave their time and energy to make the evening run smoothly. My sincere thanks to each of you.
But while the awards were about looking back at achievements, they also made me think a lot about the future. SAE-A is going through a reset. With a new board and a refreshed vision, we’re building on more than 100 years of history while making sure we stay relevant for the decades ahead.
What does that mean? It means widening our focus beyond the road to embrace mobility in all its forms – on land, sea and air. It means recognising that engineers are already solving some of Australia’s biggest challenges, from moving people sustainably to designing technology that includes everyone in society. And it means strengthening our community, because none of this can be done alone.
That’s why membership is so important. If you were in the room at the awards, you saw the power of being connected. Engineers thrive on collaboration, and SAE-A is where that happens. If you’re not already a member, I’d love for you to join us.
Looking ahead, our next big milestone is Formula SAE-A at the end of the year. Over 1,000 students from around the world will come together to test their ideas, challenge themselves and show us what the next generation of mobility looks like. It’s competitive, it’s exciting, and it’s a glimpse into the future we’re all working toward.
So yes, I feel proud of what we achieved at the Excellence Awards. But even more than that, I feel excited. Excited about the engineers in our community, excited about the students coming through, and excited about what we will achieve together as SAE-A moves forward.
The awards were proof that we are on the right track. Now, it’s time to build on that momentum.
I hope you’ll join us.
Inspiring the Next Generation
Caterpillar hosts Formula SAE-A students for on-site Open Day at Tullamarine
Caterpillar recently opened its doors to a group of bright, ambitious students from Formula SAE-A for a dynamic and inspiring open day at its facility. The event was designed to give these future engineers and innovators a firsthand look at the inner workings of Caterpillar, while offering valuable insights into the diverse career paths within the organisation.
Behind the Scenes: Touring Melbourne Distribution Centre (MDC) and the Melbourne Learning Centre
The morning kicked off with an immersive tour of Caterpillar’s MDC, where students witnessed cutting-edge technologies and processes that drive Caterpillar’s commitment to excellence. From advanced robotics integration, the MDC showcased how innovation and precision come together in real-world applications.
Following the MDC, students explored the Melbourne Learning Centre – a hub for continuous development and technical training.
A glimpse into Caterpillar’s legacy
To provide context and inspiration, Caterpillar presented a brief history of the company, highlighting its journey from humble beginnings to becoming a global leader in construction and mining equipment. The presentation emphasised the company’s core values of integrity, excellence, teamwork, and sustainability – principles that continue to guide us forward.
Real stories, real impact: career journeys panel
One of the most impactful moments of the day was the panel discussion featuring Caterpillar team members from various
Reflecting on a lifetime with SAE-A
Professor Harry Watson shares memories of his decades with SAE-A, highlighting leadership, research impact, and a lifelong engineering community.
Professor Harry Watson, internationally renowned automotive engineer and former head of mechanical engineering at the University of Melbourne, was guest speaker at the recent Holden Retirees Club meeting in Melbourne. His address highlighted a lifetime of achievements in powertrain engineering and his long and influential association with SAE-A.
Watson joined SAE-A in 1970 after being encouraged by industry colleagues Eric Leighton and Alan Rutherford.
“I didn’t even know what SAE-A was at the time,” he recalled.
“But it soon became a central part of my professional life.”
Over the decades that followed, he served in many capacities: honorary life member from 1990, elected to the board in 2000, Vice President in 2001, President of SAE-A from 2002 to 2006, and Senior Vice President until
2013. He also represented the organisation on the FISITA Council, ensuring Australasia had a voice in international engineering forums.
Reflecting on those years, Watson spoke warmly of the friendships and professional networks he built through SAE-A, mentioning figures such as John Bamford of BP and Holden’s Hugh Videion as lasting influences.
“SAE-A was never just about technical papers and conferences,” he said.
“It was about connecting people, building opportunities, and driving engineering standards forward.”
Throughout his career, Watson made landmark contributions to engine technology, alternative fuels, combustion modelling, and emissions reduction. His research underpinned developments in Australian design rules and national fuel efficiency standards, and Formula One teams, government agencies, and global
departments. Each panelist shared their unique career journey, offering candid reflections on the challenges, triumphs, and pivotal moments that shaped their paths. From engineering and operations to leadership and innovation, the stories resonated deeply with the students, sparking curiosity and ambition.
Building Connections and Fueling Ambition
The Open Day wasn’t just about showcasing Caterpillar’s facilities – it was about building relationships between industry and education. By engaging with the Formula SAE-A students, Caterpillar reaffirmed its commitment to nurturing future talent and supporting the next generation of problemsolvers and trailblazers.
“We’re proud to have hosted such a passionate group of students and look forward to continuing our collaboration with educational institutions. Events like these remind us that the future of engineering is bright,” Caterpillar’s National Talent Acquisition and Human Resources specialist, Liz Fleming, said.
manufacturers sought his expertise. Recognition followed, including the SAE Australia and SAE International awards, the Centenary Medal, and the FEV Pischinger Award for innovation in powertrain design.
For Watson, however, the highlight remains the professional community fostered through SAE-A.
“It’s been a privilege to contribute, and I remain proud of what we achieved together,” he said.
AI-powered innovation accelerates global competitiveness
While robotics companies globally surge toward trillion-dollar valuations, Australia risks watching breakthrough innovations migrate offshore unless decisive action builds sovereign capability now.
ARM Hub, an advanced robotics manufacturing leader, says it is addressing this challenge head-on through “gamechanging initiatives to position the country as a global robotics powerhouse.”
The Australian company states that its Propel-AIR program represents the nation’s first dedicated AI and robotics accelerator, connecting local innovators directly to MassRobotics in Boston, said to be the world’s largest independent robotics innovation hub. Australian robotics companies reached $18 billion in value by 2021, but too often foreign firms commercialise local innovations.
ARM Hub’s model reportedly reverses this trend through proven partnerships that deliver global market access.
Launched by then-Minister for Industry and Science Ed Husic in December 2024, the sprint attracted entries across ocean technology, space exploration, agriculture, and manufacturing, with Nexobot taking out the top honours, earning founder Dominic Lindsay an exclusive international residency at MassRobotics. Seascape Autonomy was the runner-up.
“Australia isn’t just dreaming of a robotics
future, we’re building it right now,” ARM Hub Chief Executive Officer, Professor Cori Stewart, said.
“Our role is creating the pathways that turn brilliant Australian ideas into billion-dollar global companies that stay home.
“By supporting robotics companies like Nexobot and Seascape Autonomy, we’re scaling the economic value of Australian innovation, building sovereign capability, and securing our place in high-value global supply chains.”
Meanwhile, ARM Hub’s new AI Adopt Centre, launched at SXSW Sydney, is providing 30,000 SMEs with practical AI implementation pathways over three years.
“Research shows AI and automation could increase Australia’s productivity by 150 percent,” Professor Stewart noted.
“But transformation requires data readiness, innovating on existing practices, skills development, and strategic implementation. That’s exactly what our Centre delivers.”
Partnerships with Microsoft, Databricks, and local AI specialists are creating a comprehensive support ecosystem preventing innovation exodus while building competitive
Pioneering UQ drone platform ready to help Australian research soar
A highly specialised drone research fleet is providing the opportunity to fast track a range of projects such as solving daily traffic snarls to targeted monitoring and protection of coral reefs.
The University of Queensland Drone Research Platform aims to make drones available to a wider cohort and help researchers across the country to harness the many potential uses they offer.
The Platform offers aircraft alongside significant piloting and technical expertise to assist with corporate, government and academic projects.
“Our aim is to provide highly specialised gear that they normally couldn’t afford, so they can collect data in new and more effective ways,” Platform Director, Associate Professor Steven Micklethwaite, said.
The platform is backed by AuScope, a geoscience research support body funded via the Australian Government by the National Collaborative Research Infrastructure Strategy (NCRIS).
The expanding fleet of about 30 drones is
managed by a team at UQ’s Sustainable Minerals Institute (SMI), including Chief Pilot Reilly Williamson and Maintenance Controller Craig Jarvis.
Custom models built in UQ labs include the ‘Earthdrone,’ a heavy lift drone designed and built with the help of drone and robotics expert Professor Pauline Pounds.
About the size of a single mattress, it features eight rotors and can drop and retrieve sensors used for geoscience research using a retractable arm, with applications including remote water sampling and ground scanning.
The drone platform has received dozens of requests for assistance since its launch earlier this year, mostly from academic researchers.
Dr Micklethwaite said the team has proved their worth in the field, conducting high-
advantage, says ARM Hub, which states real-world applications span from rapid medical diagnostics to food production to stratospheric communications platforms.
“Australia invests the vast majority of its $12B in annual R&D spend in the early-stage research and almost nothing on making money out of it or helping local industry adopt it,” Professor Stewart highlighted.
“This is the major difference between us and other OECD countries and explains Australia’s poor ratings, such as being 105th out of 135 countries on the Harvard Atlas Economic Complexity index.
