Flight testing the Gap Drone ATLAS-C

The Gap Drone long-range flight test and ground station development project, run with Gap Drone and RMIT University, has been completed.
The project aimed to test an advanced cargo-carrying aircraft, validating its flight performance and airworthiness, and to prove that a cargo drone with a payload capacity of 50 kg can deliver packages over large distances (greater than 1,000 km) in a safe and predictable manner.

Background

The ATLAS-C is a conventional take-off and landing aircraft, its design incorporating a fuselage, swept-back wings and a V-tail with a ‘pusher’ engine mounted onto the back of the fuselage.

After two unsuccessful flight tests of the original aircraft, a 1/3 scale aircraft, the ATLAS-S, was constructed and helped solve the issue, which was a lack of lateral stability in the aircraft.

With the addition of two vertical tail plates attached to the tips of the V-tail, a third test flight was successful.

First successful flight

On 9 September 2026, at a flight test range in the Central Highlands region of Queensland, the modified ATLAS-C undertook its first flight test. The vehicle had previously undergone multiple ground test runs up to rotation speed (21 m/s), as well as static engine runs.

During the first take-off of the flight-testing campaign, the vehicle was flown in ‘manual’ mode by the external pilot. Once the aircraft reached rotation speed, the pilot rotated and the aircraft gained altitude. The external pilot then trimmed the aircraft to achieve steady, level flight. Only the elevator required trimming; no aileron or rudder trim was needed.

The external pilot maintained a target cruise speed of 33 m/s to provide a buffer for airspeed lost in turns and as an added precaution for a first flight. The target cruise speed was achieved at approximately 30–40% throttle once the aircraft was trimmed and the pilot judged it safe to reduce speed.

Once trimmed, the aircraft remained completely stable with no unfavourable flight tendencies. Roll and pitch stability was akin to that of a training aircraft (e.g. a Cessna 172) and ‘as expected’ given the high-wing configuration. The pilot flew a series of rectangular circuits around the flight test range and achieved a steady throttle and trim condition.

The aircraft was comfortable in flight and passively returned to steady, level flight when disturbed by turbulence. Turns were executed slowly and gently, and were level and controlled. ATLAS-C entered and exited turns without any sign of instability or controllability issues. Control effectiveness in both roll and pitch was more than satisfactory, using only a fraction of the maximum aileron and ruddervator throws available to the pilot.

The aircraft was then switched to autonomous mode, giving the autopilot full control. The aircraft behaved as expected and remained stable. With only basic tuning, the autopilot controlled the attitude and throttle of ATLAS-C without any unfavourable flight behaviour. Further tuning is required for optimal flight and manoeuvrability; however, the flight validated that the aircraft can be flown autonomously in its current state.

The aircraft touched down at 25 m/s, regarded as a ‘hot’ landing, as there was ample runway length available and to ensure no stall occurred on the approach.

On touchdown, the pilot applied full brakes and cut the engine, and the aircraft rolled for 17 seconds (approximately 125 m) before coming to a full stop.

Conclusion

ATLAS-C is now a validated, flyable and stable aircraft in its current configuration. Flight testing has demonstrated that the aircraft can meet its fundamental flight requirements, providing a solid foundation for further development.

The flight was predictable, stable and confident once the aircraft was trimmed. Its handling qualities were excellent and gave the pilot growing confidence with each passing minute of flight.

The aircraft is an excellent base for further improvements, which should result in a well-sorted and predictable cargo aircraft.

Multiple development pathways are possible, depending on the level of funding available and the requirements established by stakeholders.

Expected project impacts

For a country this vast, and with the technology available to us, getting goods to regional and remote Australia should have been solved a long time ago. Through the iMOVE project, Gap Drone and RMIT University have shown that autonomous cargo aviation is a real, practical answer to the tyranny of distance. The results set us up for the next step, which is safe, certified operations that connect communities, support industry and strengthen Australia’s freight network.

Liesl Haris, Gap Drone CEO

This project represents an impactful collaboration between RMIT University and Gap Drone through the iMove CRC. The creation and flight validation of the largest civilian cargo drone in Australia is something that must be acknowledged as historic and proof that a partnership between industry and University can create something world leading, impactful and significant in the modern-day world. This is certainly the most standout achievement of my academic career.

Associate Professor Matthew Marino, RMIT University

Project final report

A final report for this project has been produced and is being used internally.