Théa is the world’s first UAS to meet the high standards for an FAA Airworthiness Certificate, expanding its operational capabilities beyond those of any other commercial unmanned aircraft to allow legal flight over crowds, at night, and beyond. By providing unmatched aircraft-grade reliability (99.999 999 9%), Théa meets the stringent requirements necessary to go where consumer-grade systems can’t.
Théa has unmatched payload and flight-time capabilities, allowing you to do more
| No Payload | Full Payload (11kg) | |
|---|---|---|
| Weight (Ready to fly) | 27kg (60lb) | 38kg (83lb) |
| Flight time | 35 mins | 21 mins |
| Max Speed | 40kph (24mph) | 30kph (20 mph) |
| Climb rate | 7 m/s | 5 m/s |
| Radio Range | 1500m | |
| Operating Temperature | 120 to -20 deg F | |
Tech specs:
- 1100mm Diagonal
- 780mm x 780mm x 800mm unfolded
- 29in props
- 3 sets of high-power LiPo batteries
- 4000w of charging power for continuous flight
- Unmatched 99.9999999% reliability
Théa can handle the most demanding camera payloads, such as:
- Canon C500
- RED Epic X / Dragon
- Sony FS7
Théa has unprecedented flexibility
- Ability to fly at night, allowing you to capture striking footage
- Can fly with weights above 55lb to carry the best camera equipment
- Ability to fly beyond line of sight to capture footage that would be impossible to get otherwise
- The ability to fly over uninvolved people like crowds and roads to allow you to go where you couldn't before
Continuing Support
Support packages are available to back Théa’s unparalleled reliability with unparalleled service. We provide next-day guaranteed service, including required maintenance intervals for flight worthiness, as well as 24/7 support, so you never have to worry.
Contact us at: contact@enterprisedronesolutions.com
Comments
I'll repeat myself. Equipment reliability is not the big problem that needs solving. The main cause of accidents as always, is the human operator. Either directly, or indirectly by putting to much trust in the autopilot (see Tesla for latest example).
In Aus, a big requirement for getting a permission to fly over people is multiple redundancy of systems.
What sort of flight controller are you using, and how do you go about that? How do you handle redundancy of communication with the pilot on the ground?
On looking through that, certification procedure, I noticed:
it is for experimental aircraft and specifically prohibits commercial use for UAS as well as all other experimental aircraft.
It also still requires that a private pilot certified "observer" maintain continuous line of sight eye contact with the UAS.
It also has severe restrictions on requiring specified place of operation.
Bottom line is that this certification simply does not permit commercial operation.
As is true for any experimental aircraft, manned or otherwise.
I think this is the most up to date version from the Aircraft Certification Service Directorate
http://www.faa.gov/documentLibrary/media/Order/Order_8130_34C.pdf
@ Enterprise Drone Solutions,
Air worthiness certificate or not, the claims you make about blanket freedom to operate at night, over crowds and non-line of sight does not now nor is it in any current proposal to exist for UAS in the US under any circumstances.
Those are all regulations still to be developed, entirely without any existing precedent.
UAS are not manned aircraft and are not operated with the same freedoms regardless of air worthiness.
Currently, you can request specific exemptions for a specific single use case which may or may not be granted by the FAA and unless you are the government itself or the military (who also work very closely with the FAA on these things) that is it.
If I am wrong, please refer me to the FAA regulations that illustrate this.
I think your multi, if it is allowed to operate over 55lbs, could be good for a narrow range of applications.
But most of those heavier lift operations could be much better filled by Rob Lefebvre's Procyon Helicopter with 4 times the range and far better maneuverability and, I am guessing much lower cost at $20,000.00.
Best Regards,
Gary McCray
@Hugues Mainly, I am talking about the advantages and opportunities that come with an Airworthiness Certificate, and from operating as an aircraft rather than as a sUAS. We are not implying that we are the first with a heavy lift X8 at all, and from a purely technological standpoint the feature set is indeed similar to other devices in this class.
@Tom and Rob We do not currently hold an airworthiness certificate for this craft, but our craft can provably meet those requirements. We are actively working with the FAA to iron out the finer details and finalize a V&V plan to have an airworthiness certificate issued for the craft. As Rob mentioned before, this involves a lot of component level reliability analysis, as well as system and subsystem analysis and testing.
Good catch Tom. Definitely sounds like corporate doublespeak to me. Something this community is very used to seeing. ;)
Am I just hung up on semantics or is "...the world’s first UAS to meet the high standards for an FAA Airworthiness Certificate" not the same thing as actually having been awarded an AC by the FAA? Is thing just very careful (and misleading) wording?
"@Dwgsparky it is a common misconception that a reliability rate of 10^-9 means that we could fly for a 100,000 years that is definitely not the case our aircraft has required maintenance every 200 flight hours, it means that if we fley a billion of our craft at the same time for an hour on average 1 would suffer a catastrophic failure (e.g. would fall from the sky)"
It looks like what they are doing is cool, and I wish them best of luck producing a professional craft like this. However, the above statement is one of the stupidest things I've ever read from a professional outfit.
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