“We’re not-for-profit, housing the technical teams and partnerships that can deliver this, de-risking adoption so it can occur here in Australia.”
resolution hyperspectral imaging to map and monitor waste at the Mount Morgan and Mary Kathleen mines in Queensland.
Dr Micklethwaite said various exciting projects in the pipeline include an aerial survey of coral reefs in Vanuatu, and using drones for traffic management studies, hyperspectral imaging, and to help with bushfire and sustainable forestry research.
“The sky is really the limit when it comes to how drones can add value to research in Australia and really help to move forward projects in a broad range of areas,”
Dr Micklethwaite said.
Professor Cori Stewart, ARM Hub Chief Executive Officer
Australian engineering firm extends submarine upgrade contract
BAE Systems Australia, a defence force specialist, has confirmed a five-year contract for periscope sustainment on Australia’s Collins Class submarine fleet.
BAE Systems Australia (BAE) has been awarded an $89 million, five-year contract extension with the Commonwealth of Australia to provide in-service periscope support for the Royal Australian Navy’s (RAN) six Collins Class submarines.
The contract, announced by the Commonwealth, will provide ongoing support for the Collins Class submarines’ periscopes through to the 2030s. It will ensure the continuation of maintenance and logistics services, engineering and supply support and program management of 16 periscope systems at BAE’s purpose-built Mawson Lakes facility in South Australia and HMAS Stirling in Western Australia.
Each Collins Class submarine has an Attack and Search periscope, and these are extensively overhauled and recertified to ensure their materiel readiness and continuing structural integrity.
Under its In-Service Support Contract, BAE has developed a local and global supply chain network, delivering sovereign capability to support the RAN’s submarine force and its role in defending Australia and its national interests.
The company has manufactured, sustained and upgraded the periscope systems for the Collins fleet for the life of their service with the RAN.
During the build phase alone, BAE, in collaboration with its supply chain, locally manufactured the optic, electronics, cables and mechanical parts of the periscope to achieve high levels of Australian industry content.
“BAE Systems Australia is a long-term sovereign capability partner to the Royal Australian Navy with more than three decades of expertise in the manufacture and build, sustainment and upgrade of Collins Class submarine periscope systems,”
BAE Systems Australia Managing Director, Defence Delivery, Andrew Gresham, said.
“We are delighted to confirm a five-year contract extension, building on our large body of work with the Submarine Enterprise that ensures the continued operation of the periscope systems, which are critical for the Collins Class fleet.
“This announcement underscores the importance of our company’s long-standing experience in delivering periscope systems in Australia and our local network of trusted industry partners delivering into the sustainment program.”
Aussie specialist joins electric aircraft challenge
Conflux joins Honeywell-led TheMa4HERA consortium to advance thermal management for hybrid-electric aircraft.
Australian heat exchanger specialist Conflux Technology has joined the Honeywellled TheMa4HERA consortium (Thermal Management for Hybrid Electric Regional Aircraft), a Clean Aviation project aimed at developing advanced thermal management systems and architectures for next-generation hybrid-electric regional aircraft, with scaling activities for the short-medium range aircraft. The consortium, comprising 28 partners across 10 European countries, is co-ordinated from Honeywell’s international development centre in Brno, Czech Republic.
Conflux will apply its thermal management expertise to accelerate the development of innovative, lightweight additive-manufactured heat exchangers for next-generation aircraft.
This includes contributions to multiple projects focused on both Air Cycle Systems (ACS) and Vapour Cycle Systems (VCS) –specifically an air-to-air heat exchanger for ACS as well as air-to-liquid heat exchangers for VCS evaporators and condensers.
“Joining TheMa4HERA aligns with Conflux Technology’s commitment to delivering highperformance thermal solutions that enable energy-efficient, low-emission aviation,” Conflux Technology Chief Executive Officer, Michael Fuller, said.
“Our additive manufacturing capabilities will
help the consortium push the boundaries of thermal management design to meet the demands of hybrid-electric propulsion systems.”
The TheMa4HERA project addresses the growing complexity of thermal management in hybrid-electric aircraft, driven by the increasing integration of heat-generating components such as batteries, fuel cells, and power electronics.
It aims to deliver scalable thermal technologies for hybrid-electric aircraft, supporting climate-neutral aviation by 2035.
From Adelaide to orbit
SA space startups make their mark at International Space Congress.
Some of South Australia’s most promising space startups joined up to 10,000 international delegates in Sydney in late September, early October for the International Astronautical Congress.
Aircraft, Blue Dwarf Space, HEX20, Paladin Space, Robinson Aerospace Systems and Safety From Space all exhibited, showcasing their space capabilities after participating in the University of South Australia’s Innovation & Collaboration Centre’s (ICC) Venture Catalyst Space program.
The University of South Australia combined with the University of Adelaide to form Australia’s new for purpose university, Adelaide University, which will open its doors in January next year. An Adelaide University delegation, including ICC representatives, joined the startups at the event, as part of the Defence SA booth.
Robinson Aerospace provides STEM education for students, inspiring the next generation with hands-on satellite kits. In June this year, RAS’s first RASCube-1 reached space, carrying student-built experiments to orbit.
The company is now planning a second launch to space with the RASCube-2, aiming for an Australian focused launch, with several schools on board.
Paladin Space is in the process of raising $6-8million to fund its in-orbit 2027 mission and international expansion and recently built Triton 2.0, the world’s first reusable space debris remover.
Adelaide University’s Associate Director: Business Incubation, Craig Jones, said the South Australian presence provided an excellent opportunity to showcase the State’s groundbreaking space credentials.
Since 2018, the ICC’s Venture Catalyst Space program has supported space startups in fast-tracking market entry, accelerating commercialisation journeys, and strengthening their connections to investors and researchers while helping them grow into globally sustainable companies.
The program has supported seven cohorts equating to 46 startups and 90 founders, with over 90 percent of alumni still operating.
The current Venture Catalyst Space participants will graduate in November. From next year, the Venture Catalyst program will run under the Adelaide University banner – interested participants can register their interest through the existing UniSA website.
New test flight facility lets drone operators test tech in extreme conditions
A new drone test flight facility in the Northern Territory will give manufacturers the chance to test their technology in some of the most diverse terrain and extreme weather conditions in the world.
The North Australia Centre for Autonomous Systems (NACAS), based out of Charles Darwin University (CDU), has launched its Airspace Integration Research Facility (AIR-F) – the only purpose-designed and built Unmanned Aerial Vehicle (UAV) test flight facility based in northern Australia.
AIR-F, located at CDU’s Katherine Rural Campus, has access to more than 10,000 hectares of sparsely populated land with very low ground infrastructure and air traffic.
The airspace has been approved by the Civil Aviation Safety Authority for Beyond Visual Line of Sight operations and has cutting-edge communication technology.
Alongside testing, AIR-F has capacity for research and pilot training, and is available to Australian and international business, industry, and researchers.
NACAS Director Professor Hamish Campbell said with UAV flights in Australia predicted to increase from 1.5 million to 60.4 million by
2043, AIR-F was well-positioned to become one of the nation’s primary UAV facilities.
“Australia is investing heavily in the development of UAVs and Advanced Air Mobility in the defence, civil, and commercial sectors,” Professor Campbell said.
“However, there are limited places in Australia for manufacturers to test out their emerging technologies, with long wait times and high costs at Australia’s established test flight facilities, which often play second fiddle to crewed aviation test flights.
“AIR-F is focused only on the testing of uncrewed aerial systems and offers an affordable solution to remote flight operations. Offering low ground and air risk and on-site accommodation, operations room, and maintenance facilities.”
AIR-F’s construction was funded through the Australian Government’s TestLab pilot
scheme, which is supported by the NT Investment Fund through NT Defence.
Professor Campbell said one of the key benefits of AIR-F and its location in the Northern Territory was the ability to test the technology in diverse and extreme conditions.
“From May to October, the weather is stable, there is no rain, and winds are light and predictable, allowing for very reliable flight conditions without weather-related cancellations,” Professor Campbell said.
“While from November until April the weather is challenging, featuring high rainfall and humidity, enabling flight testing under challenging poor air density conditions.”
CDU Deputy Vice-Chancellor Research and Community Connection Professor Steve Rogers said AIR-F was an exciting opportunity for the University and the Northern Territory to be leaders in an evolving field.
Robinson Aerospace Systems Founder Edward Robinson
ICC Lab, Craig Jones, Harrison Box, Founder of Paladin Space
Australian tech innovator launches globally proven multimedia units
Directed Technologies is fast-tracking its growth in the third largest auto market through a strategic partnership with A3T Technologies in India
Australian-owned connected vehicle innovator, Directed Technologies (Directed), has announced its first strategic partnership in India.
It is collaborating with auto electronics leader, A3T Technologies, to expand its commercial vehicle footprint in the world’s third-largest automotive market.
The agreement marks a significant milestone in Directed’s global growth strategy and reflects the company’s ongoing commitment to scaling its proven technology in new, high-potential markets.
A3T will act as a sales representative for Directed’s suite of connected vehicle solutions in India, with a primary focus on its OEMgrade, factory-fit Multimedia Units (MMUs) for commercial vehicles.
Directed’s solutions are already deployed in more than 5,000 fleets across Australia and globally, powering smart connectivity and compliance across a range of transport and logistics environments.
The MMU product range, developed and tested in partnership with leading global OEMs, is used in more than 350,000 vehicles worldwide.
India’s commercial automotive market continues to grow rapidly, with 5.1 million vehicles sold in 2024 and projected to reach 7.5 million by 2030.
A3T’s strong relationships with leading bus and truck manufacturers and its network of regional distributors will reportedly allow Directed to accelerate market access while offering local support and seamless customer service.
“This is an important, strategic collaboration that combines our innovative multimedia technology with A3T’s deep local expertise,” Directed Technologies Senior Vice President Sales and Customer Growth, Mark Whitmore, said.
“Together, we’re not just selling products, we’re co-developing solutions tailored to India’s unique market needs.
“From delivering localised support to enabling innovation at scale, we’re laying the groundwork for long term growth in the region.
“Our technology is already proven at scale, with deployments across Australia, South America, Africa and Asia.
“It is engineered for reliability and built to be highly customisable – meeting local regulatory, language, and connectivity requirements.”
Through the partnership, A3T will help Directed integrate its advanced multimedia units into the cabin systems of leading commercial vehicle OEMs, including bus and truck manufacturers.
A3T’s local relationships and technical expertise will enable OEMs to adapt the interface to India’s diverse languages, optimise connectivity for local network conditions, and ensure that the system complies with regional standards.
HERE and EROAD deepen collaboration to transform trucking in Australia and New Zealand
EROAD is set to launch what it describes as the first-ever vehicle-aware navigation application in Oceania, powered by HERE’s advanced platform and vehicle-specific data.
HERE Technologies (HERE), a global leader in digital mapping and location data, is expanding its collaboration with EROAD, a leading provider of fleet management and telematics solutions, to power EROAD’s first vehicle-aware navigation application for Oceania.
The solution will be available in Australia and New Zealand and is designed to enhance driver safety, fleet efficiency and regulatory compliance.
The new solution will be built on the HERE platform, leveraging advanced routing services and truck-specific data.
By combining HERE’s location intelligence with EROAD’s operational expertise, the partnership aims to improve delivery accuracy, simplify route planning, and elevate the day-to-day experience for both drivers and fleet managers.
EROAD’s new vehicle-aware navigation application draws on key capabilities from HERE WeGo Pro, a mobile-first, professionalgrade application that transforms centrally planned routes into real-time, turn-by-turn guidance. Designed specifically for commercial fleets, the new solution offers:
• Truck-specific routing which considers vehicle dimensions, cargo type and road restrictions.
• Real-time traffic updates which are refreshed every five minutes across the entire road network.
• Multi-stop tour planning and predictive ETAs for SLA-compliant deliveries.
• Offline functionality for uninterrupted service in remote areas.
• Driver-centric design which reduces stress and supports retention.
“Our partnership with EROAD is critical in shaping the future of truck-specific navigation in the region,” HERE Technologies Senior Vice President and General Manager for Asia Pacific, Deon Newman, said.
“With the HERE platform at its core, the vehicleaware navigation application enables fleets to gain real-time insights, optimised truck routes, and critical alerts to prevent incidents like bridge strikes.
The launch comes at a critical time for Australia and New Zealand’s transport and logistics sector. According to a recent report by ResearchAndMarkets.com, the installed base of fleet management systems in ANZ is projected to reach 2.7 million units by 2028[1], reflecting the growing demand for smarter, more connected vehicle technologies.
Meanwhile, the industry faces mounting pressure from a looming driver shortage. A report by The International Road Transport Union highlights that 47 percent of Australia’s truck drivers are over the age of 55, with more than 21 percent expected to retire by 2029[2].
The country is already short nearly 28,000 heavy vehicle drivers, underscoring the urgent need for tools that can support both new and experienced drivers on the road.
“With our expanded partnership with HERE, we’re equipping our customers with a solution that not only helps them navigate these challenges, but also positions them to operate more safely, efficiently, and competitively in a rapidly evolving market,” EROAD Chief Product Officer, Mark Davidson, said.
[1] Fleet Management in Australia and New Zealand - 9th Edition
[2] Global Truck Driver Shortage Report 2024
SAE-A commemorates innovation and excellence
The SAE-A Mobility Technology Excellence Awards celebrated student talent, professional achievement and industry innovation, showcasing the future of mobility.
The SAE Australasia Mobility Technology Excellence Awards returned to Melbourne with a night of recognition for outstanding engineers, students and organisations shaping the future of mobility across the region.
In the student categories, Jane Xu of RMIT University took top honours for her research into driver transitions in conditionally automated vehicles.
A special commendation was also presented to Zach Harvey of Deakin University for his leadership of the university’s solar racing team.
The undergraduate innovation award went to Jacob Haas of the University of Tasmania, recognised for his project helping Australian tipper body builders adapt to new compliance challenges.
Among the professional awards, the Young Mobility Engineer of the Year was awarded to Adrian Vinovrski, engineering lead at Savic Motorcycles, for his pioneering work on Australia’s first production electric motorcycle.
The Women Mobility Engineer of the Year went to Scientia Associate Professor Jin Zhang of the University of New South Wales, honoured for her leadership with the Formula SAE-A team and her work to promote women in engineering.
In the Significant Services to Mobility Engineering category, commendations were awarded to Professor Stephen Robinson of RMIT for his research into driver behaviour and road safety, and to the late Anthony Buysen of Supacat Victoria for his enduring contributions to the defence mobility sector.
SAE-A president Martha Oplopiadis
Adrian Vinovrsk
L-R: Jeremy Robinson and Jacob Haas
L-R: Rocke Wilkinson, Sharna Allwood, Michelle Buysen, Jack Buysen and Bruce Tait celebrate the late Antony Buysen’s award.
Jinhui Jane Xu
The overall award went to Ali Akbarian, Chief Engineer and Director of Mobility Engineering, for transforming disability mobility through an inclusive, community-driven service model. Corporate awards also recognised innovation at scale.
I-Motiv received the Leader in Innovation –Services award, Red Automotive Technologies was named Leader in Innovation – Product Design for its Ultimate Towing System, and the overall Leader in Innovation award went to Premcar for its engineering excellence of the Nissan Warrior program.
The evening highlighted both the depth of engineering talent in Australasia and the importance of collaboration in shaping a more sustainable and inclusive mobility future.
iMotiv, L-R: Peter Whitlock, Mark Ceveri, Leon Wensley and Mark Barbaro
Premcar, Bernie Quinn
L-R: Ali and Holly Akbarian
Engineer’s call on regulators
Federal and state rules are pushing local engineering operations ‘in the wrong direction’
A leading Australian automotive engineer has called on state and federal governments to address new and changed rules and regulations which are having the reverse effect on engineering endeavours than were intended.
Tim Woods, engineering manager at Bremar Automotion told the audience at the SAE-A Excellence Awards that regulations were having the perverse effect of “pricing ourselves out of our own market”.
“The ability to engineer and build locally is being legislated and costed out of existence and that is having the opposite effect of what we should be doing,” Mr Woods said. “All of this points to a troubling trend.”
Bremar Automotion is a specialised engineering design, simulation, analysis and additive manufacturing company providing global standard engineering solutions to all sized businesses.
Mr Woods said that as the industry has evolved, regulation has not. He said that VSB 14, the document underpinning vehicle modifications in Australia, is “outdated, vague in its detail and inconsistently interpreted across states”.
“What’s acceptable in Victoria might be rejected in Queensland. What’s approved in Canberra may be rejected by any other state. For businesses trying to operate nationally, the lack of harmonization isn’t just frustrating, it’s commercially limiting.” he said.
He said another blow was “the erosion” of the Low Volume Compliance Scheme.
“The scheme, by it being absorbed into the Specialist and Enthusiast Vehicle Scheme, which is centred around vehicle importation, no longer supports local manufacturing or the industry.
“The shift undermines the very businesses trying to innovate and build vehicles tailored to Australian needs.
“And then there are the ADRs ever-evolving and increasingly aligned with overseas regulations. While global harmonization has its place, the reality is that testing to these standards in Australia is often cost prohibitive.
“ We’re pricing ourselves out of our own market, Mr Woods said.
“All of this points to a troubling trend. The ability to engineer and build locally is being legislated and costed out of existence and that has the opposite effect of what we should be doing.
“I have many discussions with local businesses, big and small, and the sentiment is consistent; when they consider developing a new vehicle or substantial modification package their intended market is overseas. Why? Because the local regulatory framework is simply too restrictive.
“Australia is now a heavy import-reliant country. That’s fine, but it means we must focus on making vehicles fit for our purposes, our roads, our conditions, and our users. That requires flexibility, innovation, and, above all, a regulatory framework that supports and does not stifle local capacity.”
– John Mellor of GoAuto
Red Automotive Technologies, Riley Van de Loo
Jin Zhang
Spotlight on Dr Adam Best: Powering Australia’s Battery Future
Dr Adam Best is driving Australia’s battery future, blending science, industry, and innova-tion to secure global opportunities in energy.
Dr Adam Best has spent his career at the forefront of battery science, helping Australia carve out a role in one of the world’s fastestgrowing industries. From early work on materials chemistry to his current leadership at CSIRO, he has become a leading advocate for innovation, safety, and sustainability in the battery sector.
From Monash to the World Best’s story begins at Monash University, where he completed an undergraduate degree in materials science before earning a PhD in materials engineering in 2001. He credits his early mentors, Professors Maria Forsyth and Doug MacFarlane, with shaping his scientific path. Postdoctoral work took him to The Netherlands, where he tackled high-temperature batteries for oil and gas operations. “The irony wasn’t lost on me –working on batteries designed to help pump more oil out of the ground,” he said.
Two years of fuel cell research followed, before he returned to Australia in 2004 to join CSIRO. Since then, his career has spanned research scientist roles, a prestigious Julius Career Fellowship, and even a stint at Harvard Business School. In 2017 he was awarded a Churchill Fellowship, which he describes as “truly transformational” for broadening his perspective on global battery development.
A National Leader at CSIRO Today, Best works within CSIRO’s Manufacturing Research unit, one of 10 Research Units across the national science agency that contribute to battery research. He emphasises the organisation’s breadth.
“CSIRO is the one-stop shop in Australia if you want to talk about batteries. We can go from mineral discovery through to mining, refining, turning those materials into active battery components, then into systems, deployment, and recycling,” he said.
This whole-of-system approach is crucial at a time when global demand for batteries is skyrocketing. Best pointed to Bloomberg projections estimating that by 2030, annual demand could reach 6.5 terawatt-hours –80 per cent of it driven by transportation.
“You are the demand driver,” he explained. “And that demand is only going to grow.”
Building the Australian Battery Society
In 2021, Best and two colleagues co-founded the Australian Battery Society, born out of the success of hosting the International Meeting on Lithium Batteries in Sydney. The rules required surplus funds to be reinvested in STEM initiatives.
“There was nothing in Australia that met that need, so we took it upon ourselves to start the society,” he explained.
The organisation has since grown to more than 400 subscribers, offering grants, bursaries, and scholarships to support students and early-career researchers.
“That’s something I’m immensely proud of,” Best said.
Innovation Across Sectors
Best’s career highlights the diversity of battery applications now under development. He pointed to Energy Renaissance in Newcastle, where CSIRO has supported development of a home storage battery expected to hit the market next year. He also flagged projects in recycling and second-life applications, where automotive batteries can be repurposed for industrial or grid use.
He did not shy away from challenges. Meeting global demand could require as many as 400 new mines to supply nickel, copper, lithium, cobalt and other critical minerals. Australia, with its vast resources, is well placed – but must ensure that processing and manufacturing capabilities match mining output.
Electric Transport and Beyond
On electric vehicles, Best explained the dominance of lithium iron phosphate (LFP) chemistry in Chinese EVs and stationary storage, contrasted with the nickel-rich chemistries used by Tesla and other premium manufacturers.
“China has made an art form of making this chemistry efficient, effective, and longlasting,” he noted.
But the conversation stretches well beyond cars. He has spoken about developments in electric aviation, where startups such as Archer and Wisk are pushing the boundaries of battery safety, energy density, and fast charging.
“Industry is so far ahead of the regulators that the rules are being written on the run,” he cautioned.
Marine applications also captured attention, with Best praising Tasmania’s Incat for building what he described as the world’s largest electric ferry – equipped with a 40-megawatt-hour battery pack weighing 250 tonnes.
“It’s a truly impressive piece of engineering that we’ve done in Australia,” he said.
Even submarines have entered the battery era. Japan’s lithium-ion powered “Oryu” class, launched in 2020, shows both the potential and the extreme safety demands of deploying advanced chemistries in defence settings.
The Circular Economy
Best is deeply engaged in the question of what happens at the end of a battery’s life. Fires caused by improper disposal of small devices in household rubbish are already a major concern for waste operators.
“We have a real issue now around how we educate people about what’s in their products and how to recycle them properly,” he said.
The agency has also advised government on battery recycling opportunities, advocating for the recovery of battery materials for sustainability of the technology and to augment Australia’s primary mineral resources.
“We don’t have to just stick everything in landfill. We have options,” Best stressed.
Speaking to Industry
Earlier this year, Best delivered a keynote address at the SAE-A Annual General Meeting, where he challenged Australia’s automotive engineers to rethink the role of batteries not only in mobility but also in energy security.
“Automotive has a really important thought process about how we change perceptions — from being just about transport to being about energy security,” he said.
He highlighted the opportunity for vehicle-togrid technologies, where the 70 to 90 kilowatthours stored in an electric car could power homes and businesses.
“This is more than just a car—it’s your energy security,” he told the audience.
A Global Perspective
Best’s role as co-director of the Australian Battery Society and vice-president of the International Meeting on Lithium Batteries ensures he is well connected globally. His published output – over 90 academic papers, and several high-profile reports – reinforces his standing. But he remains a passionate advocate for Australia’s unique position in the global value chain.
“Australia has the resources, the talent, and the need. What we must do now is ensure that we connect locally and globally to capture our fair share of this industry,” he urged.
Looking Ahead
As the battery industry evolves, Best sees promise in next-generation chemistries such as lithium-metal, lithium-sulfur, and lithiumair, which could deliver five-fold increases in energy density but present immense technical challenges. He also highlights Australia’s potential in graphite, where natural and synthetic production face different cost, performance, and environmental trade-offs. For Best, the future of batteries is about more than technology; it is about shaping a sustainable, secure, and innovative energy system for Australia. His vision is clear: the opportunities are vast, but they must be seized with urgency, collaboration, and foresight.
Dovetail’s Electric Retrofit: Rewiring Regional Aviation
A new frontier for regional flight
The aviation industry is under mounting pressure to decarbonise. While airlines and manufacturers pursue sustainable aviation fuels (SAF), hydrogen power, and futuristic electric vertical takeoff and landing (eVTOL) concepts, one Australian start-up is taking a pragmatic route: converting existing aircraft into electric.
Dovetail Electric Aviation, founded in Sydney and now headquartered in Melbourne, has set its sights on the Cessna Caravan, one of the world’s most popular short-haul utility aircraft. The company is developing an electric propulsion system and battery architecture designed to retrofit the Caravan and eventually other sub-20-seat aircraft.
“We believe electrification is going to revolutionise regional aviation,” says co-founder and CEO David Doral, an aerospace engineer with more than 15 years in executive roles across Europe. “It’s disruptive, but it’s also achievable in the near term. The key is starting with aircraft and missions where the technology already makes sense.”
From PowerPoint to prototype
Dovetail began as little more than an idea and a PowerPoint deck. David had been working in Spain on advanced aerospace technologies when he became convinced that electrification would be the industry’s “next big thing.” Early conversations with electric vertical takeoff and landing (eVTOL) pioneers such as Lilium and Volocopter reinforced the opportunity, but also highlighted the risks.
“eVTOL is fascinating,” he recalls, “but it’s a market that doesn’t exist yet. It will start as a luxury product and take years to
Danny van leperen, Technical Director of Zeusch Aviation (left) and David Doral, CEO and Founder of Dovetail Electric Aviation at the Paris Air Show 2025.
mature. Retrofitting existing aircraft, on the other hand, offered an immediate entry point.”
Australia proved fertile ground. The general aviation market is relatively large, with a particularly high concentration of Caravans. The country operates the third largest fleet of Caravans in the world, behind only the United States and Brazil.
“It made perfect business sense,” David explains. “We knew early adopters would come from Australia, where regional operators are used to running short flights.”
The company has since expanded, employing around 20 staff in Australia and a similar number in Spain, supported by European Union funding and local grants.
Building the technology stack
Dovetail’s core innovations lie in its DovePack aviation battery system and DovePower, a proprietary high-efficiency electric propulsion unit. The company has successfully completed thermal runaway and functional testing of DovePack prototype modules, and the next step is the full integration of these batteries with DovePower and the associated power electronics into a dedicated ground rig – a Cessna Caravan acquired after a crash in France.
“This particular Caravan won’t fly,” says David. “But it allows us to replicate every system exactly as it will be installed in the flying aircraft. By the end of the year we’ll have it fully integrated, and first flights are targeted for early next year.”
The Caravan was chosen for its ubiquity and flexibility. A single-engine aircraft capable of carrying up to 12 passengers or a sizable cargo load, it has sold more than 3,000 units worldwide. Retrofitting even a fraction of that fleet would mark a significant step toward greener regional aviation.
The weight of the problem
Electrifying aircraft is not simply a matter of swapping out an engine for a motor. The physics of flight make energy density a critical constraint. Aviation fuel contains far more energy per kilogram than current lithium-ion batteries.
“To fly, you need to carry a lot of energy,” David explains. “Batteries are much heavier than conventional fuel. That means battery-only aircraft are limited to short distances.”
Dovetail’s initial markets – scenic flights, skydiving, and short island hops – require no more than 20–30 minutes of endurance. For these missions, the company’s battery packs are sufficient. But to extend flight times to one or two hours, hybridisation becomes necessary.
“We’re looking at range extenders, such as a small turbogenerator that produces electricity on board,” David says. “The propulsion remains fully electric, but the energy isn’t entirely from batteries. You still cut emissions significantly and reduce operating costs, but you can fly longer sectors.”
Hydrogen fuel cells are also on the roadmap, but David is realistic about the timeline. “Hydrogen has incredible potential, but it will take a decade to become commercially viable. Batteries are here now.”
Certification: The biggest hurdle
Even if the technology works flawlessly, no aircraft can enter service without certification. Regulatory approval is arguably the steepest hill Dovetail must climb.
“Certification is a major challenge,” David admits. “Authorities like CASA in Australia, EASA in Europe and the FAA in the US are rightly conservative. They want absolute proof that what you’re doing is safe.”
The company is already engaging with regulators in Europe and Australia to map out certification pathways. Participation in Norway’s Test Arena program, which showcases electric aircraft in flight under the supervision of Avinor and the Civil Aviation Authority of Norway, will provide valuable visibility and validation.
Market entry: Starting small
Dovetail’s first customers will be small operators in niche markets.
“Our entry market is scenic flights, skydiving operations, and island hopping,” says David. “These are typically 20–30 minute flights, perfect for our technology.”
Two early partners highlight the strategy. Scandinavian Seaplanes operates fjord tours for cruise passengers in Norway. Skydive Voss, also in Norway, provides short ascent flights for skydiving enthusiasts. Both missions fall squarely within the battery’s performance envelope.
Island connections are another promising application. Operators in northern Germany are exploring electric retrofits for hops between the mainland and nearby islands.
Further down the line, regional airlines such as Rex in Australia – already an investor in Dovetail – could benefit. Flights of one to one-and-a-half hours linking small towns and regional centres represent a logical next step once hybrid systems are introduced.
Industrialising the retrofit
Unlike many start-ups focused purely on technology licensing, Dovetail intends to industrialise the conversion process.
“Our business model is to set up conversion centres,” David explains. “They’ll operate like small assembly lines, retrofitting Caravans at scale. One will be in Australia, one in Europe, and eventually we’ll expand to the US, Asia, and the Middle East.”
Additional revenue streams will come from supplying the company’s battery technology to third-party developers, including those building new aircraft from scratch.
“We’ve already had strong expressions
of interest from several electric aviation companies,” David notes. “Some are bidding for our battery systems right now.”
Funding and the Australian landscape
If there is one consistent challenge, it is investment. Hardware-based, deep-tech innovation remains a difficult sell in Australia.
“The investment landscape here is strong, but focused on traditional areas – SaaS, fintech, AI,” says David. “Investors are less comfortable with aviation hardware. Raising money for a start-up like ours is still hard.” European funding has proven more accessible, which explains the decision to establish a subsidiary in Spain. Even so, David insists that Australia remains central to Dovetail’s identity and market focus.
The talent equation
Developing electric aircraft requires a rare mix of aerospace and electrical engineering skills – a combination difficult to source locally. “It’s challenging to find people with both aviation experience and electrical engineering expertise,” David says. “We’ve brought some specialists in from overseas, while also developing young local graduates. But for senior, highly experienced roles, we’ve had more success internationally.”
Despite these challenges, Dovetail has assembled a team capable of pushing the program toward flight tests within the next year.
Competition: Few but fierce
Globally, only a handful of companies are pursuing similar retrofit strategies. Some focus on hybrids from the outset; others are banking entirely on hydrogen.
“We’ll be one of the first to bring a fully electric retrofit to market,” David points out. “The competition is less important than the race to certification. Whether you’re first, second or third, if you get a certified product in the air, you’ll succeed commercially.”
The sheer size of the market – thousands of Caravans and comparable aircraft in operation – means multiple winners are possible.
Winning public trust
Even with regulators satisfied, passenger perception will remain a factor. Convincing the public that electric aircraft are safe, reliable, and beneficial will take time.
“Gaining trust is critical,” David acknowledges. “That’s why we’re investing in marketing and public engagement. In Norway, for example, we’ll run open days and demonstration flights. Skydiving operators will even conduct jumps from electric aircraft, giving the community hands-on experience.”
The advantages extend beyond sustainability. Electric propulsion significantly reduces noise and vibration while cutting direct operating costs. “Once people see and experience the benefits, acceptance will follow,” David argues.
Looking Ahead
Two major milestones are on the horizon. First, a series of agreements with skydiving clubs and operators across Scandinavia and Germany will be announced in the coming months. Second, the integration of all systems into the Caravan ground rig will validate years of development work.
“These steps will prove the technology is robust and mature,” David says. “From there, we’re on track to fly early next year.”
Longer term, Dovetail sees itself playing a pivotal role in reshaping short-haul aviation.
“Ten years from now, the competitive landscape of regional operators will look completely different,” David predicts.
“Electrification will have changed everything.”
Conclusion: The pragmatic path
While the world debates futuristic hydrogen aircraft and urban air taxis, Dovetail is carving a more pragmatic path: retrofitting proven aircraft with electric propulsion to serve real markets today.
The approach is not without obstacles –certification, investment, and engineering hurdles loom large. But the potential rewards are equally significant: lower emissions, quieter operations, and cheaper regional flights.
In an industry often criticised for overpromising and under-delivering on sustainability, Dovetail’s grounded strategy stands out. By starting with the Caravan and building from there, this Australian-born company is positioning itself at the forefront of electric regional aviation.
Dovetail signs new partners
As it moves towards its goal of retrofitting small aircraft with electric and hybrid power, Dovetail has signed many new associates.
Dovetail Electric Aviation has joined forces with a number of new cohorts in the past 18 months, including Zeusch Aviation, Hartzell, Molicel and Engineered Fluids.
Partnering with Zeusch Aviation to develop hybrid-electric king air retrofits
Dovetail Electric Aviation and Zeusch Aviation are jointly working on the development of hybrid-electric retrofits for the Beechcraft King Air, one of the most versatile and widely used twin turboprops in commercial and special-mission aviation.
The agreement, formalised at the Paris Air Show 2025, outlines a strategic collaboration to assess the technical and commercial viability of converting part of Zeusch’s King Air fleet using Dovetail’s proprietary battery and electric propulsion technologies, to be integrated with a turbogenerator working as a range extender.
Hartzell and Dovetail collaborate to power the future of zero emission regional flight
Hartzell Propeller, a global leader in advanced aircraft propeller systems for over a century, has entered into collaboration with Dovetail. Together, the two companies are working to integrate Hartzell’s propellers and Pitch Control Unit (PCU) into Dovetail’s proprietary Electric Propulsion System (EPS), known as DovePower.
The partnership combines Hartzell’s long legacy of innovation and certification
in propeller technology with Dovetail’s cutting-edge development of zeroemission propulsion solutions. The goal is to deliver high-performance, certifiable systems tailored to CS-23 category aircraft requiring over 500 kW of power.
Dovetail and Molicel join forces to advance zero-emission flight with high-performance battery cells
Dovetail has partnered with global battery cell manufacturer Molicel.
Both companies are working together to integrate Molicel’s advanced battery cells into Dovetail’s proprietary battery system, DovePack.
The DovePack is built around Molicel’s high-power cylindrical 21700 cells, combining world-class electrochemistry with Dovetail’s proprietary advanced immersion cooling technology to meet the rigorous demands of electric aviation.
Fluids partners with Dovetail to develop immersion-cooled battery for electric aircraft
Engineered Fluids, the global leader in single-phase immersion cooling solutions, has formed a strategic collaboration with Dovetail. Together, the two companies are developing a next-generation immersioncooled battery system, using AmpCool, Engineered Fluids’ proprietary battery cooling fluid, into Dovetail’s DovePack.
The immersion-cooled battery will become an integral part of Dovetail’s electric propulsion systems, designed to convert conventional regional aircraft into zeroemission platforms.
DOVETAIL AT A GLANCE
Key Milestones
• 2021 – Founded in Sydney, later HQ moves to Melbourne
• 2022 – Subsidiary opens in Spain, EU funding secured
• 2023 – First thermal runaway and functional battery tests
• 2024 – Crash-salvaged Caravan converted into ground test rig
• 2025 – Full system integration; operator agreements in Scandinavia
• 2026 – Targeted first flight of all-electric Caravan
How the retrofit works
1. Remove original turbine engine
2. Install electric motor and proprietary battery pack
3. Integrate advanced power electronics
4. Validate on Caravan ground rig
5. Certify with CASA, EASA, FAA
6. Scale through dedicated conversion centres
Target market applications
• Scenic flights – Norway fjord tours
• Skydiving operations – short ascent climbs
• Island hopping – 20–30 min missions
• Regional airlines – 60–90 min routes (future hybrid models)
• eVTOL developers – new airframes for urban mobility
Dovetail’s edge:
First mover in fully electric retrofits of proven aircraft.
Key Milestones
By the numbers
• 3,000+ Caravans in service globally
• 12 passengers maximum per aircraft
• 20–30 mins endurance today; 60–90 mins with hybrid range extender
• 40 per cent- plus reduction in direct operating costs
• 90 per cent- plus reduction in CO? emissions on short flights
Vision
To industrialise electric retrofits and revolutionise short-haul aviation by the early 2030s.
Red Bull Starman: Engineering the flight that smashed three World Records
From a custom-built wingsuit with aircraft-inspired aerodynamics to life-support systems capable of withstanding –100°C wind chill, Sebastián Álvarez’s record-shattering leap was as much a triumph of engineering as human skill.
At 41,470 feet above Tennessee, the air is brutally thin and the cold bites with lethal ferocity. Most people at this altitude are inside sealed, heated cockpits. Sebastián “Ardilla” Álvarez was standing in the open doorway of a Piper Cheyenne 400LS, about to leap into the jet stream in a wingsuit. In the next 11 minutes, he would plunge at speeds faster than a Formula 1 car, glide nearly twice as far as the previous record, and stay aloft longer than anyone before him.
This was the Red Bull Starman mission—an audacious fusion of human performance and cutting-edge engineering that resulted in three shattered world records: 550 km/h top speed, 53.45 km distance, and 11 minutes 1 second in the air.
The Aerodynamic Revolution
Breaking all three records in a single jump was not simply about skill— it required a wingsuit unlike anything previously flown. Working with Squirrel Wingsuits, Álvarez’s team developed a highly modified suit with engineering features drawn directly from aviation design. The most significant change was wingtip extensions. By increasing the suit’s aspect ratio—much like lengthening an aircraft’s wings— engineers improved its glide efficiency, allowing Álvarez to convert altitude into distance more effectively. The challenge: longer wings create more lift but also demand greater control authority. Every degree of body movement had to be precise; a twitch could throw the flight off-balance.
Aerodynamic fairings were added around his feet to reduce parasitic drag, smoothing the airflow and allowing higher speeds without compromising stability. The result was a suit optimised for speed, range, and efficiency simultaneously—something rarely attempted, as most designs focus on just one performance metric.
Mastering the Physics of Three Records at Once
As Fédération Aéronautique Internationale (FAI) judge Michael Cooper explained, achieving top marks in speed, distance, and time usually involves trade-offs. “If you fly slowly, you stay up longer but lose speed and distance. Dive steeply, and you get speed but sacrifice range and time,” he said. “For all three records to fall in one flight means the aerodynamics and piloting were in perfect harmony.”
That harmony came from a delicate balance between glide ratio and energy retention. The extended wings generated more lift at lower angles of attack, letting Álvarez sustain forward momentum without steep dives. Meanwhile, reduced drag from the fairings helped maintain velocity deep into the flight, preventing the typical deceleration that costs both speed and distance records.
Engineering for the Edge of the Atmosphere
Flying at over 12,000 metres introduces a host of environmental hazards. The air contains just one-sixth the oxygen of sea level, and wind chill at 200 km/h gusts can plunge to –100°C. Without protection, hypoxia, frostbite, or equipment failure could end the flight—and the pilot’s life—within seconds.
To counter this, Álvarez wore a custom-built helmet integrated with a high-flow oxygen system, ensuring uninterrupted breathing in nearspace conditions. Engineers had to design the system so the valves wouldn’t freeze—a failure that could cause unconsciousness in under 15 seconds. The helmet’s aerodynamic profile also reduced turbulence around the head, minimising drag and stabilising the suit’s airflow. Beneath the wingsuit, Álvarez wore electrically heated clothing layers, powered by compact, high-output batteries. These layers prevented core temperature drop and maintained dexterity in fingers—essential for parachute deployment and in-flight control inputs.
The Role of the Jet Stream
The choice of launch altitude and location was far from random. Atmospheric data pinpointed the presence of a strong jet stream, a high-speed air current that could boost glide distance and velocity. By exiting directly into the jet stream, Álvarez effectively harnessed a moving conveyor belt of air, adding to his ground speed without expending additional altitude.
However, this came with risks. The high-speed crosswinds demanded exceptional stability from both pilot and suit. The engineering modifications—extended wings, fairings, and load-bearing shoulder support—helped maintain structural integrity under these lateral forces.
A Body as Engineered as the Equipment
The engineering didn’t stop with the gear—Álvarez’s own body was trained as a precision component of the system. Over two years, he completed 11 hours of wind tunnel training in Sweden, oxygen acclimatisation exercises, and a targeted strength programme focused on the shoulders and core. The increased wing area meant his muscles had to resist continuous high-load forces for over 10 minutes without fatigue.
Even his diet was engineered. A strict lean-weight programme reduced body mass to optimise the lift-to-drag ratio without sacrificing muscle power. Every gram counted; extra weight meant faster sink rates and reduced glide time.
From Volcanoes to Triple Records
A former Chilean Air Force pilot with nearly two decades of wingsuit experience, Álvarez has a history of pairing daring vision with engineering precision. In 2021, he flew into and out of the active Villarrica volcano in Chile—a stunt requiring exact calculations of thermal updrafts and narrow-gap navigation. More recently, he landed a skydive into an ocean wave, blending aerodynamics with hydrodynamics in a way few had attempted.
The Red Bull Starman mission was his most ambitious yet. “No one had ever tried to break all three records in a single jump,” he said. “We had moments of doubt, but with the right preparation, training, and technology, we made it happen.”
Flight Data: Engineering Success in Numbers
Altitude: 41,470 ft (12,640 m)
Top Speed: 550 km/h (Prev. record: 397 km/h)
Distance: 53.45 km (Prev. record: 29.06 km)
Duration: 11 min 1 sec (Prev. record: 9 min 31 sec)
Why It Matters Beyond Sport
While the achievement sits firmly in the realm of extreme sports, the engineering lessons carry broader potential. Optimised glide systems could influence search-and-rescue equipment, high-altitude reconnaissance, or even future personal aerial mobility devices.
The integration of aerodynamic efficiency, environmental protection, and human-machine synergy in Álvarez’s flight offers a template for any project operating at the edge of performance limits.
The Future of Human Flight
For Álvarez, this is less a peak than a launchpad. “Every project opens the door to the next,” he said. “It’s not about chasing numbers—it’s about expanding what we think is possible.”
As footage of the Red Bull Starman mission spreads, inspiring engineers as much as adrenaline seekers, one truth becomes clear: pushing the limits of human flight isn’t just about courage. It’s about bringing together physics, technology, and physiology into one seamless system—and then having the nerve to step into the sky. Because for Sebastián Álvarez, the sky isn’t the limit. It’s the lab.
Electric cars and their warning signals difficult to locate at low speed
As electric cars become more common, vulnerable road users are encountering more and more warning signals from them. Now, new research from Chalmers University of Technology (Chambers) in Sweden, shows that one of the most common signal types is very difficult for humans to locate, especially when multiple similar vehicles are in motion simultaneously.
In a recently published study, researchers from Chalmers investigated how well people can locate three common types of warning (or AVAS -Acoustic Vehicle Alerting System) signals from hybrid and electric vehicles moving at low speeds. The researchers’ tests showed that all the signal types were harder to locate than the sound of an internal combustion engine. For one of the signals, the majority of test subjects were unable to distinguish the direction of the sound or determine whether they were hearing one, two or more vehicles simultaneously.
“The requirements placed on car manufacturers relate to detection, or detectability, not about locating sound direction or the number of vehicles involved. But if you imagine, say, a supermarket carpark, it’s not inconceivable that several similar car models with the same AVAS signal will be moving at the same time and in different directions,” says Leon Müller, a doctoral student at the Department of Architecture and Civil Engineering at Chalmers.
Today’s electric and hybrid vehicles meet the requirements set for acoustic warning systems according to international standards.
In Europe, plus China and Japan, for example, vehicles travelling at a speed below 20 kph must emit a warning signal consisting of tones or noise, to allow pedestrians, cyclists and other non-car users to detect them. In the United States, warning signals are required from vehicles travelling at speeds of up to 30 kph.
“The way the requirements are worded allows car manufacturers to design their own signature sounds. These warning signals are often tested without the complication of background noise. But in a real traffic environment there are usually many different types of sound,” says Wolfgang Kropp, professor of acoustics at the Department of Architecture and Civil Engineering at Chalmers.
Trying multiple different signals
The experiments involved some 52 test subjects and were conducted in Chalmers’ acoustics laboratory in soundproofed, anechoic chambers. The aim of the tests was to emulate real conditions in, say, larger carparks. The subject was placed at the centre of the room and surrounded by 24 loudspeakers placed in a ring at chest height. Three types of simulated vehicle sounds were played on the loudspeakers, corresponding to the signals from one, two or more electric and hybrid vehicles, plus an internal combustion engine. One of the signals consisted of
two tones, one had multiple tones and one was just noise. The test subjects heard a vehicle warning signal at about 7.5 meters away, mixed with pre-recorded background noise from a quiet city carpark. When they heard the signal, the subjects had to mark the direction it was coming from as quickly as possible. The signal comprising two tones coming from three vehicles simultaneously was the most difficult and none of the test subjects managed to locate all the twotone signals within the ten-second time limit.
New signal types needed
The test subjects were easily able to locate the sound corresponding to an internal combustion engine. Leon Müller says this sound consists of short pulses comprising all frequencies; something that is easier for the ear to perceive than a fixed tone at a single frequency. The fact that people can more easily perceive this type of sound may also be because of its familiarity.
“Naturally, as acousticians, we welcome the fact that electric cars are significantly quieter than internal combustion engines but it’s important to find a balance,” says Müller.
Existing research has focused mainly on detectability and what is usually referred to as “detection distance”. No previous studies have investigated what happens when two or three cars emit the same type of signal. The researchers see a major need for further knowledge of how people react in traffic situations involving electric vehicles.
“From a traffic safety point of view, it would be desirable to find a signal that’s as effective as possible in terms of detection and localisation but which doesn’t affect people negatively; something our previous research has shown to be true of traffic noise,” says Kropp.
In a follow-up study, the researchers have begun investigating how AVAS signals are perceived and what effect they may have on nonroad users.
About the study:
The article Auditory Localization of Multiple Stationary Electric Vehicles, (https://pubs.aip.org/asa/jasa/ article/157/3/2029/3340512/Auditory-localization-of-multiplestationary) is published in The Journal of the Acoustical Society of America
The authors are Leon Müller, Jens Forssén and Wolfgang Kropp, all working at the Division of Engineering Acoustics, Department of Architecture and Civil Engineering at Chalmers University of Technology in Sweden.
Using a toy gun converted into a laser pointer, a test subject in Chalmers’ acoustics lab tries to locate warning sounds from electric cars. One of the most common signal types turned out to be very difficult for humans to locate.
Credit: Chalmers/Unsplash
Leon Müller
Wolfgang Kropp
Flying into the Future:
Wisk’s vision for advanced air mobility in Australia
Australia has long been a proving ground for aviation innovation. From the rugged airstrips that gave rise to the Royal Flying Doctor Service to the sprawling skies that nurtured Qantas, the nation has always looked upward for progress. Now, as cities struggle with congestion and regional communities demand better connections, a new chapter in aviation is unfolding – one that promises cleaner skies, quieter aircraft, and seamless integration into daily life.
At the heart of this transformation is Wisk Aero, the fully-owned Boeing subsidiary, pioneering autonomous, electric air taxis. Wisk has released a comprehensive white paper outlining how its vision for Advanced Air Mobility (AAM) could take shape in Australia. The proposal is not simply a technical roadmap but a bold reimagining of how Australians might move through their cities and regions in the coming decades. Australia is uniquely positioned to adopt these technologies. With vast distances separating urban centres and remote communities, alongside world-class aviation regulators and infrastructure, the environment is ripe for innovation. Unlike Europe’s densely populated airspace or the complex legacy networks of the United States, Australia offers relative freedom for testing and deployment. Major hubs like Sydney, Melbourne and Brisbane face pressing congestion challenges, while regional
Economic potential for Australia
Beyond convenience and connectivity, AAM could represent a major economic opportunity. The white paper suggests that a local AAM ecosystem would generate thousands of jobs across operations, maintenance, software, and infrastructure.
Airports and property developers could see new revenue streams through the construction of vertiports, while renewable energy companies stand to benefit from powering the charging infrastructure. Regional economies might gain new lifelines, as communities connected by AAM attract tourism, healthcare professionals, and investment.
Australia’s advanced aerospace sector is another beneficiary. As a fully-owned subsidiary of Boeing, Wisk is positioned to collaborate with Australian manufacturers, universities, and supply chain companies. Export potential is significant; if Australia proves to be a successful testbed, local expertise could become a key part of the global AAM industry.
towns often suffer from poor connectivity. AAM could serve both ends of this spectrum – cutting travel times within cities while providing new lifelines for regional areas. At the centre of Wisk’s strategy is its sixthgeneration aircraft, a fully electric, selfflying air taxi with four seats. Unlike many competitors, Wisk has committed to full autonomy from day one, meaning there will be no onboard pilot. Instead, flights will be monitored and managed by certified ground-based supervisors. This design philosophy addresses both safety and scalability. Removing the pilot reduces human error, increases passenger capacity and lowers operational costs. At the same time, sophisticated detect-and-avoid systems and redundant safety layers ensure resilience in complex airspace.
Deploying air taxis is not as simple as launching a new ride-share app. Wisk’s white paper emphasises the importance of seamless integration into existing aviation systems. In Australia, that means working hand-in-hand with the Civil Aviation Safety Authority (CASA) and Airservices Australia, the national air navigation provider. Rather than creating a parallel system, Wisk proposes a phased integration where AAM vehicles gradually share airspace with traditional aircraft. At lower altitudes, dedicated corridors and vertiports will manage traffic. Over time, as regulators and operators gain confidence, AAM craft will integrate more fully into controlled airspace, using digital communication and automation to coordinate safely.
Aircraft are just one piece of the puzzle. For AAM to thrive, Wisk envisions a comprehensive ecosystem that includes vertiports, charging infrastructure powered
Building Community acceptance
No matter how advanced the technology, public trust will be the decisive factor in whether autonomous air taxis succeed. Wisk acknowledges that introducing a new mode of transport into Australian skies requires extensive dialogue with communities.
Noise is a common concern, and the company stresses that its aircraft are significantly quieter than helicopters. Demonstrations conducted in the United States showed that Wisk’s eVTOLs blend into the background noise of an urban environment, something that will be vital in cities like Sydney and Melbourne.
Equally important is accessibility. Wisk has emphasised that AAM should not become an
by renewable energy, digital platforms for booking and journey planning, and active community engagement to ensure public trust. In Australia, many of these elements are already within reach. Airports, heliports and transport hubs could be adapted for AAM, while the country’s strong renewable energy sector supports sustainable charging solutions.
The promise of AAM lies not just in futuristic cityscapes but in solving realworld mobility challenges. In Sydney, for instance, the 90-minute drive from the CBD to Parramatta could be reduced to 15 minutes. In Melbourne, the long journey from the eastern suburbs to Tullamarine Airport could become a quiet, twenty-minute hop. Across Queensland, Western Australia and the Northern Territory, where remote towns often face long drives or infrequent flights, AAM could connect communities to regional centres, improving access to healthcare, education and commerce. In tourism, air taxis
elite service for wealthy commuters, but rather an integrated part of the transport ecosystem. By aligning routes with existing public transport hubs, pricing competitively, and designing services to complement buses, trains, and ferries, the company hopes to position air taxis as a public utility rather than a luxury.
Public engagement will also focus on explaining how the system works, including safety redundancies and oversight mechanisms. Experience with drones has shown that visibility and transparency matter; communities are far more likely to accept new technologies when they understand the benefits and protections in place.
could offer new ways to experience Australia’s natural icons – quietly and sustainably. Emergency services may also benefit, with aircraft adapted for medical evacuations or disaster response.
Public acceptance of autonomous flight will depend above all on trust in safety. Wisk stresses that its aircraft will meet or exceed existing aviation safety standards. Built-in redundancies such as multiple motors, flight computers and energy reserves ensure that no single point of failure can compromise a flight. The ground-based supervision model adds another layer of oversight, with trained staff monitoring multiple aircraft simultaneously and able to intervene if needed. Australia’s strong aviation safety culture, led by CASA, is seen as a crucial advantage.
Sustainability is another driver for AAM. Wisk’s aircraft are fully electric, producing zero inflight emissions. Their quiet operation reduces urban noise pollution, making them viable for dense areas where helicopters are often unwelcome. In a country already pushing towards renewable energy, pairing electric air taxis with solar and wind-powered charging infrastructure could create a truly green mode of transport. By reducing reliance on cars for short-to-medium journeys, AAM could also help ease congestion and lower Australia’s overall transport emissions footprint.
The white paper does not shy away from acknowledging challenges. Regulatory pathways will need to be adapted to accommodate autonomous passenger aircraft. Infrastructure investment will be essential to build vertiports and charging systems. Public perception will have to be managed through careful engagement, while costs may initially limit access before
economies of scale bring them down. Wisk argues that addressing these challenges through collaboration and transparency will be key to success.
Perhaps the most striking theme of the white paper is the company’s emphasis on collaboration. Wisk sees Australia not just as a market but as a partner in innovation. Engagement with CASA, Airservices, state governments and local councils will shape early deployments, while universities and research institutions can contribute to technology development and public acceptance studies. The message is clear: this is not about dropping a new technology into Australian skies but about co-creating a system that works for Australians.
While Wisk does not commit to exact dates, its roadmap suggests a phased rollout.
Trials and demonstrations could take place over the next five years in partnership with regulators and local governments. Expansion into urban commuting networks would follow by the early 2030s, with vertiports integrated into major cities. Beyond 2035, widespread adoption could see autonomous air taxis become a mainstream transport option.
Australia’s mix of urban congestion, regional distance, strong regulators and public appetite for innovation makes it an ideal proving ground. If successful, Wisk’s Australian deployments could set global precedents, demonstrating how autonomy, sustainability and safety can align in real-world air taxi operations.
From the outside, the idea of hailing an autonomous flying taxi may still sound like science fiction. But aviation has always been about pushing boundaries, and Wisk believes the next boundary is here. The company’s
The technology behind Wisk’s autonomy
For many people, the idea of a pilotless aircraft is the biggest psychological hurdle in accepting Advanced Air Mobility. Wisk has taken a deliberate approach to autonomy, developing its system from the ground up rather than adapting crewed aircraft for later conversion. This philosophy sets it apart from competitors who may initially rely on human pilots.
The aircraft is designed around what Wisk calls a “system of systems,” combining multiple layers of redundancy with decision-making protocols tested over more than a decade of research. At its core, the vehicle can independently handle navigation, obstacle avoidance, and even emergency scenarios without human intervention.
Supervisors located in a Fleet Operations Centre remain “on the loop,” monitoring several aircraft at once and able to intervene when required. This balance allows automation to do what it does best – respond instantly, consistently, and without fatigue – while still maintaining human oversight for complex decisions.
The safety case rests on proven aviation standards such as RTCA and JARUS methodologies, with automation levels clearly mapped to regulatory frameworks. Functions like trajectory following and collision avoidance are handled at the highest levels of automation, while air traffic communications remain supervised. The end result is a design that reduces human error while still ensuring accountability.
white paper is not just a technical document but a vision statement for how Australians might travel in the 2030s and beyond. Quiet, clean and autonomous, air taxis could fundamentally reshape how we think about distance and time. For Australia, it is both an opportunity and a challenge: to embrace the skies as part of its transport future, while ensuring safety, equity and sustainability.
Lessons from the Royal Flying Doctor Service
One of the strongest arguments for Australia’s leadership in AAM is its history of solving transport challenges through aviation. The Royal Flying Doctor Service (RFDS), founded in 1928, revolutionised healthcare in remote communities by bringing doctors and nurses to people rather than forcing patients to endure days of overland travel.
AAM carries echoes of that legacy. While Wisk’s aircraft are not designed as medical platforms, the same principles apply: overcoming distance, providing access, and ensuring equity for isolated populations. Just as the RFDS became an Australian icon, early AAM services could redefine what it means to live in remote or regional Australia.
Wisk Generation 6 Aircraft
Jaunt Motors brings Mini Mokes back to the future
Australia’s leading EV conversion company has unveiled an electric vehicle (EV) conversion platform designed specifically for the original Mini Moke.
Australia’s leading EV conversion company, Jaunt Motors, has unveiled an electric vehicle (EV) conversion platform designed specifically for the original Mini Moke.
The platform gives automotive professionals an engineered, ADRcompliant solution to bring one of the world’s most iconic classic vehicles into the electric era.
Developed for qualified workshops, the platform has been refined by Jaunt over years of producing high-end electric conversions in its Melbourne workshop. It includes everything needed to modernise a classic Moke.
The EV conversion platform includes a 400-volt battery, electric motor and inverter, drive shafts, motor cooling system, bi-directional charger, VCU, and a complete new 12-volt electrical system – fully integrated by Jaunt. It also comes with a new centre dash panel, complete with modern gauges and controls, and an electric park brake for added safety. All necessary body block-out panels are supplied, along with templates for any required modifications.
Braking, steering, and suspension upgrades are flexible and can be tailored by the workshop completing the conversion, depending on the customer’s preferences. Additional custom parts and components are available through Jaunt Motors, though they are optional and not essential to the core system.
All of this is done in a way which meets ADR-compliance, meaning that the humble old Moke now has the ability to perform like a brand new vehicle despite being originally built more than 50 years ago.
“This isn’t just a loose collection of parts,” Jaunt Motors co-founder and CEO, Dave Budge, said.
“It’s a complete platform we’ve engineered, built and tested to ADR compliance and the latest EV safety standards. Now we’re making it available to others who care about doing conversions correctly. It allows restorers and auto specialists to deliver fully roadworthy electric Mokes that are safe, legal and will last another fifty years.”
Unlike DIY kits or one-off custom jobs, the Jaunt platform has been engineered to meet modern safety standards. Mokes converted using this platform are eligible for registration in every state and territory in Australia.
But Jaunt’s mission is not just about compliance. It is about preserving personality.
“Classic cars are charming,” Budge said.
“They’ve got stories, they’ve got soul. But they’re also unreliable and are getting harder to maintain. What we’re doing isn’t about reinventing the car. It’s about keeping what was great and fixing everything that wasn’t.”
The electric upgrade retains the original Moke’s weight and dynamics, keeping it a true four-seater without exceeding GVM. With instant torque, a compact build, and nimble road feel all preserved, the electrified Moke is ready for exactly what it was originally designed for: short, joyful, open-air drives.
The EV conversion platform is now available to automotive professionals, with trade pricing starting from $90,000. Jaunt can do the installation at the Melbourne-based workshop or can provide installation training and instruction for workshops around Australia.
Jaunt plans to extend its conversion platforms to additional classic models, making iconic vehicles more accessible, sustainable and engineered in a world moving toward zero emissions. All without losing the magic of what made them great in the first place.
FUCHS Lubricants Australasia expands workforce and engineering capabilities
Oil specialist is investing in local talent and engineering, expanding its reach from Australian factories to global space missions.
As the lubricants industry undergoes sweeping transformation, FUCHS Lubricants Australasia is charting a distinctive course— investing in local talent, strengthening its engineering base, and expanding into frontier industries such as space. While many competitors scale back or offshore, FUCHS is doubling down on its Australian presence, highlighting the value of homegrown expertise and advanced innovation.
Strengthening Local Production
FUCHS Lubricants Australasia, part of the global FUCHS Group – one of the world’s largest independent lubricant manufacturers – has made a firm commitment to growing its onshore capabilities. At a time when other companies are withdrawing from local production, FUCHS is actively recruiting across sales, operations, technical services, and engineering. Many of these roles have been filled by highly skilled professionals who had been displaced by wider industry redundancies, underscoring FUCHS’s role as a stabilising force in the sector.
Regional Vice President Australasia, Wayne Hoiles, says the company’s growth is about more than business expansion.
“We’ve always believed in the strength of local expertise, and recent shifts in the market have only reinforced that belief. We’re investing in people, production, and capability here in Australia because we see opportunity where others see obstacles.”
This approach reflects FUCHS’s longstanding view that supporting Australian manufacturing builds resilience in supply chains while ensuring world-class lubricants are designed and made locally for local conditions.
Engineering Excellence
Behind this investment is a robust engineering capability. FUCHS Lubricants Australasia employs approximately 275 staff nationwide, including around 40 dedicated engineers and technical specialists. These professionals – ranging from application and plant engineers to technical specialists –work across industries as diverse as mining, automotive, industrial manufacturing, and original equipment manufacturing (OEM).
A hallmark of FUCHS’s engineering approach is its breadth of product innovation. The company manufactures 96 per cent of
its portfolio at local facilities in Sunshine, Victoria, and Beresfield, New South Wales. This includes more than 10,000 products engineered to reduce friction, improve efficiency, and lower energy consumption and carbon emissions. Such advances make FUCHS lubricants central to sustainable technologies, from clean energy generation to electric and autonomous vehicles.
Reaching into Space
Beyond its traditional sectors, FUCHS has become an important player in aerospace and space technologies. Its 2020 acquisition of US-based Nye Lubricants strengthened the company’s capabilities in highperformance and specialty lubricants, vital to spacecraft components such as reaction wheels, gyroscopes, solar array drives, and optics.
These lubricants are engineered to perform in extreme environments – vacuum chambers, cleanrooms, and high-radiation zones – where durability and reliability are paramount. Products like Rheolube, NyeTorr, NyeClean, and NyeVac have supported major global projects including NASA’s Mars Perseverance Rover, the James Webb Space Telescope, and GOES-R satellites.
FUCHS’s active membership in the Space Industry Association of Australasia highlights its commitment to supporting the region’s growing space sector. By leveraging global expertise while drawing on Australian engineering talent, the company is positioning itself as a trusted partner for missions that demand uncompromising performance.
A Workplace for Engineers
For engineers, FUCHS represents a rare opportunity to contribute to projects at the cutting edge of technology. Whether working on advanced testing platforms, spaceready lubricants, or clean energy initiatives, engineers at FUCHS engage with challenges that stretch across industry 4.0, digitalisation, and sustainability.
The company backs this technical exposure with a supportive environment: ISO-certified facilities, structured career development, health and wellness programs, and flexible work arrangements. This combination makes FUCHS an attractive destination for talent seeking meaningful careers with global impact.
Future Outlook
FUCHS Lubricants Australasia’s current expansion is more than a recruitment drive; it is a clear statement of intent. By investing in Australian manufacturing and engineering at a time of industry uncertainty, the company is building long-term capability while positioning itself as a leader in both traditional and emerging markets.
“We’re proud to be manufacturing worldclass lubricants right here in Australia, for Australian conditions, by Australian hands,” Hoiles said.
With local expertise, global partnerships, and innovation that now extend from mines and factories to satellites and rovers, FUCHS Lubricants Australasia is proving that the future of engineering and manufacturing in Australia is not only resilient but also ambitious.
